JPS62237166A - Creep force control method for continuous variable transmission - Google Patents
Creep force control method for continuous variable transmissionInfo
- Publication number
- JPS62237166A JPS62237166A JP61078747A JP7874786A JPS62237166A JP S62237166 A JPS62237166 A JP S62237166A JP 61078747 A JP61078747 A JP 61078747A JP 7874786 A JP7874786 A JP 7874786A JP S62237166 A JPS62237166 A JP S62237166A
- Authority
- JP
- Japan
- Prior art keywords
- variable transmission
- continuously variable
- idle
- ratio
- speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims abstract description 46
- 238000000034 method Methods 0.000 title claims description 10
- 238000011144 upstream manufacturing Methods 0.000 claims description 4
- 230000008878 coupling Effects 0.000 abstract description 7
- 238000010168 coupling process Methods 0.000 abstract description 7
- 238000005859 coupling reaction Methods 0.000 abstract description 7
- 239000012530 fluid Substances 0.000 abstract description 7
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000003746 surface roughness Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
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Abstract
Description
【発明の詳細な説明】
産業上の利用分野
本発明は無段変速機のクリープ力制御方法、即ちアイド
リング時における引きずり現象を制御する方法に関する
ものである。DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method for controlling the creep force of a continuously variable transmission, that is, a method for controlling the drag phenomenon during idling.
従来技術とその問題点
従来、例えば■ベルト式無段変速機において、無段変速
装置の上流側に流体継手や遠心クラッチなどの発進クラ
ッチを設けたものが知られている（例えば特開昭５８−
４２８６２号公報、特開昭５８−１４９４５８号公報参
照）。Conventional technology and its problems Conventionally, for example, belt type continuously variable transmissions are known in which a starting clutch such as a fluid coupling or a centrifugal clutch is provided on the upstream side of the continuously variable transmission (for example, Japanese Patent Laid-Open No. 58 −
42862, JP-A-58-149458).
この種の無段変速機の場合、アイドリング時においても
出力軸に僅かな回転力が伝わり、所謂クリープ現象を起
こす。通常の非アイドルアップ時にはクリープ力は小さ
いので問題にはならないが、エアコン使用時や寒冷時に
チョークなどでアイドルアップを行うとクリープ力が大
きくなり、アクセルを踏まないのに発進してしまうとい
う問題がある。In the case of this type of continuously variable transmission, a slight rotational force is transmitted to the output shaft even during idling, causing a so-called creep phenomenon. During normal non-idling, the creep force is small and does not pose a problem, but if you use a choke to increase the idle when using an air conditioner or when it is cold, the creep force increases, causing the problem of the car starting without pressing the accelerator. be.
発明の目的
本発明はかかる問題点に鑑みてなされたもので、その目
的は、アイドルアップ時のクリープ力を非アイドルアッ
プ時と略等しくすることができる無段変速機のクリープ
力制御方法を提供することにある。OBJECTS OF THE INVENTION The present invention has been made in view of the above problems, and its purpose is to provide a creep force control method for a continuously variable transmission that can make the creep force during idle up approximately equal to that during non-idle up. It's about doing.
発明の構成
上記目的を達成するために、本発明は、無段変速装置よ
り上流側に発進クラッチを設けたｆｉ段変連撮において
、アイドルアップ時のエンジン回転数を検出し、該エン
ジン回転数と非アイドルアップ時のエンジン回転数との
比に応じて無段変速装置の変速比を高速比側へ変速し、
アイドルアップ時のクリープ力を亦アイドルアップ時と
略等しく制御するものである。Structure of the Invention In order to achieve the above-mentioned object, the present invention detects the engine rotational speed at the time of idling up, and detects the engine rotational speed at the time of idling up in an FI-speed variable continuous shooting in which a starting clutch is provided upstream of a continuously variable transmission. The gear ratio of the continuously variable transmission is shifted to the high speed ratio side according to the ratio of the engine speed at non-idling up time.
The creep force during idle up is controlled to be approximately equal to that during idle up.
