CN107401602B - 无级变速器的控制装置 - Google Patents

无级变速器的控制装置 Download PDF

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Publication number
CN107401602B
CN107401602B CN201710265822.6A CN201710265822A CN107401602B CN 107401602 B CN107401602 B CN 107401602B CN 201710265822 A CN201710265822 A CN 201710265822A CN 107401602 B CN107401602 B CN 107401602B
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speed
stepless transmission
vehicle
control
gear ratio
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CN107401602A (zh
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矢作博道
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Subaru Corp
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Subaru Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
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    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/543—Transmission for changing ratio the transmission being a continuously variable transmission
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Abstract

本发明涉及无级变速器的控制装置。当产生与第一速度控制请求不同的第二速度控制请求时抑制车辆乘坐舒适度降低。无级变速器的控制装置具有向车辆驱动轮传递动力的发动机和配置在发动机与驱动轮之间的无级变速器，该控制装置具有：电子控制装置，当有第一速度控制请求时对无级变速器进行控制以使发动机实际转速接近设定转速；电子控制装置，在根据第一速度控制请求对无级变速器的变速比进行控制时，若产生与第一速度控制请求不同的第二速度控制请求，则对无级变速器进行控制以使发动机实际转速相对于设定转速维持在预定范围内；和电子控制装置，在发动机实际转速发生变化时根据发动机的实际转速以及无级变速器的变速比降低发动机扭矩。

Description

无级变速器的控制装置
技术领域
本发明涉及一种在车辆的驱动力源与驱动轮之间配置有无级变速器的无级变速器控制装置。
背景技术
专利文献1记载了车辆上搭载的无级变速器的控制装置。专利文献1记载的车辆中，作为行驶用驱动力源的发动机产生的动力，通过作为流体传动装置的变矩器、前进后退切换装置、带式无级变速器、差动齿轮装置传递到驱动轮。
设置对发动机以及带式无级变速器进行控制的电子控制装置，发动机转速传感器的信号、检测电子节流阀开度的传感器的信号、检测加速踏板操作量的传感器的信号、检测换档杆位置的传感器的信号、检测带式无级变速器的输入轴转速以及输出轴转速的传感器的信号、车速传感器的信号等被输入到电子控制装置。
电子控制装置根据加速踏板开度以及车速求出目标变速比，对带式无级变速器的变速比进行控制。另外，在带式无级变速器升档时，进行在变速过渡时降低发动机扭矩的控制。由此，带式无级变速器升档中的惯性扭矩变化导致的输出轴扭矩的变动得以降低。
现有技术文献
专利文献
专利文献1：(日本)特开2015-58897号公报
