JP2002122220A - Variable speed control device for continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable speed control device for a continuously variable transmission compatibly securing the control responsiveness of a change speed ratio relative to opening change only in the increasing direction or the decreasing direction of a throttle opening and superior driving feeling to a delicate accelerator work despite of the traveling resistance. SOLUTION: This variable speed control device for the continuously variable transmission is provided with a variable speed control means e having a change speed ratio control part d finding a target engine rotation speed based on a throttle opening data value set by a throttle opening data value set part b, which sets a data value before the sensor value conversion as a throttle opening data value, even if there is a change in the sensor value of a hysteresis width, outputting a command to actuate a change speed actuator c in a direction allowing the actual engine rotation speed to accord with a target engine speed, and obtaining the target change speed ratio. The throttle opening data value set part b sets the throttle opening data value by characteristics changing the hysteresis width in wider direction as the traveling resistance calculation value from a traveling resistance calculation means f becomes larger.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a transmission control apparatus for a continuously variable transmission which is applied as a transmission for a vehicle and in which a transmission ratio is steplessly changed.

[0002]

2. Description of the Related Art Conventionally, as a shift control device for a continuously variable transmission, for example, a technique described in Japanese Patent No. 2789579 is known.

[0003] This patent publication discloses that in a transmission control device for a continuously variable transmission, the response of a gear ratio control to an opening change only in a direction in which a throttle opening increases or decreases is ensured.
The throttle opening signal used for speed ratio control is designed to give a hysteresis to the actual throttle opening (output value of the throttle opening sensor) for the purpose of ensuring a good driving feeling for subtle accelerator work. Are described. Note that the hysteresis width is a value HYS (VSP) corresponding to the vehicle speed VSP, and is set so that the hysteresis width decreases as the vehicle speed increases.

[0004]

However, in the conventional shift control device for a continuously variable transmission, the amount of hysteresis is set on the assumption of the throttle opening on a flat road. Hysteresis is insufficient in driving conditions with increased resistance, and a good driving feeling is ensured, for example, the vehicle speed changes with torque fluctuations even when trying to run at a constant speed while performing delicate accelerator work according to the running resistance There was a problem that it was not possible.

[0005] That is, in general, in an operating condition in which the running resistance is increased, such as when climbing a hill, the operation amount (variation amount) of the throttle opening is larger than in a driving condition on a flat road. In this situation, the amount of hysteresis set on the assumption of the throttle opening on a flat road is insufficient, and the effect of providing the hysteresis is reduced.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and has as its object to ensure the response of the gear ratio control to a change in the throttle opening only in the increasing or decreasing direction of the throttle opening. It is an object of the present invention to provide a shift control device for a continuously variable transmission that can achieve both good driving feeling and delicate accelerator work regardless of the magnitude of running resistance.

[0007]

In order to achieve the above object, according to the first aspect of the present invention, as shown in the conceptual diagram of the claim of FIG. When the sensor value changes in the opening direction only in the increasing direction or the decreasing direction, the value that changes according to the characteristic that the sensor value increases according to the characteristic that the hysteresis width is smaller than that in the case where the sensor value decreases is smaller than the sensor value decreases Is set as the throttle opening data value, and when the sensor value turns in the direction of decreasing from increasing or in the direction of increasing from decreasing, the data value before turning of the sensor value remains unchanged even if the sensor value of the hysteresis width changes. A throttle opening data value setting unit b to be set as a throttle opening data value; and a throttle opening set by the throttle opening data value setting unit b. Gear ratio control for obtaining a target engine speed based on the tor opening data value and outputting a command to drive the speed change actuator c in a direction to match the actual engine speed to the target engine speed to obtain a target gear ratio A transmission resistance calculating means f for calculating a running resistance, wherein the throttle opening data value setting part b is provided.
Is a setting unit that sets the throttle opening data value by a characteristic that is changed in such a manner that the hysteresis width is increased as the running resistance calculation value from the running resistance calculation means f indicates a larger value.

According to a second aspect of the present invention, in the transmission control device for a continuously variable transmission according to the first aspect, the running resistance calculating means f determines the running resistance value using a value relating to a road gradient. There is a feature.

