JP2003048462A - Control device for vehicle provided with continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of avoiding drop of driving torque during regripping after a driving wheel slips. SOLUTION: This device has a means for deciding slip of the driving wheel (step S1), a means for executing a plurality of slip corresponding controls including either one of a special control for a power source and a special control for a continuously variable transmission to cope with the slip of the driving wheel when the slip of the driving wheel is decided (step S3 and S4), a first recovery judgment means for judging a recovery from the slip corresponding controls with relatively slow control responsiveness based on the slip amount in a process for reducing slip amount of the driving wheel (step S7), and a second recovery judgment means for judging a recovery from other slip corresponding controls with relatively fast control responsiveness based on the slip amount after the first recovery judgment means judges the recovery from the slip corresponding controls (step S10).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device configured to transmit torque from a power source such as an internal combustion engine to a drive wheel through a drive system including a continuously variable transmission, and more particularly to a drive wheel control device. The present invention relates to a control device that executes slip-corresponding control for a power source or a continuously variable transmission based on a slip determination, and performs return control from the slip-corresponding control.

[0002]

2. Description of the Related Art As is well known, a torque generated by a power source such as an engine mounted on a vehicle is transmitted to a drive wheel through a drive system such as a transmission, so that a drive generated by the drive wheel is generated. The vehicle is driven by the torque. In that case, if the drive torque based on the output torque of the power source and the gear ratio is larger than the running resistance, the vehicle accelerates, and if the drive torque is smaller than the running resistance, the vehicle decelerates, and the driving torque and the running If the resistance is in balance,
The vehicle runs at a constant speed.

Therefore, when the power source is outputting torque, that is, in the power-on state, drive torque is generated in the drive wheels, and in that state the drive wheels ride on a road surface having a small friction coefficient μ. Or, if the resistance force applied to the drive wheels is lowered due to floating at a step, the drive wheels run idle, and so-called upstroke occurs in which the rotational speed of the power source rapidly increases.

When the idling drive wheel recovers the gripping force, the resistance force applied to the drive wheel sharply increases, and the rotation speed of the drive wheel and the rotation speed of the drive system and the power source sharply decrease accordingly. Therefore, the torque applied to the drive system rapidly increases. If the transmission that constitutes the drive system is a continuously variable transmission such as a belt type or a traction type, this type of transmission transmits torque by friction force or shear force of traction oil, and Since torque is not transmitted by mechanical mechanical meshing, excessive slippage may occur in the continuously variable transmission.

As described above, the continuously variable transmission is configured to transmit torque by the frictional force and the shearing force of the traction oil, and the surface for transmitting the torque is a transmission member such as a belt or a power roller. A smooth curved surface is formed so that the torque transmission portion of and can be continuously changed. Therefore, if the transmission member such as a belt is excessively slipped, the curved surface that transmits the torque may be worn, and eventually the continuously variable transmission may be damaged.

Therefore, in the invention disclosed in Japanese Patent Laid-Open No. 6-11022, for example, when slippage of a belt in a belt type continuously variable transmission is detected, a pulley around which the belt is wound holds the belt. The line hydraulic pressure is increased in order to increase the pressure, that is, the clamping pressure, and increase the torque capacity of the continuously variable transmission. Also,
At the same time, the control for reducing the engine torque is executed.

[0007]

As described above, when excessive slippage occurs in the continuously variable transmission, if the engine torque is reduced, the torque input to the continuously variable transmission is reduced. Excessive slippage of the gear transmission can be suppressed.
In addition, excessive slippage of the continuously variable transmission is caused by a torque acting on the continuously variable transmission that exceeds the torque capacity determined by the clamping pressure.Therefore, increase the line oil pressure to increase the clamping pressure, that is, the torque capacity. If it is increased, excessive slip of the continuously variable transmission can be suppressed.