実施例の説明
第１図は本発明が通用されるＶベルト式無段変速機の一
例を示し、エンジン１の動力は発進クラッチである流体
継手２を介して入力軸３に伝達されており、この入力軸
３は減速ギヤ４．５を介して無段変速装置６の駆動軸７
に接続されている。DESCRIPTION OF EMBODIMENTS FIG. 1 shows an example of a V-belt type continuously variable transmission to which the present invention is applicable, in which power from an engine 1 is transmitted to an input shaft 3 via a fluid coupling 2 which is a starting clutch. This input shaft 3 is connected to a drive shaft 7 of a continuously variable transmission 6 via a reduction gear 4.5.
It is connected to the.
無段変速装置６は、駆動軸７に設けた駆動側プーリ８と
、従動軸１１に設けた従動側プーリ１２と、両プーリ間
に巻き掛けたＶベルト１４とで構成されている。駆動側
プーリ８は固定シーブ８ａと可動シーブ８ｂとを有して
おり、可動シーブ８ｂの背後にはトルクカム装置９と圧
縮スプリングｌＯとが設けられている。上記トルクカム
装置９は入力トルクに比例した推力を発生し、圧縮スプ
リング１０はＶベルト４が弛まないだけの初期推力を発
生し、これら推力によりＶベルト１４にトルク伝達に必
要なベルト張力を付与している。一方、従動側プーリ１
２も駆動側ブーＩＪ ’ｉ３と同様に、固定シーブ１２
ａと可動シーブ１２ｂとを有しており、可動シーブ１２
ｂの背後には変速比制御用の油圧室１３が設けられてい
る。この油圧室１３の油圧は後述する変速制御バルブ３
０によって制御される。The continuously variable transmission 6 includes a drive pulley 8 provided on a drive shaft 7, a driven pulley 12 provided on a driven shaft 11, and a V-belt 14 wound between both pulleys. The drive pulley 8 has a fixed sheave 8a and a movable sheave 8b, and a torque cam device 9 and a compression spring 1O are provided behind the movable sheave 8b. The torque cam device 9 generates a thrust proportional to the input torque, and the compression spring 10 generates an initial thrust sufficient to prevent the V-belt 4 from loosening, and these thrusts provide the V-belt 14 with belt tension necessary for torque transmission. ing. On the other hand, driven pulley 1
2 also has a fixed sheave 12 similar to the drive side boob IJ 'i3.
a and a movable sheave 12b.
A hydraulic chamber 13 for gear ratio control is provided behind b. The oil pressure in this oil pressure chamber 13 is controlled by a speed change control valve 3 which will be described later.
Controlled by 0.
従動軸１１の外周には中空軸１５が回転自在に外挿され
ており、従動軸１１と中空軸１５とは動力断続クラッチ
１６によって断続される。中空軸１５には前進用ギヤ１
７と後進用ギヤ１８とが回転自在に支持されており、前
後進切換スリーブ１９によって前進用ギヤ１７あるいは
後進用ギヤ１８のいずれか一方を中空軸１５と連結する
ようになっている。後進用アイドラ軸２０は従動軸重１
と平行に配置されており、この軸２０には後進用ギヤ１
８に噛み合う後進用アイドラギヤ２１と、別の後進用ア
イドラギヤ２２とが固定されている。カウンタ軸２３も
従動軸１１と平行に配置されており、このカウンタ軸２
３には上記前進用ギヤ１７と後進用アイドラギヤ２２と
に同時に噛み合うカウンタギヤ２４と、終減速ギヤ２５
とが固定されており、終減速ギヤ２５はディファレンシ
ャル装置２６のリングギヤ２７に噛み合い、動力を出力
軸２８に伝達している。A hollow shaft 15 is rotatably inserted around the outer periphery of the driven shaft 11, and the driven shaft 11 and the hollow shaft 15 are connected to each other by a power intermittent clutch 16. The hollow shaft 15 has a forward gear 1.
7 and a reverse gear 18 are rotatably supported, and either the forward gear 17 or the reverse gear 18 is connected to the hollow shaft 15 by a forward/reverse switching sleeve 19. The reverse idler shaft 20 has a driven axle load of 1
This shaft 20 is arranged in parallel with the reverse gear 1.