但是，关于专利文献1记载的无级变速器的控制装置，在有将车辆的行驶速度设为预定状态的第一速度控制请求时，产生与第一速度控制请求不同的第二速度控制请求的情况没有记载，车辆的乘坐舒适度有可能降低。
发明内容
本发明的目的在于提供一种无级变速器的控制装置，在有将车辆的行驶速度设为预定状态的第一速度控制请求时，当产生与第一速度控制请求不同的第二速度控制请求时，能够抑制车辆的乘坐舒适度降低。
本发明是一种无级变速器的控制装置，具有：驱动力源，其向车辆的驱动轮传递动力；以及无级变速器，其配置在所述驱动力源与所述驱动轮之间且可无级地改变变速比，所述控制装置具有：第一控制部，当有将所述车辆的行驶速度设为预定状态的第一速度控制请求时，其对所述无级变速器的变速比进行控制，以使所述驱动力源的实际转速接近设定转速；第二控制部，在所述第一控制部根据所述第一速度控制请求对所述无级变速器的变速比进行控制时，当产生与所述第一速度控制请求不同的第二速度控制请求时，其根据所述驱动力源的实际转速以及所述无级变速器的变速比，对所述无级变速器的变速比进行控制；以及第三控制部，在所述第二控制部对所述无级变速器的变速比进行控制，且所述驱动力源的实际转速发生变化时，根据所述无级变速器的变速比变更前的所述驱动力源的扭矩、所述无级变速器的变速比变更前的所述驱动力源的实际转速、以及所述驱动力源的目标转速，改变所述驱动力源的扭矩。
优选的，所述第一速度控制请求可以包括将所述车辆的行驶速度、和所述车辆与先行车辆的车间距离中的至少一方设为预定状态的请求，
所述第二速度控制请求可以包括提升所述车辆的行驶速度的请求。
优选的，所述第二控制部可以进行减小所述无级变速器的变速比，以不使所述驱动力源的实际转速降低到所述设定转速以下的控制，
所述第三控制部可以根据所述无级变速器升档前的所述驱动力源的扭矩、所述无级变速器升档前的所述驱动力源的实际转速和所述驱动力源的目标转速，减小所述驱动力源的扭矩。
发明效果
通过本发明，当产生与第一速度控制请求不同的第二速度控制请求时，能够抑制在驱动轮产生的驱动力的变动，可以抑制车辆的乘坐舒适度降低。
附图说明
图1是表示具有无级变速器的车辆的示意图；
图2是表示设置在车辆中的电子控制装置所进行的控制的流程图；
图3是与电子控制装置所进行的控制例1相对应的时间图；
图4是与电子控制装置所进行的控制例2相对应的时间图。
符号说明
10 车辆
11 发动机
12 驱动轮
15 无级变速器
17 电子节流阀
18 喷射器
19 火花塞
38 油压控制装置
39 电子控制装置
具体实施方式
下面基于附图，对无级变速器的控制装置的实施方式进行详细说明。
图1所示的车辆10在从发动机11到驱动轮12的动力传递路径上，设置有流体传动装置13、前进后退切换装置14、无级变速器15、差动装置16。发动机11是将混合气体在燃烧室燃烧后产生的热能转换成动能的驱动力源，在此，将发动机11作为汽油发动机进行说明。发动机11具有：配置在吸气管的电子节流阀17、向吸气管喷射燃料的喷射器18、以及对燃烧室的混合气体点火的火花塞19。电子节流阀17对通过吸气管吸入到燃烧室的空气量进行控制。
流体传动装置13是具有以下部件的变矩器：与发动机11的曲轴20连接的泵叶轮21、与动力传递部件22连接的涡轮23、以及定子。另外，设置有直接连接曲轴20与动力传递部件22的锁止离合器24。锁止离合器24的卡合及释放通过油压来控制。
前进后退切换装置14配置在动力传递部件22和无级变速器15的输入元件25之间。前进后退切换装置14是正反切换输入元件25对于动力传递部件22的旋转方向的机构。前进后退切换装置14具有行星齿轮机构和摩擦卡合装置，通过对摩擦卡合装置进行油压控制，能够正反切换输入元件25对于动力传递部件22的旋转方向。
无级变速器15具有：设置在输入元件25的主带轮26、设置在输出元件27的副带轮28、卷挂在主带轮26和副带轮28上的环状的皮带29。主带轮26具有第一固定滑轮30和第一可动滑轮31。副带轮28具有第二固定滑轮32和第二可动滑轮33。第一可动滑轮31和第二可动滑轮33一起通过油压控制在中心线方向上移动。当第一可动滑轮31沿着输入元件25的中心线移动时，主带轮26的槽宽会发生变更。当第二可动滑轮33沿着输出元件27的中心线移动时，从副带轮28向皮带29施加的夹压力会发生变更。