According to a third aspect of the present invention, in the transmission control device for a continuously variable transmission according to the second aspect, the running resistance calculating means f outputs the throttle opening signal calculated as one of the input information. It is characterized in that a value relating to a road gradient is determined using the driving force and the acceleration of the vehicle, and the running resistance is calculated using a throttle opening sensor value without using a throttle opening data value.

According to a fourth aspect of the present invention, as shown in the conception diagram of FIG. 1, in the shift control device of the continuously variable transmission according to the second aspect, the running resistance calculating means f is provided from the navigation system g. Means for judging the road gradient using the information of (1).

According to a fifth aspect of the present invention, in the shift control device for a continuously variable transmission according to any one of the first to fourth aspects, the throttle opening data value setting section b includes a changing speed of a throttle opening sensor value. Is a setting unit that sets a throttle opening data value by a characteristic that is changed in a direction in which the hysteresis width is narrowed as is larger.

According to a sixth aspect of the present invention, as shown in the conception diagram of FIG. 1, in the shift control device for a continuously variable transmission according to any one of the first to fifth aspects, the continuously variable transmission comprises:
A line pressure control unit j that has a hydraulic control circuit h and outputs a line pressure control signal to the line pressure actuator i of the hydraulic control circuit h using the throttle opening signal as one of input information; And the line pressure control unit j is a control unit that calculates a line pressure control signal using a throttle opening sensor value without using a throttle opening data value.

[0013]

According to the first aspect of the present invention, the value detected by the throttle opening sensor a in the throttle opening data value setting section b of the shift control means e during running is determined by the throttle opening. When the sensor value is used as the sensor value, when the sensor value changes in the opening direction only in the increasing direction or the decreasing direction, the case where the sensor value increases changes according to the characteristic that the hysteresis width is smaller than the case where the sensor value decreases. The value is set as the throttle opening data value, and when the sensor value turns in the direction of decreasing from increasing or in the direction of increasing from decreasing, the data value before the sensor value turns even if the sensor value of the hysteresis width changes. It is set as it is as the throttle opening data value. Here, the hysteresis width is changed so as to be wider as the running resistance calculation value from the running resistance calculator f indicates a larger value.

The speed ratio control unit d of the speed change control means e
In the above, the target engine speed is determined based on the throttle opening data value set by the throttle opening data value setting unit b, and the shift actuator c is driven in a direction to match the actual engine speed with the target engine speed. A gear ratio control for outputting a command to obtain a target gear ratio is performed.

As described above, the hysteresis width is increased as the calculated running resistance value from the running resistance calculating means f indicates a larger value, so that the running resistance increases and the flatness is maintained even in the situation where the operation amount of the throttle opening is increased. The effect of providing the hysteresis can be obtained in the same manner as the driving condition on the road. In other words, it is necessary to ensure both the gear ratio control responsiveness to changes in the opening degree of the throttle opening in the increasing and decreasing directions only, and a good driving feeling for delicate accelerator work regardless of the running resistance. Can be planned.

According to the second aspect of the present invention, the running resistance calculating means f determines the running resistance value using a value relating to the road gradient.

As described above, the running resistance calculating means f is configured to determine the running resistance value using the value relating to the road gradient, which is a versatile signal. Therefore, the shift control system of the present invention can be realized at low cost.

According to the third aspect of the present invention, in the running resistance calculating means f, the output driving force calculated using the throttle opening signal as one of the input information and the value relating to the road gradient using the acceleration of the vehicle. Is determined, and the throttle opening sensor value is used for calculating the running resistance without using the throttle opening data value.

As described above, when the value relating to the road gradient is determined, the throttle opening sensor value is used without using the throttle opening data value, so that an appropriate road gradient corresponding to the momentary change in the output driving force is used. Can be determined.

According to the fourth aspect of the present invention, the road resistance calculating means f determines the road gradient using information from the navigation system g.

With the above configuration, in the vehicle equipped with the navigation system g, the shift control system of the present invention can be realized without adding any special detecting means.

According to the fifth aspect of the present invention, the throttle opening data value setting section b uses a characteristic in which the hysteresis width is changed in such a manner that the hysteresis width becomes narrower as the rate of change of the throttle opening sensor value increases. The degree data value is set.