However, in the above conventional control device,
It is configured to detect the slippage of the belt to increase the line hydraulic pressure and to reduce the engine torque, and to detect the slippage of the belt to terminate the control of the line hydraulic pressure and the engine torque. is doing. The engine torque reduction control is executed by reducing the throttle opening or retarding the ignition timing, and further reducing the fuel injection amount. Since the control for reducing the engine torque is stopped (returned) when the belt slip is no longer detected, the belt slips due to, for example, the slip of the drive wheels, and the line pressure and the engine torque are reduced accordingly. When the control is executed, the engine torque return control is executed after the driving wheels are gripped again. Therefore, in the conventional device, when the drive wheels are gripped again, the engine torque may not be sufficiently restored and the driving force may be reduced, resulting in a so-called pull-in feeling or stall feeling. It was

The present invention has been made in view of the above technical problems, and an object of the present invention is to provide a control device capable of preventing or suppressing a decrease in driving force when the driving wheels re-grip. It is what

[0010]

In order to achieve the above-mentioned object, the present invention executes a plurality of controls corresponding to the slip when the drive wheels slip,
When returning from the slip coping control, a predetermined order is set for returning from the slip coping control according to the slip state of the drive wheels. More specifically, the invention of claim 1 is a control device for a vehicle including a continuously variable transmission for transmitting torque output from a power source to driving wheels via a drive system including the continuously variable transmission, A slip determining means for determining a slip of the driving wheel, and a special control for the power source and a continuously variable transmission for dealing with the slip of the driving wheel when the slip of the driving wheel is determined. Slip handling control means for executing a plurality of slip handling controls including at least one of special control and recovery from slip handling control with relatively slow control response in the process of reducing the slip amount of the drive wheels. The first responsiveness determining means for deciding based on the slip amount, and the responsiveness of the control being relatively fast after the first responsiveness determining means determines the return from the slip handling control. Second determining, based in the return from the slip response control, the slip amount
And a return determination means of the control device.

As described in claim 2, the special control for the power source includes control for reducing the output torque of the power source, and the special control for the continuously variable transmission has a fixed gear ratio. It is possible to adopt a configuration that includes at least one of a control for performing the control, a control for increasing the torque capacity of the continuously variable transmission, and a control for defining the shift speed of the continuously variable transmission.

Further, according to a third aspect of the present invention, the first return determination means includes means for determining return from the output torque reduction control of the power source, and the second return determination means. The means includes a means for determining at least one of return from fixed control of the gear ratio of the continuously variable transmission, return from torque capacity increase control, and return from prescribed speed change control. You can

Further, as described in claim 4,
At least one of the first return determination means and the second return determination means determines the slip amount when the reduction gradient of the slip amount of the drive wheels is large as compared to when the reduction gradient is small. It can be configured to judge the return from the slip handling control when is large.

And, as described in claim 5,
At least one of the first return determination means and the second return determination means is configured to have a learning function of changing the slip amount by the learning control that establishes the determination of the end of the slip response control. be able to.

Therefore, in the control apparatus of the present invention, when it is determined that the drive wheels are slipping, a plurality of special controls corresponding to the slips are executed. Since the special control includes control for reducing the output torque of the power source, the increase in the rotation speed of the power source is prevented or suppressed. Further, the special control includes one of a control for fixing the gear ratio of the continuously variable transmission, a control for increasing the torque capacity, and a control for regulating the speed change speed of the continuously variable transmission, so that the slipping of the drive wheel causes the special control. The gear ratio does not decrease even if the shift condition is satisfied. In addition, the torque applied to the drive system due to the slip of the drive wheels and the subsequent re-grip does not increase, and excessive slippage does not occur in the continuously variable transmission.

When the slip amount of the drive wheels decreases, the control from the slip response control, which has relatively slow control response, is executed in the process, and when the slip amount becomes smaller thereafter, the control response becomes low. A relatively fast return from the slip response control is executed. The slip response control, whose control response is relatively slow, can be a control that reduces the output torque of the power source, and the control that returns the reduced output torque precedes the return of the other slip response control. And then executed. Note that the other slip-responsive control may be control including any one of control for fixing the gear ratio of the continuously variable transmission, control for increasing the torque capacity, and control for defining the shift speed of the continuously variable transmission. it can. Therefore, at the time when the slip of the drive wheels ends, that is, when the grip is almost completely re-griped, the slip response control ends almost at the same time, and the power source and the continuously variable transmission return to the normal control state. As a result, it is possible to avoid a situation in which the driving force is still reduced even when the slip of the driving wheels is completed.