当移动第一可动滑轮31使主带轮26的槽宽变窄时，会进行无级变速器15的变速比减小的变速，即升档。当移动第一可动滑轮31使主带轮26的槽宽变宽时，会进行无级变速器15的变速比增大的变速，即降档。无级变速器15可无级地变更输入元件25和输出元件27之间的变速比。当从副带轮28向皮带29施加的夹压力增加时，无级变速器15的扭矩容量会增加。当从副带轮28向皮带29施加的夹压力降低时，无级变速器15的扭矩容量会降低。
设置有以可对输入元件25传递动力的方式连接的发电电动机34。发电电动机34通过逆变器35与电池36连接，当有电力从电池36供给时，发电电动机34会发挥电动机的功能。另外，发电电动机34具有将输入元件25的动力转换成电力的功能，逆变器35具有对电池36充电的功能。也就是说，发电电动机34产生再生制动力，也能够赋予驱动轮12制动力。车辆10是具有发动机11和发电电动机34作为多种驱动力源的混合动力车。
差动装置16与输出元件27连接，将从无级变速器15传递的动力传递到左右的驱动轮12。差动装置16允许左右的驱动轮12的转速不同。设置有向各驱动轮12赋予制动力的制动装置37。制动装置37通过油压控制制动力。制动装置37产生的制动力可以根据制动踏板的操作量进行控制，也可以根据制动踏板的操作量以外的条件进行控制。
设置有油压控制装置38，其对锁止离合器24的卡合及释放、前进后退切换装置14的摩擦卡合装置的卡合及释放、无级变速器15的第一可动滑轮31及第二可动滑轮33的动作分别进行控制。油压控制装置38具有：对锁止离合器24的卡合及释放进行切换的阀、对前进后退切换装置14的摩擦卡合装置的卡合及释放进行切换的阀、对第一可动滑轮31及第二可动滑轮33进行控制的阀。
设置有电子控制装置39，其对发动机11的输出进行控制、对油压控制装置38进行控制、对逆变器35进行控制、对制动装置37产生的制动力进行控制。电子控制装置39是具有输入接口、输出接口、中央运算处理装置以及存储装置的微型计算机。存储装置存储有：控制发动机11的输出的信息、控制锁止离合器24的卡合及释放的信息、控制无级变速器15的变速比及扭矩容量的信息、控制发电电动机34的信息、控制制动装置37产生的制动力的信息。这些信息包含图形、算式等。
电子控制装置39中输入有：车速传感器40的信号、加速踏板开度传感器41的信号、发动机转速传感器42的信号、输入转速传感器43的信号、输出转速传感器44的信号、档位传感器45的信号、前方检测传感器46的信号、制动踏板开关47的信号、巡航控制开关48的信号。车速传感器40检测车辆10的行驶速度；加速踏板开度传感器41检测表示驾驶员对车辆10的加速请求的操作部件的操作量，例如车辆10的乘员用脚操作的加速踏板的操作量。制动踏板开关47检测表示驾驶员对车辆10的制动请求的操作部件的操作量，即制动踏板的操作量。
输入转速传感器43检测无级变速器15的输入元件25的转速；输出转速传感器44检测无级变速器15的输出元件27的转速。档位传感器45检测车辆10的乘员所操作的换档装置的操作状态，即选择的是前进还是后退作为车辆10的行驶方向。前方检测传感器46是检测车辆10的前方状况的传感器，包括例如照相机、毫米波雷达、红外线激光器等。电子控制装置39对前方检测传感器46的信号进行处理，判断是否有先行车辆、车辆10与先行车辆的车间距离等。先行车辆是指在车辆10的行驶方向上比车辆10位于更前方的车辆，且与车辆10的车间距离为规定值以下的车辆。规定值是根据前方检测传感器46的检测精度等条件设定的阈值。
巡航控制开关48由驾驶员进行操作，以选择启动和解除将车辆10的行驶速度控制为预定状态的巡航控制功能。巡航控制开关48包括按钮、操作杆、液晶面板等。当巡航控制开关48打开时，电子控制装置39启动巡航控制功能；当巡航控制开关48关闭时，电子控制装置39解除巡航控制功能。巡航控制功能包括将车辆10的行驶速度保持一定的定速行驶控制、以及将车辆10与先行车辆的车间距离保持一定的跟随行驶控制。当巡航控制功能启动时，驾驶员可以选择用于定速行驶控制的设定车速，也可以选择用于跟随行驶控制的设定车间距离。