A reverse idler gear 21 meshing with the reverse idler gear 8 and another reverse idler gear 22 are fixed. A counter shaft 23 is also arranged parallel to the driven shaft 11.
3 includes a counter gear 24 that meshes with the forward gear 17 and the reverse idler gear 22 at the same time, and a final reduction gear 25.
are fixed, and the final reduction gear 25 meshes with the ring gear 27 of the differential device 26 to transmit power to the output shaft 28.
変速制御バルブ３０はスプリング３１によって左方へ付
勢されたスプール３２を有しており、入力ボート３３に
はライン圧ＰＬが導かれ、出力ボート３４は従動側ブー
１月２の油圧室１３と接続されている。ボート３５はド
レンボートであり、スプリング３１を収容した右端室の
ボート３６にはソレノイドバルブ４０から信号油圧ＰＳ
が導かれている。また、スプール３２には出力ボート３
４と左端室３７とを結ぶ連通孔３２ａが形成されており
、これにより出力ボート３４から出力される出力油圧Ｐ
１．Ｔは次式で与えられる。The speed change control valve 30 has a spool 32 biased leftward by a spring 31, line pressure PL is guided to an input boat 33, and an output boat 34 is connected to the hydraulic chamber 13 of the driven side boot 2. It is connected. The boat 35 is a drain boat, and a signal hydraulic pressure PS is supplied from a solenoid valve 40 to the boat 36 in the right end chamber that houses the spring 31.
is being guided. Also, the spool 32 has an output boat 3.
4 and the left end chamber 37 is formed, whereby the output oil pressure P output from the output boat 34
1. T is given by the following equation.
Ｐ［１ｌＴ−ＡＨ＝ Ｐｓ −Ａ２ ＋Ｓ
−（１１上式において、Ａ１はスプール３２の左側
ランド３２ｂの受圧面精、Ａ２は右側ランド３２ｃの受
圧面精、Ｓはスプリング３１のばね荷重である。P[1lT-AH= Ps-A2 +S
-(11 In the above equation, A1 is the pressure receiving surface roughness of the left land 32b of the spool 32, A2 is the pressure receiving surface roughness of the right land 32c, and S is the spring load of the spring 31.
制御回路５０には、エンジン回転数、車速、スロ７）ル
開度、アイドルアップ信号、チョーク信号などが入力さ
れ、運転状態に応じて上記ソレノイドバルブ４０をデユ
ーティ制御している。ここでデユーティ制御とは、ソレ
ノイドバルブ４０にＯＮ時間とＯＦＦ時間とを含む所定
周期のパルス信号を出力し、ＯＮ時間の周期に対する比
（デユーティ比）を変化させることにより、デユーティ
比に比例した信号油圧Ｐｓを発生させる制御をいう。The control circuit 50 receives inputs such as engine speed, vehicle speed, throttle opening, idle up signal, choke signal, etc., and controls the solenoid valve 40 in accordance with the driving state. Duty control here refers to outputting a pulse signal with a predetermined cycle including an ON time and an OFF time to the solenoid valve 40, and changing the ratio of the ON time to the cycle (duty ratio) to generate a signal proportional to the duty ratio. Control that generates hydraulic pressure Ps.
いま、制御回路５０からソレノイドバルブ４０に出力さ
れる制御信号のデユーティ比をＤ（％）とすると、
Ｐｓ ＝ＰＬ −Ｄ／１００
・・・（２１であるから、（２）式を（１）式に代入す
ると、Ｐ［１１Ｔ−Ａ＋ ＝ＰＬ −Ａ２ ’ Ｄ／
１００ ＋Ｓ −（３１となる。（３）式においてＡ
、、Ａ２．Ｓ、ＰＬはそれぞれ定数であるから、出力油
圧Ｐ１はデユーティ比りのみで制御され、結局変速比は
デユーティ比で自在に制御できる。Now, if the duty ratio of the control signal output from the control circuit 50 to the solenoid valve 40 is D (%), then Ps = PL - D/100
...(21), so by substituting equation (2) into equation (1), P[11T-A+ =PL -A2' D/
100 +S - (31. In equation (3), A
,,A2. Since S and PL are each constant, the output oil pressure P1 is controlled only by the duty ratio, and after all, the gear ratio can be freely controlled by the duty ratio.
