JP2003185009A - Device for controlling gear shift upon switching gear shift mode of continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent an engine from being excessively rotated by a high side gear shift upon a high load due to switching between an automatic gear shift mode and a manual gear shift mode or the push-out feeling of a vehicle from occurring upon a low load. <P>SOLUTION: When a high side gear shift is performed to move from an M1 gear shift line to an automatic gear shift line of TV0=8/8 by an operation mode switched from the manual gear shift (M) mode to the automatic gear shift (D) mode at point A during a high load operation in which a throttle opening TV0 is 8/8 on a first manual gear shift stage M1, a gear shift speed is increased in correspondence with the full opening of TV0. On the other hand, when the high side gear shift is performed to move from the M1 gear shift line to the automatic gear shift line of TV0=1/8 by performing M→D switching after lowering TV0 to 1/8 at point B during the operation of TV0=8/8 on the M1 line, the gear shift speed is lowered in correspondence with the low load of TV0=1/8. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is suitable for the case where a high side shift to a high speed side gear ratio occurs when the continuously variable transmission is switched between an automatic shift mode and a manual shift mode. The present invention relates to a shift control device for continuously changing a shift mode of a continuously variable transmission.

[0002]

2. Description of the Related Art A continuously variable transmission is a toroidal type continuously variable transmission or
As represented by a V-belt type continuously variable transmission, for example, as shown in FIG.
The throttle opening TVO (engine load) is shown based on the planned shift pattern (in the figure, only the automatic shift line when the throttle opening TVO is 0/8, 1/8, 8/8) is shown. ) And the vehicle speed VSP, the target transmission input rotational speed Nio is obtained, and the speed is continuously controlled so as to achieve this. By the way, as is clear from the automatic transmission line shown by the broken line in FIG. 9, the target transmission input speed Nio increases as the engine load increases due to the depression of the accelerator pedal. Is downshifted to the corresponding low-side gear ratio, and conversely, the continuously variable transmission is adjusted to the corresponding high-side gear ratio so that the transmission input speed decreases as the engine load decreases due to the return of the accelerator pedal. Will be upshifted.

By the way, even in a continuously variable transmission, the driver
There is a case where a user feels a shift operation feeling like a manual transmission, and in view of this demand, a plurality of fixed gear ratios of manual gears (M1: manual first speed to M8: manual eighth gear) as shown by solid lines in FIG. Speed, but in the figure, only the manual shift speeds of M1, M2, and M8 are shown), and after switching from the automatic shift (D) mode in which the above continuously variable shift is performed to the manual shift (M) mode, Each time an upshift command or a downshift command is issued by the shift lever, the upshift or downshift is sequentially performed between the adjacent manual shift stages M1 to M8, and the shift lines M1 to M8 representing the corresponding manual shift stage
Based on the vehicle speed VSP, obtain the target transmission input speed Nio,
Many continuously variable transmissions with a manual shift mode that are capable of performing shift control to achieve this have been put into practical use.

When the continuously variable transmission is switched between the automatic transmission (D) mode and the manual transmission (M) mode, the low side which is closest to the input speed of the actual transmission at the time of the mode switching or It is usual to shift the continuously variable transmission so that the high manual shift stage is selected.

Here, the speed of the shift performed when the shift mode is switched between the automatic shift (D) mode and the manual shift (M) mode is conventionally known, for example, Japanese Patent Laid-Open No. 2000-9730.
As described in Japanese Unexamined Patent Publication No. 2 (1999), the momentary transitional target gear ratio necessary for advancing the gear shift from the current actual gear ratio to the final target gear ratio corresponding to the operating condition with a predetermined response. Is determined according to the magnitude of the gear ratio deviation between the above-mentioned reached gear ratio.

[0006]

However, in the above-described method of determining the shift speed at the time of shifting the shift mode, the engine load represented by the throttle opening TVO is not reflected in the shift speed determining method. If the conditions are the same, even if the throttle opening TVO is different, the shift speed at the time of shifting the shift mode is made substantially constant, and the shift at the time of shifting the shift mode tends to reduce the input speed (to the high speed side gear ratio). The following problems occur in the case of high-side shift (upshift).

That is, during a high load operation in which the throttle opening TVO is fully opened (8/8) on the first speed manual shift stage M1 shift line in FIG. 9, automatic shifting from the manual shift (M) mode is performed at point A in FIG. Since the mode is switched to the shift (D) mode, the throttle opening TV from the first speed manual shift stage M1 shift line
Explaining the case where the high-side gear shift to the automatic shift line of O = 8/8 is performed, when the shift speed is slow, the transmission input speed is greatly overshooted as shown by the chain double-dashed line α and the throttle is opened. Since the engine shifts to the automatic transmission line of TVO = 8/8, the engine may exceed the rotation limit shown by the one-dot chain line, and the engine may be adversely affected by excessive engine rotation.