In particular, when the slip amount is reduced, that is, the re-grip is rapidly occurring, the above-described return control is executed relatively early in accordance with the slip amount. Delay of return control is avoided.

In the fifth aspect of the present invention, the timing of the return control is learned and corrected, so that the time lag between the end of the slip of the drive wheels and the return from the slip coping control is avoided.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described based on specific examples. First, a drive system of a vehicle and a control system thereof which are objects of the present invention will be described. FIG. 3 schematically shows a drive system including a belt type continuously variable transmission 1 as a transmission. The transmission 1 is connected to a power source 3 via a forward / reverse switching mechanism 2.

The power source 3 is composed of an internal combustion engine, or an internal combustion engine and an electric motor, or an electric motor,
The point is a drive member that generates power for traveling. In the following description, the power source 3 will be referred to as the engine 3. Further, the forward / reverse switching mechanism 2 is a mechanism adopted because the rotation direction of the engine 3 is limited to one direction, and outputs the input torque as it is and reversely outputs it. Is configured.

In the example shown in FIG. 3, a double pinion type planetary gear mechanism is adopted as the forward / reverse switching mechanism 2.
That is, a ring gear 5 is arranged concentrically with the sun gear 4, and a pinion gear 6 meshed with the sun gear 4 and another pinion gear 7 meshed with the pinion gear 6 and the ring gear 5 are arranged between the sun gear 4 and the ring gear 5. The pinion gears 6 and 7 are attached to the carrier 8
It is held by both rotation and revolution. And
Two rotating elements (specifically, sun gear 4 and carrier 8)
Is provided with a forward clutch 9 for integrally connecting
Further, a reverse brake 10 that reverses the direction of the output torque by selectively fixing the ring gear 5 is provided.

A torque converter or a torque converter with a lockup clutch (not shown) may be interposed between the engine 3 and the forward / reverse switching mechanism 2.

The continuously variable transmission 1 has the same structure as a conventionally known belt type continuously variable transmission, in which a driving pulley 11 and a driven pulley 12 arranged in parallel to each other have a fixed sheave and a fixed sheave, respectively. Hydraulic actuators 13, 14
And a movable sheave that can be moved back and forth in the axial direction. Therefore, each pulley 11, 12
Groove width changes by moving the movable sheave in the axial direction, and accordingly, the winding radius of the belt 15 wound around each pulley 11, 12 (effective diameter of the pulleys 11, 12) continuously changes. However, the gear ratio changes continuously. The drive pulley 11 is connected to the carrier 8 which is an output element of the forward / reverse switching mechanism 2.

The hydraulic actuator 14 in the driven pulley 12 receives hydraulic pressure (line pressure or its correction pressure) corresponding to the torque input to the continuously variable transmission 1 via a hydraulic pump and a hydraulic control device (not shown). Is being supplied. Therefore, when each sheave in the driven pulley 12 sandwiches the belt 15, tension is applied to the belt 15 and a clamping pressure (contact pressure) between the pulleys 11 and 12 and the belt 15 is secured. .
On the other hand, the hydraulic actuator 13 in the drive pulley 11 is supplied with pressure oil according to the gear ratio to be set, and the groove width (effective diameter) is set according to the target gear ratio. .

The driven pulley 12 is connected to a differential 17 via a gear pair 16 and outputs a torque from the differential 17 to driving wheels 18.