上記構成のＶベルト式無段変速機において、アイドリン
グ時には制御回路５０から構成される装置信号のデユー
ティ比Ｄ＝１００％であり、出力油圧ｐＨｊＴは最大と
なって無段変速装置６の変速比は最低速比ｉ。に保持さ
れている。ところが、アイドルアップ時にはエンジン回
転数Ｎが上昇し、かつ流体継手２の特性は
Ｔ＝Ｃ−Ｎ２ ・・・（４）（
Ｔ：伝達トルク、Ｃ：定数）
であるので、伝達トルクがエンジン回転数Ｎの二乗に比
例して増大し、クリープ現象が過激になるという問題が
ある。この問題を解決するために本発明は、アイドルア
ップ時のエンジン回転数を検出し、このエンジン回転数
と非アイドルアップ時のエンジン回転数との比に応じて
無段変速装置の変速比を高速比側へ変速し、アイドルア
ップ時のクリープ力を低減させて非アイドルアップ時と
略同等になるように制御するものである。In the V-belt type continuously variable transmission having the above configuration, during idling, the duty ratio D of the device signal constituted by the control circuit 50 is 100%, the output oil pressure pHjT is maximum, and the gear ratio of the continuously variable transmission 6 is lowest speed ratio i. is maintained. However, when idling up, the engine speed N increases, and the characteristics of the fluid coupling 2 are T=C-N2...(4)(
T: transmission torque, C: constant) Therefore, there is a problem that the transmission torque increases in proportion to the square of the engine rotation speed N, and the creep phenomenon becomes extreme. In order to solve this problem, the present invention detects the engine speed when idling up, and changes the gear ratio of the continuously variable transmission to a high speed according to the ratio of this engine speed to the engine speed when not idling up. The control is performed by shifting toward the ratio side and reducing the creep force during idle up so that it is approximately equal to that during non-idle up.
ここで、アイドルアップ時におけるクリープ力制御方法
を第２図にしたがって説明する。Here, a creep force control method during idle up will be explained with reference to FIG.
まずスタートすると、車速Ｖを最低車速（５ｋａ＋／ｈ
）と比較しく６０）、■≧５であれば車両が発進を完了
していることを意味するので以下の制御は行わず、終了
する。■〈５であれば、つぎにアイドルアップ信号がＯ
Ｎか否かを判別しく６１）、アイドルアップ信号がＯＦ
Ｆであればチョーク信号がＯＮか否かを判別する（６２
）。アイドルアップ信号及びチョーク信号がいずれもＯ
ＦＦであればそのまま終了し、いずれかがＯＮであれば
エンジン回転数Ｎを読み込み（６３）、このエンジン回
転数Ｎからアイドルアップ時に無段変速装置６を変速す
べき目標変速比ｉ６を次式によって計算する（６４）。First, when starting, set the vehicle speed V to the minimum vehicle speed (5ka+/h
), 60), ■≧5 means that the vehicle has completed starting, so the following control is not performed and the process ends. ■ If it is <5, then the idle up signal is O
61), the idle up signal is OFF.
If F, it is determined whether the choke signal is ON or not (62
). Idle up signal and choke signal are both O
If it is FF, the process ends as is, and if either is ON, the engine speed N is read (63), and from this engine speed N, the target gear ratio i6 at which the continuously variable transmission 6 should be changed when the idle is up is determined by the following formula. Calculate by (64).
上式において、ｉ、は最低速比、Ｎａはアイドルアップ
信号及びチョーク信号が共にＯＦＦ時におけるアイドル
回転数である。In the above equation, i is the lowest speed ratio, and Na is the idle rotation speed when both the idle up signal and the choke signal are OFF.