当巡航控制功能解除时，电子控制装置39根据车速、加速踏板开度、以及存储装置中存储的信息，对发动机11、无级变速器15、发电电动机34进行控制。例如，根据车速及加速踏板开度求出车辆10的目标驱动力，求出与目标驱动力相对应的目标发动机转速及目标发动机扭矩，同时求出发电电动机34的目标转速及目标扭矩。另外，根据目标发动机转速求出无级变速器15的目标变速比。关于目标发动机转速及目标发动机扭矩、无级变速器15的目标变速比、发电电动机34的目标转速及目标扭矩，例如可以考虑发动机11的燃料消耗量预先进行信息化，存储在电子控制装置39中。
电子控制装置39对电子节流阀17、喷射器18、火花塞19中的至少一个进行控制，并进行使实际的发动机扭矩接近目标发动机扭矩的控制。另外，电子控制装置39对无级变速器15的变速比进行控制，并进行使实际的发动机转速接近目标发动机转速的控制。电子控制装置39还对发电电动机34的输出进行控制。此外，若在车辆10行驶中操作制动踏板，则制动装置37会向驱动轮12赋予制动力。
当巡航控制功能启动时，电子控制装置39对前方检测传感器46的信号进行处理并检测先行车辆的相关信息。电子控制装置39例如可以检测有无先行车辆、车辆10与先行车辆的车间距离、车辆10与先行车辆的速度差等。而且，当车辆10的前方没有先行车辆时，电子控制装置39对车辆10的行驶速度进行控制，以维持设定车速。
与此相对，当车辆10的前方有先行车辆时，电子控制装置39对车辆10的行驶速度进行控制，以在不超过设定车速的范围内维持设定车间距离。当巡航控制功能启动时，电子控制装置39根据设定车速和设定车间距离，确定设定发动机扭矩、设定发动机转速、设定变速比、发电电动机的设定输出、制动装置37产生的设定制动力。
如此，当巡航控制功能启动时，根据加速踏板的操作量或制动踏板的操作量以外的条件，对发动机转速及无级变速器15的变速比、发动机扭矩、发电电动机34的输出、制动装置37的制动力进行控制。
(控制例1)
下面基于图2的流程图，对电子控制装置39与巡航控制功能有关联地进行的控制例1进行说明。图2的流程图中说明的控制主要与发动机转速及无级变速器15的变速比、发动机扭矩相关。
电子控制装置39在步骤S1中判断巡航控制开关48是否打开。当电子控制装置39在步骤S1中检测到巡航控制开关48关闭时，进入步骤S2，根据与目标发动机转速相对应的目标变速比，对无级变速器15的变速比进行控制，结束图2的流程图。也就是说，电子控制装置39在步骤S2中以发动机11的燃料消耗量为优先，对无级变速器15的变速比进行控制，不使用设定发动机转速。
当电子控制装置39在步骤S1的判断时检测出巡航控制开关48打开时，进入步骤S3，加速踏板的踏入量增加并利用无级变速器15进行自动分段变速(オートステップ変速)，且判断请求发动机转速是否超过了设定发动机转速。
加速踏板的踏入量增加意味着产生了针对车辆10的加速请求。请求发动机转速是与增加的加速踏板的操作量相对应的值，请求发动机转速高于设定发动机转速。而且，实际的发动机转速随着请求发动机转速而上升。此外，无级变速器15的自动分段变速是根据实际的发动机转速、无级变速器15的变速比和加速踏板开度等，从预先存储在电子控制装置39中的多个固定变速比中选择其一作为目标变速比，电子控制装置39进行的升档。该自动分段变速是通过将固定变速比用作目标变速比进行变速控制，来像有级变速器那样进行变速的控制。
电子控制装置39在步骤S3中做出否定的判断时，则进入步骤S4，根据与设定发动机转速相对应的设定变速比，对无级变速器的变速比进行控制，结束图2的流程图。当电子控制装置39进行步骤S4的处理时，实际的发动机转速维持为设定发动机转速。也就是说，车辆10的行驶速度维持为设定车速，且车辆10与先行车辆的车间距离维持在设定距离内。
电子控制装置39在步骤S3中做出肯定的判断时，则进入步骤S5，进行利用无级变速器15升档的控制，以利用设定发动机转速限制请求发动机转速，并且，根据限制的请求发动机转速进行发动机11的扭矩降低，结束图2的流程图。也就是说，在进行无级变速器15的升档时，控制为实际的发动机转速不降低至设定发动机转速以下。另外，发动机11的扭矩降低量设定为与无级变速器15的升档所产生的发动机转速的降低量相对应的值。具体而言，是根据无级变速器15的升档前的发动机11的扭矩、无级变速器15的升档前的实际的发动机转速、目标发动机转速等，求出发动机11的扭矩降低量。而且，发动机转速的降低量越大，将发动机11的扭矩降低量也设定得越大。