Various sensors are provided to detect the operating state (running state) of the vehicle in which the continuously variable transmission 1 and the engine 3 are mounted. That is, the engine 3
Engine speed sensor that detects the number of revolutions of the turbine and outputs a signal (if a torque converter is provided, a number of revolutions sensor that detects and outputs the number of revolutions of the turbine) 1
9, an input rotation speed sensor 20 that detects the rotation speed of the drive pulley 11 and outputs a signal, and a wheel rotation speed sensor 21 that detects the rotation speed of the drive wheels 18 and outputs a signal. Further, although not particularly shown, an accelerator opening sensor that detects a depression amount of the accelerator pedal and outputs a signal, a throttle opening sensor that detects a throttle valve opening and outputs a signal, and a brake pedal are depressed. A brake sensor that outputs a signal in some cases is provided.

In order to control the engagement / release of the forward clutch 9 and the reverse brake 10, the clamping pressure of the belt 15 and the gear ratio, the electronic control unit for a transmission (CVT). -ECU) 22 is provided. The electronic control unit 22 is mainly composed of a microcomputer as an example, performs an operation according to a predetermined program on the basis of input data and data stored in advance, and various states such as forward and reverse or neutral. Also, it is configured to execute control such as setting of required clamping pressure and setting of gear ratio.

Here, an example of data (signals) input to the transmission electronic control unit 22 is shown as follows: the continuously variable transmission 1
Of the input rotation speed Nin, the output rotation speed N of the continuously variable transmission 1
Signals of o are input from the corresponding sensors (not shown). Also, from the engine electronic control unit 23 that controls the engine 3, the engine speed Ne signal, the engine (E / G) load signal, the throttle opening signal, and the accelerator pedal (not shown) depression amount. An accelerator opening signal etc. is input. Further, a brake signal, an ABS operation signal, a wheel rotation speed signal and the like are input from an electronic control unit (ABS-ECU) 24 for an anti-lock brake system that avoids locking of wheels.

The control device of the invention intended for a vehicle having the above drive system prevents the engine 3 from blowing up when the drive wheel 18 slips, and when the drive wheel 18 re-grips. The engine 3 and the continuously variable transmission 1 are controlled so as to mitigate the increase in the torque applied to the drive system and prevent the continuously variable transmission 1 from slipping. FIG. 1 is a flowchart showing an example of the control, and the example shown here is
This is an example of the case where the drive wheels 18 are gripped again after the drive wheels 18 slip while the vehicle is traveling.

The routine shown by the flow chart in FIG.
The process is repeated every predetermined short time Δt, and first, it is determined whether or not the slip amount ΔV of the drive wheel 18 is larger than a predetermined threshold ΔV1 (step S1). This decision is
For example, the difference between the rotation speed of the non-driving wheel and the rotation speed of the driving wheel 18 is obtained as the slip amount ΔV, and the slip amount ΔV and the threshold value ΔV1 are compared, which can be executed. In that case, considering the tire diameter difference, the slip amount Δ
It is preferable to correct V. Further, the slip amount ΔV may be calculated by converting the vehicle speed into the rotation speed of the wheels and obtaining the difference between the value and the rotation speed of the drive wheels 18.

When the determination in step S1 is affirmative, the tire slip determination flag Fs is turned on (step S2). Further, a Te down command for reducing the engine torque Te by a predetermined amount ΔTe is output (step S3). The decrease amount ΔTe of the engine torque Te is
The amount may be set in advance according to the running state of the vehicle such as the throttle opening or accelerator opening at that time or the vehicle speed, or may be set as a constant value.

Further, the means for reducing the engine torque Te may be any of means for retarding the ignition timing, means for reducing the throttle opening, means for reducing the fuel injection amount, and the like. The engine torque T in step S3
The decrease control of e corresponds to the slip response control for the power source in this invention.

Further, the special control (CVT special control) for the continuously variable transmission 1 is executed (step S4). This is a control for avoiding the special behavior of the continuously variable transmission 1 caused by the slip of the drive wheels 18, and corresponds to the slip coping control in the present invention. Specifically, a γ fixing command for maintaining the speed ratio γ at the current speed ratio is output.