上記のようにして目標変速比ｉＥを計算した後、デユー
ティ比りを５％だけ減算しく６５）、出力油圧ＰｌＩＩ
Ｔを低くする。これにより無段変速装置６は高速比側へ
変速され、実際の変速比ｉが減少し始める。そして、実
際の変速比ｉと目標変速比ｉ。After calculating the target gear ratio iE as described above, subtract 5% from the duty ratio (65), output oil pressure PlII
Lower T. As a result, the continuously variable transmission device 6 is shifted to the high speed ratio side, and the actual gear ratio i begins to decrease. Then, the actual gear ratio i and the target gear ratio i.
とを比較しく６６）、ｉ＞ｉ（のとき即ち実際の変速比
が目標変速比より低速比側に有るときには、車速Ｖと最
低車速（５ｋｍ／ｈ）とを比較しく６７）、■≧５であ
れば制御を終了し、Ｖ＜５であれば再びデユーティ比り
を５％だけ減算して（６５）、 （６６）の動作を繰り
返す。またｉ≦ｉ、のとき即ち実際の変速比が目標変速
比より高速比側に移行したときには、デユーティ比りを
１％だけ加算しく６８）、出力・油圧ＰＩｌｌｊＴを高
くして無段変速装置６を低速比側へ変速する。その後、
実際の変速比ｉと目標変速比ｉ、とを比較しく６９）、
ｉ≦１５のときには車速■と最低車速（５ｋｍ／ｈ）と
を比較しく７０）、■≧５であれば制御を終了し、ｖ＜
５であれば再びデユーティ比りを１％だけ加算して（６
８）、 （６９）の動作を繰り返す。ｉ＞１．になれば
デユーティ比りを１％だけ減算しく７１）、車速Ｖと最
低車速（５ｋａ＋／ｈ）とを比較する（７２）。■く５
であれば再び（６９）に戻って制御を続行し、■≧５で
あれば制御を終了する。66), when i>i (that is, when the actual gear ratio is on the lower gear ratio side than the target gear ratio, compare the vehicle speed V and the minimum vehicle speed (5 km/h) 67), ■≧5 If so, the control is ended, and if V<5, the duty ratio is subtracted by 5% again (65) and the operation of (66) is repeated. Further, when i≦i, that is, when the actual gear ratio shifts to a higher speed ratio than the target gear ratio, the duty ratio is added by 1% (68), the output/hydraulic pressure PIlljT is increased, and the continuously variable transmission 6 Shift to a lower speed ratio. after that,
Compare the actual gear ratio i and the target gear ratio i69),
When i≦15, the vehicle speed ■ is compared with the minimum vehicle speed (5 km/h) (70), and if ■≧5, the control is ended and v<
If it is 5, add 1% to the duty ratio again (6
8), repeat the operations of (69). i>1. If so, the duty ratio is subtracted by 1% (71), and the vehicle speed V is compared with the minimum vehicle speed (5ka+/h) (72). ■ku5
If so, the process returns to step (69) again to continue the control, and if ■≧5, the control ends.
上記のようにアイドルアップ時に無段変速装置６を高速
比側の目標変速比ｉ５に制御すれば、エンジン回転数Ｎ
が通常のアイドル回転数Ｎａより高くなって伝達トルク
Ｔが上昇しても、その上昇分を無段変速装置６が相殺し
て出力軸２８には常に一定のトルクが伝達される。例え
ば、Ｎ ＝ １５０Ｏｒｐｍ 、 Ｎａ ＝１００Ｏｒ
ｐｍ 、 ｉ ａｘ−２，５０８とすると、（４）式
から通常時の伝達トルクＴ１及びアイドルアップ時の伝
達トルクＴ２は
Ｔｌ ＝ＣＸ（１０００）２． Ｔ２＝ＣＸ（１５００
）２である。一方、通常時の変速比はｉ。＝２．５０８
であり、アイドルアップ時の目標変速比は（５）式から
ｌｃ ＝１．１１５である。出力軸２８の出力トルクは
流体継手２の伝達トルクと無段変速装置６を含む変速機
内部の総変速比との積であるから、Ｔｌ Ｘ ｔ ｌｌ
ｔ、＝Ｔ２ Ｘ ｉ Ｅとなり、通常時とアイドルアッ
プ時とで出力軸２８の出力トルク、即ちクリープ力は一
定となる。As mentioned above, if the continuously variable transmission device 6 is controlled to the target gear ratio i5 on the high-speed ratio side when idling up, the engine speed N
Even if the transmission torque T increases because the rotation speed Na becomes higher than the normal idle rotation speed Na, the continuously variable transmission 6 cancels out the increase, and a constant torque is always transmitted to the output shaft 28. For example, N = 150Orpm, Na = 100Orpm
pm, i ax-2,508, then from equation (4), the transmission torque T1 during normal operation and the transmission torque T2 during idle up are Tl = CX (1000) 2. T2=CX(1500
)2. On the other hand, the gear ratio under normal conditions is i. =2.508
The target gear ratio at idle up is lc = 1.115 from equation (5). Since the output torque of the output shaft 28 is the product of the transmission torque of the fluid coupling 2 and the total gear ratio inside the transmission including the continuously variable transmission 6, Tl X t ll
t, = T2 X i E, and the output torque of the output shaft 28, that is, the creep force, is constant during normal times and during idle up.