As described above, the hysteresis width is made narrower as the rate of change of the throttle opening sensor value increases, so that the effect of hysteresis is suppressed when the throttle is depressed rapidly and a quick shift is required. Shift responsiveness that meets the demand can be obtained.

According to the sixth aspect of the present invention, the line pressure control signal is calculated by the line pressure control unit j of the shift control means e using the throttle opening sensor value instead of using the throttle opening data value. The calculated line pressure control signal is output to the line pressure actuator i of the hydraulic control circuit h.

As described above, since the throttle opening sensor value is used for calculating the line pressure control signal without using the throttle opening data value, the line pressure control signal is not affected by hysteresis and can be adjusted according to the momentary input torque. An appropriate line pressure can be set.

[0026]

Embodiments of the present invention will be described below.

(Embodiment 1) First, the configuration of Embodiment 1 will be described. In describing the first embodiment, a shift control device applied to a continuously variable transmission having a fluid coupling and a V-belt type continuously variable transmission mechanism will be described as an example.

As shown in FIG. 2, the continuously variable transmission to which the transmission control device of the first embodiment is applied includes a fluid coupling 12, a forward / reverse switching mechanism 15, a V-belt type continuously variable transmission 29, a differential The device 56 is a main component.

The fluid coupling 12 has an input side connected to an output shaft 10 a of the engine 10 and an output side connected to a rotating shaft 13.
The fluid transmission device is connected to the fluid transmission device. The fluid coupling 12 has a lock-up mechanism, and mechanically connects or disconnects the pump impeller 12b on the input side and the turbine runner 12c on the output side by controlling the oil pressure in the lock-up oil chamber 12a. Is possible.

The forward / reverse switching mechanism 15 includes a planetary gear mechanism 17, a forward clutch 40, a reverse clutch 40, and a reverse brake 50.

The planetary gear mechanism 17 includes a sun gear 19,
It comprises a pinion carrier 25 having two pinion gears 21 and 23, and an internal gear 27. The sun gear 19 is connected so as to always rotate integrally with the rotating shaft 13. The pinion carrier 25 can be connected to the rotating shaft 13 by a forward clutch 40,
The drive shaft 14 is coaxial with the rotation shaft 13. The internal gear 27 can be fixed to the stationary part by the reverse brake 50.

The V-belt type continuously variable transmission 29 is interposed between the drive shaft 14 and the driven shaft 28, and includes the drive pulley 16, the V-belt 24, and the driven pulley 26.
The drive pulley 16 has a fixed conical plate 18 that rotates integrally with the drive shaft 14, and is disposed to face the fixed conical plate 18 to form a V-shaped pulley groove, and the drive shaft is driven by hydraulic pressure acting on the drive pulley cylinder chamber 20. 14 and a movable conical plate 22 that is movable in the axial direction. The drive pulley cylinder chamber 20 is composed of two chambers, a chamber 20a and a chamber 20b.
It has twice the pressure receiving area. The V-belt 24 is a means for transmitting power from the driving pulley 16 to the driven pulley 26. The driven pulley 26 has a fixed conical plate 30 that rotates integrally with the driven shaft 28, and is disposed to face the fixed conical plate 30 to form a V-shaped pulley groove, and the driven shaft is driven by hydraulic pressure acting on the driven pulley cylinder chamber 32. And a movable conical plate 28 which is movable in the axial direction.

A drive gear 46 is fixed to the driven shaft 28, and the drive gear 46 meshes with an idler gear 48 on an idler shaft 52. Idler shaft 52
The pinion gear 54 is always meshed with the final gear 44.

The differential device 56 is a device for distributing the driving force transmitted to the final gear 44 to the left and right wheels while allowing a differential, and a pair of pinion gears 58 and 60 attached to the final gear 44. And a pair of side gears 62, 64 meshing with the pinion gears 58, 60.
And the side gears 62 and 64 have output shafts 66 and 64, respectively.
68.