As for the gear ratio of the continuously variable transmission 1, the target input rotational speed is obtained based on the running state of the vehicle such as the vehicle speed and the throttle opening so that the actual input rotational speed matches the target input rotational speed. Controlled. Therefore, when the drive wheels 18 slip, the rotation speed of the engine 3 increases, so that the upshift determination to reduce the gear ratio is established.
Normally, shift control for reducing the gear ratio is executed.
However, since the slip of the drive wheels 18 does not increase the vehicle speed, the fixed control of the gear ratio is executed so that the gear shift based on the erroneous determination as described above does not occur. Instead of completely fixing the gear ratio, gear change control may be performed in which the gear ratio is changed at a prescribed speed. Such shift control corresponds to the control that defines the shift speed of the present invention.

As the special control of step S4, control for increasing the clamping pressure of the continuously variable transmission 1 is executed. This is the actuator 14 on the driven pulley 12 side described above.
It is executed by increasing the hydraulic pressure supplied to the. This is because when the drive wheels 18 re-grip, the rotational speed of the drive system sharply decreases, a large torque including inertia torque acts on the continuously variable transmission 1, and excessive slippage of the belt 15 easily occurs. .

When the grip force is recovered by reducing the engine torque Te as described above or by contacting the drive wheels 18 with a dry road surface, the slip amount of the drive wheels 18 starts to decrease. In such a state, a negative determination is made in step S1 described above.
In that case, it is determined whether or not the tire slip determination flag Fs is on (step S5).

If a negative determination is made in step S5, it means that the above-mentioned slip response control for the engine 3 and the continuously variable transmission 1 is not executed.
Return without any particular control. On the other hand, if slip control has already been executed and the step S
In the case of a positive determination in 5, the engine torque Te
It is judged whether or not there is a Te down command for decreasing the temperature, that is, whether or not the Te down command has already been output (step S6).

If the determination in step S6 is affirmative, in order to recover from the engine torque reduction control, first, it is determined whether the slip amount ΔV of the drive wheels 18 has become smaller than a predetermined threshold value ΔV2. It is determined whether or not (step S7). This second threshold value .DELTA.V2 is for defining the recovery start timing of Te down control. Therefore, the engine torque Te is set to be almost completely restored at the time when the slip of the drive wheels 18 is completely completed, corresponding to the control response of the engine torque reducing means.

As described above, there are a plurality of engine torque reducing means, and the responsiveness of each is slightly different. Therefore, the second torque is adjusted according to the control responsiveness of the engine torque reducing means actually used. The threshold value ΔV2 may be selected and adopted. When the decreasing gradient of the slip amount ΔV of the drive wheel 18 is large, that is, the drive wheel 1
In the case where the gripping force of 8 is rapidly recovered, the time until the slip is completed is shortened, so the second threshold value ΔV2 depends on the decreasing gradient of the slip amount ΔV of the drive wheel 18. It may be a large value. Further, learning control may be performed to correct the second threshold value ΔV2 based on the deviation between the time when the slip amount ΔV becomes zero and the time when the engine torque Te returns to the original value. .

If the determination in step S7 is negative, the process returns to continue the control at that time. On the other hand, if the determination is affirmative, a Te down recovery command for recovering the reduced engine torque Te is output (step S8). That is, the start of the control for returning the engine torque Te reduced to the original torque by the command in step S3 is commanded. The return of the engine torque may be executed by increasing the engine torque Te with a predetermined gradient, or may be executed by gradually decreasing the engine torque decrease amount ΔTe according to the slip amount ΔV.

Next, it is judged whether or not there is a special control command for the continuously variable transmission 1, that is, whether or not a command for executing the fixed control of the gear ratio or the pressurization control of the clamping pressure has already been output (step S9). ). Since this determination is a determination process for executing the return from the CVT special control, if a negative determination is made in step S9, the process returns to continue the control at that time.

On the other hand, if the determination in step S9 is affirmative, first, the slip amount ΔV of the drive wheel 18 is smaller than the predetermined threshold value ΔV3 in order to recover from the CVT special control. It is determined whether or not it has become (step S10). This third threshold value ΔV3 is C
This is for defining the recovery start timing of the VT special control. Since the control response of the CVT special control is faster than the response of the engine torque reduction control, the third threshold value ΔV3 is small, close to zero. It is set to a value. Therefore, the CVT special control is set so as to be almost completely restored at the time when the slip of the drive wheels 18 is completely finished, corresponding to the control response of the CVT special control.