なお、上記実施例では発進クラッチとして流体継手２の
例を示したが、本発明はこれに限定するものではなく、
回転数と伝達トルクとの関係が−様に決定されている発
進クラ・７チであれば、遠心クラッチや湿式クラッチな
ども使用できる。即ち、遠心クラッチの場合にはその特
性が（４）式と同様であり、エンジン回転数の二乗に比
例した伝達トルクを発生する。また、湿式クラッチの場
合には任意の特性に設定できる。また、目標変速比を求
める方法は、上記実施例のように計算式で求める場合の
他、マツプから読み出してもよい。In addition, although the example of the fluid coupling 2 was shown as a starting clutch in the said Example, this invention is not limited to this,
Centrifugal clutches, wet clutches, etc. can also be used as long as the starting clutch has a relationship between rotational speed and transmitted torque that is determined in a negative manner. That is, in the case of a centrifugal clutch, its characteristics are similar to equation (4), and it generates a transmission torque proportional to the square of the engine speed. Further, in the case of a wet type clutch, arbitrary characteristics can be set. Further, the target gear ratio can be determined by using a calculation formula as in the above embodiment, or by reading it from a map.
また、本発明において無段変速装置２としては■ベルト
式無段変速装置に限らず、例えばトロイダル形無段変速
装置などいかなる無段変速装置でも使用できる。Further, in the present invention, the continuously variable transmission 2 is not limited to the belt type continuously variable transmission, but any continuously variable transmission such as a toroidal type continuously variable transmission can be used.
発明の効果
以上の説明で明らかなように、本発明によれば無段変速
装置より上流側に発進クラッチを設けた無段変速機にお
いて、アイドルアップ時のエンジン回転数と非アイドル
７７１時のエンジン回転数との比に応じて無段変速装置
を高速比側へ変速するようにしたので、アイドルアップ
時と非アイドルアップ時とで出力軸のトルクが一定とな
り、クリープ力を常に一定に保持できる。したがって、
アイドルアップ時にアクセルを踏まないのに発進すると
いった不具合を解消できる。Effects of the Invention As is clear from the above explanation, according to the present invention, in a continuously variable transmission in which a starting clutch is provided upstream of the continuously variable transmission, the engine speed when idling up and the engine speed when not idling are 771. Since the continuously variable transmission shifts to a higher speed ratio depending on the ratio to the rotation speed, the torque of the output shaft is constant between idle up and non-idle up, and the creep force can always be kept constant. . therefore,
This solves the problem of starting the vehicle without pressing the accelerator when the idle is up.
第１図は本発明が通用されるＶベルト式無段変速機の一
例の構成図、第２図は制御方法の一例のフローチャート
図である。
２・・・流体継手（発進クラッチ）、６・・・無段変速
装置、８・・・駆動側プーリ、９・・・トルクカム装置
、１２・・・従動側プーリ、１３・・・油圧室、１４・
・・■ベルト、３０・・・変速制御バルブ、４０・・・
ソレノイドバルブ、５０・・・制御回路。
出 願 人 ダイハツ工業株式会社
代 理 人 弁理士 筒井 秀隆
第１図
第２図FIG. 1 is a block diagram of an example of a V-belt type continuously variable transmission to which the present invention is applied, and FIG. 2 is a flowchart of an example of a control method. 2... Fluid coupling (starting clutch), 6... Continuously variable transmission device, 8... Driving side pulley, 9... Torque cam device, 12... Driven side pulley, 13... Hydraulic chamber, 14・
・・■Belt, 30...Shift control valve, 40...