To change the gear ratio in the V-belt type continuously variable transmission mechanism 29, the movable conical plate 22 of the driving pulley 16 and the movable conical plate 34 of the driven pulley 26 are moved in the axial direction, and the contact with the V-belt 24 is made. This can be done by changing the radius. That is, by controlling the internal hydraulic pressure of the driving pulley cylinder chamber 20 and the driven pulley cylinder chamber 32 by the transmission control device A described later, the two movable conical plates 22 and 34 advance and retreat in the axial direction according to the control command. The gear ratio is changed. For example, if the width of the V-shaped pulley groove on the drive pulley 16 side is increased and the width of the V-shaped pulley groove on the driven pulley 26 side is reduced, the speed ratio is changed in the deceleration direction.

As shown in FIG. 2, the transmission control device includes:
As input sensors 70, an engine speed sensor 71,
A vehicle speed sensor 72, a throttle opening sensor 73, and a navigation device 74 are provided. As a shift control means 80, a control unit 81, drivers 82 and 83 are provided,
The hydraulic control circuit 91 includes a step motor 90 as a speed change actuator and a line pressure solenoid 92 as a line pressure actuator.

The engine speed sensor 71 is provided on the crankshaft of the engine 10 and outputs a signal corresponding to the engine speed Ne.

The vehicle speed sensor 72 is provided on a transmission output shaft portion, a wheel rotation shaft portion, or the like, and outputs a signal corresponding to the vehicle speed VSP.

The throttle opening sensor 73 is provided at the position of the throttle valve of the engine and outputs a signal corresponding to the throttle opening TVO.

The navigation device 74 outputs road gradient information obtained from map data. The control unit 81 that inputs the road gradient information determines the gradient resistance as the running resistance R. In addition, for example, higher-precision control may be performed based on the vehicle speed, further considering the air resistance.

The control unit 81 includes a CP
U, RAM, ROM, an electronic control circuit mainly composed of a microcomputer having an input / output interface, and the like. The signals from the sensors 71, 72, 73, and 74 are used as input information and are shown in FIGS. Information processing is performed according to the control processing contents, and a speed ratio control unit that outputs a processing result to a driver 82 as a speed ratio control signal, a signal from an engine speed sensor 71 and a throttle opening sensor 73, and a speed ratio as input information, An information processing is performed in accordance with the control processing contents shown in FIG. 4, and a line pressure control unit that outputs a processing result as a line pressure control signal to the driver 83 is provided.

The driver 82 is a drive circuit which receives a gear ratio control signal from the control unit 81 and sends out a motor drive current by a pulse wave for rotating the step motor 90 forward or backward.

The driver 83 is a drive circuit that receives a line pressure control signal from the control unit 81 and sends a duty signal to the line pressure solenoid 92.

As shown in FIG. 3, in addition to the step motor 90 and the line pressure solenoid 92, the hydraulic control circuit 91 determines the driving pulley cylinder chamber 20 and the driven pulley cylinder chamber based on the rotational position of the step motor 90 for operating the spool. Transmission control valve 93 for controlling the hydraulic pressure supplied to
A manual valve 94 for switching the hydraulic pressure supplied to the forward / reverse clutches 40 and 50 by operating a select lever; and a pressure regulator valve 95 for generating a line pressure in accordance with an operation signal pressure from a line pressure solenoid 92.

Next, the operation will be described.

[Line Pressure Control Operation] In the line pressure control, as shown in FIG. 4, the engine speed Ne from the engine speed sensor 71 and the throttle opening sensor value TVOSEN from the throttle opening sensor 73 are input. , Using an engine torque map measured in advance (engine torque)
Is input, the estimated torque and the gear ratio are input, the line pressure is determined using a gear ratio-line pressure map using the torque as a parameter, and this line pressure control signal is
This is performed by the driver 83 converting the line pressure into a duty signal and outputting the duty signal to the line pressure solenoid 92. By this line pressure control, it is possible to obtain the estimated engine torque and the optimal line pressure for the speed ratio at that time.

[Gear Ratio Control Processing] FIG. 5 is a flowchart showing a main routine of the gear ratio control processing, and each step will be described below.

Step 101 is a reading step for reading the engine speed Ne, the vehicle speed VSP, and the throttle opening TVO.

Step 102 is a subroutine (TVOCALC) for calculating the throttle opening data value TVODATA by calculation.
Is a calling step for calling.