As described above, there are a plurality of CVT special controls, and the responsiveness of each is slightly different.
The third threshold value ΔV3 may be selected and adopted according to the control response of the CVT special control which is actually adopted. Also, regarding this third threshold value ΔV3, similarly to the above-mentioned second threshold value ΔV2, the driving wheel 1
It may be set to a large value according to the decreasing gradient of the slip amount ΔV of 8 and may be configured to be corrected or updated by learning control.

If a negative determination is made in step S10, the process returns to continue the control at that time.
On the other hand, if the determination is affirmative, a return command from the CVT special control is output (step S11). Specifically, the fixed control of the gear ratio γ is released, the control that regulates the gear shift speed is released (returned), or the once-increased clamping pressure is returned to the original pressure. Then, the tire slip determination flag Fs is turned off (step S12).

If the Te down command is not output and the result of the determination in step S6 is negative, the process proceeds to step S9 and it is determined whether or not there is a CVT special control command.

Driving wheels 18 when the above control is performed
The changes in the slip amount ΔV, the output shaft torque, and the engine torque Te are shown in FIG. At time t1 when the vehicle is traveling at a predetermined vehicle speed, if the driving wheel 18 slips due to acceleration on a low μ road or riding on a step, the slip amount ΔV is the first threshold value ΔV1 at time t2 immediately thereafter.
The slip determination of the driving wheels 18 is established by exceeding the above condition. As a result, the engine torque Te becomes the predetermined amount ΔTe.
, Lowered. As the engine torque Te is decreased, the rotational speed of the drive wheels 18 tends to increase.
Get loose. That is, the rising of the engine 3 is suppressed.

In this state, the drive wheels 18 re-grip at time t3, and the slip amount ΔV starts to decrease. Also, the output shaft torque increases. When the slip amount ΔV decreases and reaches the second threshold value ΔV2 described above (at time t4), the engine torque return control is started, and the amount of decrease in the engine torque corresponds to the decrease in the rotation speed of the drive wheels 18. Is gradually reduced. Then, in the process, when the slip amount .DELTA.V decreases to the third threshold value .DELTA.V3 (at time t5), the return control from the slip coping control for the continuously variable transmission 1 is executed.

Therefore, the slip amount ΔV of the drive wheel 18
The engine torque Te has almost completely returned to the original value when is almost zero. Therefore, the driving force does not become insufficient. On the other hand, in the conventional example in which the engine torque recovery control is performed in accordance with the end of the slip, as shown in FIG.
As indicated by the broken line in FIG. 3, the recovery of the output shaft torque may be delayed and the driving force may be insufficient, resulting in a so-called pull-in feeling, stall feeling, or the like. Further, if the CVT special control for increasing the clamping pressure is executed during the process in which the rotational speed of the drive system including the engine 3 decreases due to the re-grip of the drive wheels 18, the torque capacity of the continuously variable transmission 1 is increased. Due to the increase, even if the torque applied to the continuously variable transmission 1 increases, excessive slippage of the belt 15 is prevented or suppressed.

The relationship between the above-described specific example and the present invention will be briefly described below. The functional means of step S1 shown in FIG. 1 corresponds to the slip determining means of the present invention, and steps S3 and S4 are performed. The functional means shown corresponds to the slip coping control means of the present invention, and further, step S
The functional means of 7 corresponds to the first return determining means of the present invention, and the functional means of step S10 corresponds to the second return determining means of the present invention.

The present invention is not limited to the above specific examples. Therefore, in the present invention, the power source or the continuously variable transmission may be configured to execute a control other than the slip coping control shown in the above-described specific example as the control for coping with the slip of the drive wheels.