图3的时间图与控制例1相对应。加速踏板开度在时间t1以前维持为一定的加速踏板开度θ1，且控制为一定的发动机扭矩Te3。另外，在时间t1以前，车速及设定发动机转速上升。此外，请求发动机转速与设定发动机转速TNe一致。
当加速踏板开度从时间t1起增加时，请求发动机转速增加，实际的发动机转速也如虚线所示而上升。因此，实际的发动机转速与设定发动机转速TNe会产生差。具体而言，实际的发动机转速高于设定发动机转速TNe。在时间t2以后维持为一定的加速踏板开度θ2，但车速上升，且实际的发动机转速也上升。在时间t3，根据实际的发动机转速Ne2、无级变速器15的变速比、加速踏板开度θ2等，开始进行无级变速器15的升档，实际的发动机转速如虚线所示而降低。
而且，实际的发动机转速在时间t4与设定发动机转速TNe一致。也可以根据加速踏板开度进一步减小无级变速器15的变速比，但电子控制装置39规定为在控制例1中以设定发动机转速TNe为优先，在时间t4以后进一步减小无级变速器15的变速比。另外，在时间t4以后也维持为加速踏板开度θ2，因此实际的发动机转速在时间t5以后高于设定发动机转速TNe。在时间t6，根据实际的发动机转速Ne1、无级变速器15的变速比、加速踏板开度θ2等，开始进行无级变速器15的升档，实际的发动机转速如虚线所示而降低。
而且，实际的发动机转速在时间t7以后与设定发动机转速TNe一致。也可以根据加速踏板开度在时间t7以后进一步减小无级变速器15的变速比，但电子控制装置39规定为在控制例1中以设定发动机转速TNe为优先，进一步减小无级变速器15的变速比。并且，在时间t8以后，返回到加速踏板开度θ1。
另一方面，发动机扭矩在时间t1以前到时间t3之间，被固定控制在发动机扭矩Te3；在时间t3到时间t5之间，被固定控制在低于发动机扭矩Te3的发动机扭矩Te1。另外，在实际的发动机转速高于设定发动机转速TNe的时间t5到时间t6之间，被固定控制在发动机扭矩Te3。另外，在时间t6到时间t8之间，被控制在发动机扭矩Te2；在时间t8以后，被控制在发动机扭矩Te3。发动机扭矩Te2低于发动机扭矩Te3，且高于发动机扭矩Te1。
发动机扭矩Te3与发动机扭矩Te1的差相当于步骤S5中进行的发动机11的第一扭矩降低量。电子控制装置39根据时间t3中的实际的发动机转速Ne2与设定发动机转速TNe的差，对第一扭矩降低量进行设定。发动机扭矩Te3与发动机扭矩Te2的差相当于步骤S5中进行的发动机11的第二扭矩降低量。电子控制装置39根据时间t6中的实际的发动机转速Ne1与设定发动机转速TNe的差，对第二扭矩降低量进行设定。
如此，当电子控制装置39进行控制例1时，会对无级变速器15的升档所引起的实际的发动机转速的变化量，即与降低量相对应的发动机11的扭矩降低量，进行设定。因此，能够抑制驱动轮12产生的驱动力的变动，可以抑制牵引感、飞出感。所以，能够抑制车辆10的乘坐舒适度降低。另外，当在时间t8从加速踏板开度θ2变到加速踏板开度θ1时，设定发动机转速TNe的变化比例是一定的且平滑的。
(控制例2)
控制例2是在图2的流程图的步骤S5中不用设定转速来限制请求发动机转速，而是随着无级变速器15的升档进行发动机11的扭矩降低。图4是与控制例2相对应的时间图。除了在时间t3以前控制为一定的发动机扭矩Te2以外，其余与图3的时间图相同。在时间t3，根据实际的发动机转速、无级变速器15的变速比、加速踏板开度θ2等，开始进行无级变速器15的升档，实际的发动机转速如虚线所示而降低。
而且，实际的发动机转速在时间t4以后也会降低，当实际的变速比在时间t5变成所选的固定变速比时，结束无级变速器15的升档。因此，时间t5以后，随着车速的上升，实际的发动机转速也会上升。
此外，实际的发动机转速在时间t6与设定发动机转速TNe一致，之后也会上升。在时间t7，根据实际的发动机转速、实际的变速比、加速踏板开度，开始进行无级变速器15的升档，实际的发动机转速如虚线所示而降低。而且，实际的发动机转速在时间t8以后变为设定发动机转速TNe以下。当实际的变速比在时间t9变成所选的固定变速比时，结束无级变速器15的升档。因此，随着车速的上升，实际的发动机转速也会上升。