In step 103, the target engine speed is calculated by an arithmetic expression f (TVODATA, VSP) using the vehicle speed VSP obtained from the vehicle speed sensor 72 and the throttle opening data value TVODATA obtained by the arithmetic processing in step 102 as parameters. FIG. 7 is a characteristic diagram showing the target engine speed NE obtained in this step in the step of obtaining the number NE.

In step 104, the target engine speed NE obtained in step 103 is compared with step 1
01, a step of obtaining a deviation e from the actual engine speed Ne obtained by processing the sensor signal read in
It is obtained by an arithmetic expression of e = NE-Ne.

In steps 105 to 107, the step motor 9 is controlled by a kind of feedback control using the deviation e and the constants Ki and Kp to cancel the residual deviation remaining only by the proportional operation by using the integral operation together.
This is a series of steps for performing 0 drive control.

In step 105, the integration operation (I = K
i.e + I) is performed, and in step 106, a proportional operation (STEP = Kp.e + I) is performed and the step motor 9 is operated.
A target position STEP of 0 is obtained.

Step 106 is an output step of outputting a control signal so that the actual position of the step motor 90 coincides with the target position STEP obtained in step 105.

Therefore, in this main routine, step 101 → step 102 → step 103 → step 104 → step 105 → step 106 → step 1
07 is repeated, and the PI operation is performed such that the actual engine speed Ne obtained from the engine speed sensor 71 matches the target engine speed NE obtained by calculation from the vehicle speed VSP and the throttle opening data value TVODATA. The gear ratio control is performed using (proportional + integral operation).

[Throttle opening data value calculation processing for speed ratio control] Next, the flow of the calculation processing operation for obtaining the throttle opening data value TVODATA performed in step 102 will be described with reference to a subroutine shown in FIG.

This subroutine is a process for obtaining a throttle opening data value TVODATA from the throttle opening sensor value TVOSEN. In order to obtain a desired throttle opening TVO-speed ratio i control characteristic, the throttle opening data value TVOD is obtained.
ATA is the throttle opening sensor value T with the hysteresis width HYS
Even if VOSEN changes, throttle opening data value TVODA
It is characteristic that TA is kept constant and the hysteresis width HYS is changed so as to increase as the running resistance R increases.

The flow of the subroutine shown in FIG. 11 will be described separately for the case where the sensor value TVOSEN increases, increases, decreases, decreases, increases, decreases, and decreases, increases. .

(A) When the sensor value TVOSEN increases → increases The accelerator pedal is operated only in the depressing direction, and FIG.
(A) Sensor value TV from TS1 position to TS2 position
The processing operation at the TS2 position when OSEN is increased will be described.

At step 221, the data value TVODATA at the TS1 position is set as the previous data value OLDTVOD.

In step 241, the running resistance R is input from the navigation device 74, and the throttle opening sensor value TVOSEN is input from the throttle opening sensor 73.

In step 242, the hysteresis width HY
S is calculated by a function of the running resistance R. The hysteresis width HYS is set to be larger as the running resistance R is larger (see FIG. 12A).

In step 223, a throttle opening comparison value TVOCMP is obtained.
OLDTVOD + HYS.

In step 224, in the step of determining whether the stepping operation or the returning operation is performed, the current sensor value TVOSEN and the throttle opening degree comparison value obtained in step 223 are determined.
TVOCMP and TVOSEN> TVOC
Since it is determined to be MP, the process proceeds to step 225, where the current throttle opening sensor value TV
The value obtained by subtracting the hysteresis width HYS from OSEN is set as the current throttle opening data value TVODATA.

In the next step 226, step 2
It is determined whether the throttle opening data value TVODATA set at 25 is zero or less than zero, and TS2
In the position, if TVODATA> 0, step 206
Proceed to.

Note that the TVODATA
If ≤0, the process proceeds from step 226 to step 228, in which the throttle opening data value TVODATA is set to zero.

In step 227, if the throttle opening data value TVODATA set in step 225 is TVODATA ≧ 2
It is determined whether the value is 55 or not. If TVODATA ≧ 0, TVODATA = 255 is set in step 229, and T
If VODATA <255, the value is output as it is.
This is done by a microcomputer of 8 bits of data, so that it does not become zero beyond the maximum value.