[0051]

As described above, according to the control device of the present invention, when the drive wheels slip, a plurality of controls corresponding to the slip are executed for the power source or the continuously variable transmission, After that, when returning from the slip response control based on the grip of the driving wheel again, the timing of the return is determined from the slip amount according to the control responsiveness, so the control of the return of the output torque of the power source is controlled. When the responsiveness is slow, the timing of the return is advanced. As a result, when the drive wheels have almost completely recovered their gripping force, it becomes possible to sufficiently restore the output torque of the power source, and the drive force becomes insufficient after the drive wheels slip and end. It is possible to avoid or prevent a situation in which a so-called pull-in feeling or a stall feeling occurs or drivability deteriorates due to this.

[Brief description of drawings]

FIG. 1 is a flow chart for explaining an example of control by a control device of the present invention.

FIG. 2 is a time chart showing changes in slip amount, output shaft torque, or engine torque when the control shown in FIG. 1 is executed.

FIG. 3 is a diagram schematically showing a drive system and a control system of a vehicle equipped with the continuously variable transmission according to the present invention.

[Explanation of symbols]

1 ... Continuously variable transmission, 3 ... Engine (power source), 11 ...
Drive pulley, 12 ... driven pulley, 15 ... belt, 22 ... electronic control unit for transmission (CVT-EC)
U), 23 ... Electronic control unit for engine (E / G-EC
U).

Front page continuation (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 9/00 F16H 9/00 F 61/16 61/16 // F16H 59:66 59:66 63:06 63:06 (72) Inventor Kunihiro Iwatsuki 1 Toyota-cho, Toyota-shi, Aichi F-term in Toyota Motor Corporation (reference) 3D041 AA48 AC09 AC20 AC28 AD02 AD04 AD10 AD30 AD41 AD50 AD51 AE04 AE07 AE09 AE36 AF07 3G093 AA06 BA01 DA01 DA06 DB01 DB03 DB15 DB17 EA05 EA09 EA13 EB03 FA01 FB02 3J552 MA07 PA12 PA40 PA63 QA13C RB26 SA36 SA52 SB13 TA11 TB01 UA08 VA32Y VA37Y VB02Z VB03W VB17Z VC01Z VC03Z VD02Z VD11Z

Claims (5)

[Claims] 1. A control device for a vehicle equipped with a continuously variable transmission for transmitting torque output from a power source to drive wheels via a drive system including a continuously variable transmission, wherein a slip for determining slip of the drive wheels is provided. Determining means and, when slip of the drive wheels is determined, at least one of special control for the power source and special control for the continuously variable transmission to cope with slip of the drive wheels. A slip response control unit that executes a plurality of slip response controls including: a process of reducing the slip amount of the driving wheel, and determining whether to return from the slip response control with a relatively slow control response based on the slip amount. And a second slip determination control unit having a relatively fast control response after the first restoration determination unit determines to return from the slip handling control. Returning the control device for the vehicle with a continuously variable transmission and having a second return determination means for determining, based on the slip amount from. 2. The special control for the power source includes control for reducing the output torque of the power source, and the special control for the continuously variable transmission includes control for fixing a gear ratio and torque for the continuously variable transmission. The control device for a vehicle including a continuously variable transmission according to claim 1, comprising at least one of a control for increasing a capacity and a control for defining a shift speed of the continuously variable transmission. 3. The first return determination means includes means for determining a return from the output torque reduction control of the power source, and the second return determination means is a gear ratio of the continuously variable transmission. 3. A means for determining at least one of a return from the fixed control, a return from the torque capacity increase control, and a return from the speed change regulation control.
Alternatively, a vehicle control device including the continuously variable transmission described in 2. 4. At least one of the first return determination means and the second return determination means compares the case where the reduction gradient of the slip amount of the drive wheel is large and the case where the reduction gradient is small. Then, when the slip amount is large,
The control device for a vehicle provided with a continuously variable transmission according to any one of claims 1 to 3, wherein the control device is configured to determine whether to return from the slip response control. 5. At least one of the first return determination means and the second return determination means has a learning function of changing the slip amount by learning control, which makes a determination of the end of the slip response control satisfied. A control device for a vehicle provided with the continuously variable transmission according to any one of claims 1 to 4, which is provided.