Solenoid valve, 50...control circuit. Applicant Daihatsu Motor Co., Ltd. Agent Patent Attorney Hidetaka Tsutsui Figure 1 Figure 2
Claims (1)
無段変速機において、アイドルアップ時のエンジン回転
数を検出し、該エンジン回転数と非アイドルアップ時の
エンジン回転数との比に応じて無段変速装置の変速比を
高速比側へ変速し、アイドルアップ時のクリープ力を非
アイドルアップ時と略等しく制御することを特徴とする
無段変速機のクリープ力制御方法。(1) In a continuously variable transmission with a starting clutch provided upstream of the continuously variable transmission, the engine speed at idle up is detected, and the ratio of the engine speed at idle up to the engine speed at non-idle up is calculated. A method for controlling creep force in a continuously variable transmission, characterized in that the gear ratio of the continuously variable transmission is shifted to a high speed ratio side in response to the above, and the creep force during idle up is controlled to be substantially equal to that during non-idle up.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61078747A JP2517227B2 (en) | 1986-04-05 | 1986-04-05 | Creeping force control method for continuously variable transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP61078747A JP2517227B2 (en) | 1986-04-05 | 1986-04-05 | Creeping force control method for continuously variable transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS62237166A true JPS62237166A (en) | 1987-10-17 |
| JP2517227B2 JP2517227B2 (en) | 1996-07-24 |
Family
ID=13670480
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP61078747A Expired - Fee Related JP2517227B2 (en) | 1986-04-05 | 1986-04-05 | Creeping force control method for continuously variable transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2517227B2 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0781940A1 (en) * | 1995-12-26 | 1997-07-02 | Aisin Aw Co., Ltd. | Continuously variable transmission |
| JPH1163183A (en) * | 1997-08-25 | 1999-03-05 | Mazda Motor Corp | Control device for continuously variable transmission |
| JP2000179669A (en) * | 1998-12-18 | 2000-06-27 | Mazda Motor Corp | Control device of power train |
| JP2008256122A (en) * | 2007-04-05 | 2008-10-23 | Yamaha Motor Co Ltd | Stepless transmission |
| JP2014070726A (en) * | 2012-10-02 | 2014-04-21 | Nsk Ltd | Infinite variable-speed drive |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59200844A (en) * | 1983-04-29 | 1984-11-14 | Mitsubishi Electric Corp | Controller for automatic speed change gear for vehicle |
| JPS60241530A (en) * | 1984-05-14 | 1985-11-30 | Nissan Motor Co Ltd | Controller for automatic clutch |
-
1986
- 1986-04-05 JP JP61078747A patent/JP2517227B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS59200844A (en) * | 1983-04-29 | 1984-11-14 | Mitsubishi Electric Corp | Controller for automatic speed change gear for vehicle |
| JPS60241530A (en) * | 1984-05-14 | 1985-11-30 | Nissan Motor Co Ltd | Controller for automatic clutch |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0781940A1 (en) * | 1995-12-26 | 1997-07-02 | Aisin Aw Co., Ltd. | Continuously variable transmission |
| JPH1163183A (en) * | 1997-08-25 | 1999-03-05 | Mazda Motor Corp | Control device for continuously variable transmission |
| JP2000179669A (en) * | 1998-12-18 | 2000-06-27 | Mazda Motor Corp | Control device of power train |
| JP2008256122A (en) * | 2007-04-05 | 2008-10-23 | Yamaha Motor Co Ltd | Stepless transmission |
| JP2014070726A (en) * | 2012-10-02 | 2014-04-21 | Nsk Ltd | Infinite variable-speed drive |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2517227B2 (en) | 1996-07-24 |
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