(B) When the sensor value TVOSEN decreases → decreases The accelerator pedal is depressed only in the returning direction, and FIG.
(B) Sensor value TV from TS3 position to TS4 position
The processing operation at the TS4 position when OSEN decreases will be described.

Steps 221 to 224 are:
Similar to the above, but in step 224, it is determined that TVOSEN ≦ TVOCMP due to the decrease in the sensor value.
Proceed to 30.

In step 230, the value of the current throttle opening sensor value TVOSEN is compared with the previous throttle opening data value OLDTVOD set in step 221. In the case of stepping back, TVOSEN <OLDTVOD Therefore, the process proceeds to step 231, where the throttle opening sensor value TVOSEN is set as it is as the throttle opening data value TVODATA.

The next steps 226 to 229 are as follows:
Same as above.

(C) When the sensor value TVOSEN increases → decreases The accelerator pedal is operated from the depressed position to the return position, and FIG.
Sensor value from TS5 position to TS6 position shown in 0 (a)
The processing operation at the TS6 position when TVOSEN decreases will be described.

Steps 221 to 224 are:
As described above, the process proceeds to step 230 in step 224 because TVOSEN ≦ TVOCMP is determined based on the hysteresis width HYS.

In step 230, the value of the current throttle opening sensor value TVOSEN is compared with the previous throttle opening data value OLDTVOD set in step 221. In this case, TVOSEN ≧ OLDTVOD. Therefore, the process proceeds to step 232, in which the previous throttle opening data value OLDTVOD is set as it is as the throttle opening data value TVODATA. Next step 2
Steps 26 to 229 are the same as those described above.

(D) When the sensor value TVOSEN decreases → increases, the accelerator pedal is operated in the depressing direction from the depressed state,
The processing operation at the TS8 position when the sensor value TVOSEN decreases from the TS7 position to the TS8 position shown in FIG. 10B will be described.

Steps 221 to 224 are as follows:
As described above, the process proceeds to step 230 in step 224 because TVOSEN ≦ TVOCMP is determined based on the hysteresis width HYS.

In step 230, the value of the current throttle opening sensor value TVOSEN is compared with the previous throttle opening data value OLDTVOD set in step 221. In this case, TVOSEN ≧ OLDTVOD. Therefore, the process proceeds to step 232, in which the previous throttle opening data value OLDTVOD is set as it is as the throttle opening data value TVODATA.

The next steps 226 to 229 are as follows:
Same as above.

That is, in this subroutine, the running resistance R is input together with the throttle opening sensor value TVOSEN in step 241, and the larger the running resistance R is, the larger the hysteresis width HYS is calculated in step 242.
Finally, the throttle opening data value TV as shown in FIG.
ODATA will be obtained.

Next, the effects will be described.

(1) Since the hysteresis width HYS is increased as the running resistance R becomes larger, the running resistance R becomes larger and the operation amount of the throttle opening becomes larger. The effect of providing the hysteresis can be obtained as in the case of the driving situation.

That is, hysteresis does not work for the opening change only in the increasing direction or the decreasing direction of the throttle opening, and the responsiveness of the speed ratio control is ensured. Is the running resistance R
As the (gradient resistance) shows a larger value, the hysteresis width H becomes larger.
Since YS is widened, a good driving feeling is ensured regardless of the magnitude of the running resistance R.

(2) Since the gradient resistance is determined as the running resistance R using the road gradient information from the navigation device 74, a vehicle equipped with the navigation device 74 has a special function for calculating the running resistance. The shift control system according to the present invention that changes the hysteresis width HYS in accordance with the running resistance R without adding a detecting unit can be realized.

(3) The line pressure control unit calculates the line pressure control signal using the throttle opening sensor value TVOSEN without using the throttle opening data value TVODATA, and calculates the duty corresponding to the calculated line pressure control signal. Signal
The output is output to the line pressure solenoid 92 of the hydraulic control circuit 91. That is, since the throttle opening sensor value TVOSEN is used in the line pressure control, the throttle opening data value is used.
It is possible to set an appropriate line pressure according to the momentary input torque without being affected by hysteresis as in the case of using TVODATA.