然后，在时间t10返回到加速踏板开度θ1，实际的发动机转速维持为设定发动机转速TNe。在图4的时间图中，从时间t3到时间t6之间进行的发动机11的扭矩降低量，与从时间t7到时间t10之间进行的发动机11的扭矩降低量不同。发动机11的扭矩降低量根据实际的发动机转速的变化量、发动机扭矩、请求发动机转速而变化。当电子控制装置39进行控制例2时，在利用无级变速器15进行自动分段变速，即升档的情况下，请求发动机转速不限制为设定发动机转速。另外，在利用无级变速器15进行升档时，在实际的发动机转速降低的同时进行降低发动机扭矩的控制。因此，能够抑制车辆10的牵引感、飞出感。
下面对实施方式中说明的事项的意思进行解释，发动机11相当于驱动力源；电子控制装置39和油压控制装置38相当于第一控制部和第二控制部；电子控制装置39、电子节流阀17、喷射器18、火花塞19相当于第三控制部。另外，巡航控制功能启动相当于“有第一速度控制请求”；设定发动机转速TNe相当于设定转速；加速踏板的操作量增加相当于“产生第二速度控制请求”。第一速度控制请求是将车辆的行驶速度、和车辆与先行车辆的车间距离中的至少一个维持为预定状态的目的的请求，第二速度控制请求是增加车辆的行驶速度的请求，二者的技术含义不同，且车辆乘员所操作的元件也不同。
本发明并不限于实施方式，在不脱离其要旨的范围内，可以进行各种变更。产生针对车辆10的第二速度控制请求的操作部件，除了车辆10的乘员用脚操作的加速踏板外，还包括车辆10的乘员用手操作的操作杆、把手。这种情况下，电子控制装置在步骤S3中会检测操作杆或把手的操作量是否增加。另外，驱动力源是使燃料燃烧并产生动力的发动机，发动机除了汽油发动机外，还包括柴油发动机、液化石油气发动机。此外，无级变速器除了带式无级变速器外，还包括链式无级变速器、行星齿轮机构式无级变速器、环式无级变速器。第一控制部至第三控制部分别可以为单一的电子部件或多个电子部件。也就是说，第一控制部至第三控制部分别包括控制器、处理器、模块、单元、电路。另外，驱动轮包括车辆的前轮和后轮中的至少一方。此外，车辆也可以不具有发电电动机34。也就是说，车辆也可以不是混合动力车。
另外，图3和图4的时间图中表示了车速上升的示例，而电子控制装置在车速一定的情况或车速降低的情况下也可以进行控制例1或控制例2。

Claims (3)

1.一种无级变速器的控制装置，具有：驱动力源，其向车辆的驱动轮传递动力；以及无级变速器，其配置在所述驱动力源与所述驱动轮之间且能够无级地改变变速比，所述控制装置具有：
第一控制部，当有将所述车辆的行驶速度设为预定状态的第一速度控制请求时，所述第一控制部对所述无级变速器的变速比进行控制，以使所述驱动力源的实际转速接近设定转速；
第二控制部，在所述第一控制部根据所述第一速度控制请求对所述无级变速器的变速比进行控制时，当产生与所述第一速度控制请求不同的第二速度控制请求时，则所述第二控制部根据所述驱动力源的实际转速以及所述无级变速器的变速比，对所述无级变速器的变速比进行控制；以及
第三控制部，在所述第二控制部对所述无级变速器的变速比进行控制且所述驱动力源的实际转速发生变化时，所述第三控制部根据所述无级变速器的变速比变更前的所述驱动力源的扭矩、所述无级变速器的变速比变更前的所述驱动力源的实际转速、以及所述驱动力源的目标转速，改变所述驱动力源的扭矩。
2.根据权利要求1所述的无级变速器的控制装置，其中，
所述第一速度控制请求包括将所述车辆的行驶速度保持一定、或将所述车辆与先行车辆的车间距离保持一定的请求，
所述第二速度控制请求包括提升所述车辆的行驶速度的请求。
3.根据权利要求1或2所述的无级变速器的控制装置，其中，
所述第二控制部进行减小所述无级变速器的变速比，以不使所述驱动力源的实际转速降低到所述设定转速以下的控制，
所述第三控制部根据所述无级变速器升档前的所述驱动力源的扭矩、所述无级变速器升档前的所述驱动力源的实际转速和所述驱动力源的目标转速，减小所述驱动力源的扭矩。
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