That is, the magnitude of the line pressure affects the belt pressing force of the pulley. The belt pressing force needs to be large enough to transmit the torque without slipping of the V-belt 26 against the pulley, and is set according to the magnitude of the engine torque. To calculate the value of the engine torque, the throttle opening information is required. Therefore,
If the value of the throttle opening data value TVODATA is used as the throttle opening used for the line pressure control, the value of the engine torque cannot be accurately calculated, so the throttle opening sensor value TVOSEN is used.

(Embodiment 2) In this embodiment 2, the throttle opening data value TVODATA is obtained by the characteristic that the hysteresis width HYS is changed in such a manner that the hysteresis width HYS becomes narrower as the change rate △ TVOSEN of the throttle opening sensor value TVOSEN becomes larger. Is set (claim 6).

That is, in step 241 in the subroutine shown in FIG.
Step 243 of calculating TVOSEN change speed △ TVOSEN
And a step 244 for calculating the coefficient K in accordance with the change speed △ TVOSEN, and the step 242 is HYS = f (R)
The difference is that a step 242 ′ for calculating the hysteresis width HYS by the formula of × K is used.

Here, in step 244, as shown in FIG. 12B, the coefficient K is set to 1 until the change rate ΔTVOSEN reaches the set value α, and when the change rate ΔTVOSEN exceeds the set value α, the value of the coefficient K is gradually increased. It is set to decrease until it reaches zero.

In step 242 ', the hysteresis width HYS is calculated by a function f (R) that increases stepwise according to the running resistance R, as shown in FIG.

As described above, in the second embodiment, the rate of change of the throttle opening sensor value TVOSEN △ TVOSEN
Is larger than the set value α, the throttle opening data value TVODATA is set according to the characteristic that the hysteresis width HYS is changed in the narrowing direction. The influence is suppressed, and it is possible to obtain a shift response that responds to a quick shift request.

Although the embodiments of the present invention have been described in detail with reference to the drawings, the specific configuration is not limited to the embodiments, and there are design changes and the like without departing from the gist of the present invention. This is also included in the present invention.

For example, a continuously variable transmission to which the transmission control device is applied is a torque converter with a lock-up clutch + a V-belt type continuously variable transmission in addition to the fluid coupling + V-belt type continuously variable transmission shown in the embodiment. The present invention is also applicable to a toroidal type continuously variable transmission.

In the first and second embodiments, the example in which the road surface gradient information from the navigation device 74 is used as the running resistance calculation means has been described. However, as shown in FIG. May be calculated from the output driving force (engine torque × transmission ratio), air resistance, and vehicle body acceleration. That is, the engine torque is determined from the throttle opening sensor value TVOSEN and the engine speed Ne, and the output driving force is determined by multiplying the engine torque by the gear ratio. Further, the air resistance is obtained based on the vehicle speed VSP. Further, a calculated acceleration value is obtained by differentiating the vehicle speed VSP, and a vehicle body acceleration is obtained from the calculated acceleration value and the vehicle weight. At this time, in order to determine the output driving force, the engine torque must first be determined. Here, the throttle opening information is required. If the throttle opening data value TVODATA is used as the throttle opening information, a value different from the actual engine torque is obtained for the hysteresis width HYS. Used. By using this throttle opening sensor value TVOSEN,
It is possible to judge an appropriate running resistance according to the change of the engine torque every moment.

The running resistance calculating means may determine the running resistance value using a value relating to the road gradient. In this case, the running resistance calculating means determines the running resistance value using a value relating to the road gradient, which is a versatile signal, so that the running resistance value calculation portion can be shared with other running controls, The transmission control system of the present invention can be realized at low cost (claim 2).

As another running control, for example, as shown in FIG. 14, a running speed control pattern having a normal speed shifting pattern and a climbing speed shifting pattern, and switching the speed changing pattern in accordance with the running resistance R (road surface gradient). It may be shared with the resistance calculating means.

[Brief description of the drawings]

FIG. 1 is a conceptual diagram showing a shift control device of a continuously variable transmission according to the present invention.

FIG. 2 is an overall system diagram showing a shift control device of the continuously variable transmission according to the first embodiment.

FIG. 3 is a hydraulic control circuit diagram of the transmission control device according to the first embodiment.

FIG. 4 is a block diagram illustrating a line pressure control unit of the transmission control device according to the first embodiment.

FIG. 5 is a flowchart illustrating a main routine of speed ratio control performed by the control unit according to the first embodiment.

FIG. 6 is a flowchart illustrating a throttle opening data value calculation processing subroutine for speed ratio control performed by the control unit according to the first embodiment;

FIG. 7 is a diagram showing a speed change map used for obtaining a target engine speed in the speed ratio control of the first embodiment.

FIG. 8 is a characteristic diagram of a throttle opening data value with respect to a throttle opening sensor value used in the speed ratio control according to the first embodiment;

FIG. 9 is an operation explanatory view showing a throttle opening data value calculation process when the sensor value increases → increases and decreases → decreases.

FIG. 10 is an operation explanatory view showing a throttle opening data value calculation process when the sensor value increases → decreases and when the sensor value increases → decreases.

FIG. 11 is a flowchart showing a throttle opening data value calculation processing subroutine for speed ratio control performed by the control unit of the second embodiment.

FIG. 12 is a diagram illustrating a hysteresis width characteristic with respect to running resistance and a coefficient characteristic diagram with respect to a changing speed of a throttle sensor value according to the second embodiment.

FIG. 13 is a block diagram showing another example of the running resistance calculating means.

FIG. 14 is a block diagram showing another example of shift pattern switching control using running resistance.

[Explanation of symbols]

 a Throttle opening sensor b Throttle opening data value setting section c Gear shift actuator d Gear ratio control section e Gear shift control means f Running resistance calculation means g Navigation system h Hydraulic control circuit i Line pressure actuator j Line pressure control section

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F16H 59:48 F16H 59:48 59:66 59:66 63:06 63:06

Claims (6)

[Claims] When a value detected by a throttle opening sensor is a throttle opening sensor value, when the sensor value changes only in an increasing direction or a decreasing direction, the case where the sensor value increases is more significant. A value that changes according to a characteristic that is smaller by the hysteresis width than when the sensor value decreases is set as a throttle opening data value, and when the sensor value turns in a direction from increasing to decreasing or from decreasing to increasing, the hysteresis is set. A throttle opening data value setting unit for setting the data value before the sensor value turning as a throttle opening data value as it is even if the width sensor value changes, and a throttle opening data value set by the throttle opening data value setting unit. The target engine speed is determined based on the degree data value, and the actual engine speed is matched with the target engine speed. Resistance calculating means for outputting a command for driving a transmission actuator in the opposite direction to obtain a target transmission ratio. The throttle opening data value setting unit sets the throttle opening data value according to a characteristic that the hysteresis width is changed so as to increase as the running resistance calculation value from the running resistance calculation unit increases. A shift control device for a continuously variable transmission, which is a setting unit. 2. The shift control device for a continuously variable transmission according to claim 1, wherein said running resistance calculating means is means for determining a running resistance value using a value relating to a road gradient. Transmission control device for a step transmission. 3. The shift control device for a continuously variable transmission according to claim 2, wherein the running resistance calculating means calculates an output driving force calculated using a throttle opening signal as one of input information, and an acceleration of the vehicle. A transmission control device for a continuously variable transmission, wherein a value relating to a road gradient is determined by using a throttle opening sensor value instead of using a throttle opening data value for calculating running resistance. 4. The transmission control device for a continuously variable transmission according to claim 2, wherein the running resistance calculating means is means for determining a road gradient using information from a navigation system. Transmission control device for a step transmission. 5. The shift control device for a continuously variable transmission according to claim 1, wherein the throttle opening data value setting section narrows the hysteresis width as the change speed of the throttle opening sensor value increases. A shift control device for a continuously variable transmission, characterized in that it is a setting unit that sets a throttle opening data value according to a characteristic changed in a direction in which the throttle opening changes. 6. The transmission control device for a continuously variable transmission according to claim 1, wherein the continuously variable transmission has a hydraulic control circuit, and the transmission control means includes a throttle opening signal. A line pressure control unit that outputs a line pressure control signal to the line pressure actuator of the hydraulic control circuit as one of the input information, wherein the line pressure control unit uses a throttle opening degree without using a throttle opening degree data value. A shift control device for a continuously variable transmission, which is a control unit that calculates a line pressure control signal using a sensor value.