On the other hand, during the operation in which the throttle opening TVO is fully opened (8/8) on the first speed manual shift stage M1 shift line in FIG.
At the point B in the figure, the throttle opening TVO is reduced to 1/8 and the mode is switched from the manual shift (M) mode to the automatic shift (D) mode. Explaining the case where the high-side shift is performed to shift from the line to the automatic shift line with the throttle opening TVO = 1/8. When the shift speed is high, the transmission input rotation speed is small as indicated by the chain double-dashed line β. Throttle opening TVO = 1/8 while greatly reducing the engine speed while changing the vehicle speed (VSP)
Since the vehicle runs on the automatic shift line, the rotational inertia on the engine side causes a feeling of pushing out that temporarily accelerates the vehicle, which may give the driver a feeling of strangeness in that the vehicle accelerates even though the accelerator pedal is released. There is.

By the way, if the engine load (throttle opening TVO) is not reflected when determining the shift speed at the time of switching the shift mode as in the conventional case, the shift is performed when the throttle opening TVO is different as in the above two examples. Since the shift speed at the time of mode switching is made almost constant, the shift at the time of shifting the shift mode is the high-side shift (upshift) (to the high-speed side gear ratio) in the direction of decreasing the input rotation speed as described above. In this case, if the shift speed is increased to solve the former problem related to engine over-rotation, the latter problem of the vehicle pushing feeling becomes more noticeable. It has been impossible to solve both problems together, as the problem related to over-rotation becomes prominent.

According to the present invention, it is possible to change the shift speed of the high side shift according to the engine load when the mode is switched between the automatic shift (D) mode and the manual shift (M) mode, An object of the present invention is to propose a shift control device for shifting the shift mode of a continuously variable transmission, which is capable of solving both of the two conflicting problems as described above.

[0011]

For this purpose, a shift control device for shifting mode of a continuously variable transmission according to the present invention is configured to shift between an automatic shift mode and a manual shift mode as set forth in claim 1. It is characterized in that the high side shift to the high speed side gear ratio generated by switching the modes is performed at a higher speed as the engine load at the time of switching the shift modes is higher.

When determining the shift speed of the high-side shift accompanying the switching of the shift mode, as described in claim 2, the shift speed at the time of a high engine load is set so that the engine does not overrotate. It is preferable to set the lower limit value of the required shift speed.

When determining the shift speed of the high-side shift accompanying the switching of the shift mode, as described in claim 3, the shift inertia at a low engine load is accelerated by the rotational inertia on the engine side by the shift. It is preferable to set the upper limit value of the shift speed that does not generate such a pushing feeling.

[0014]

According to the first aspect of the present invention, the high-side gear shift caused by switching the gear shift mode between the automatic gear shift mode and the manual gear shift mode is performed at a higher speed as the engine load at this time is higher. Therefore, during high load operation, the above speed change is performed at high speed, and during low load operation, the above speed change is performed at low speed, so that the problem of engine over-rotation occurs during high load operation. In addition to the prevention, the problem of the vehicle pushing feeling can be prevented from occurring at the time of low load operation, and both of these two contradictory problems can be solved.

According to the second aspect of the present invention, the shift speed of the high-side shift that accompanies the switching of the shift modes is a shift necessary to prevent the engine from over-rotating when the engine load is high. Since the lower limit value of the speed is set, it is possible to prevent the shift feeling from being unnecessarily increased and the shift feeling being deteriorated.

According to the third aspect of the present invention, when the shift speed of the high-side shift accompanying the switching of the shift modes is low and the engine load is low, the rotational inertia on the engine side due to the shift accelerates the vehicle. Since the upper limit value of the shift speed that does not generate a feeling is set, it is possible to prevent the shift feeling from being slowed down more than necessary and the shift feeling is deteriorated.

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a power train of a vehicle equipped with a continuously variable transmission equipped with a shift mode switching control device according to an embodiment of the present invention together with its control system. It is configured with the machine 2. The engine 1 is an internal combustion engine, and its output can be adjusted by changing the opening of the throttle valve 3 by an accelerator pedal (not shown) operated by the driver.

The continuously variable transmission 2 is a well-known V-belt type continuously variable transmission, and includes a primary pulley 5 drivingly connected to an output shaft of the engine 1 through a torque converter 4, and a secondary pulley 6 aligned with the primary pulley 5. , And a V-belt 7 hung between these pulleys. Then, the differential gear device 9 is drivingly coupled to the secondary pulley 6 via the final drive gear set 8, and the left and right drive wheels (not shown) are rotationally driven by these.

In the speed change operation of the continuously variable transmission 2, one of the flanges forming the V grooves of the primary pulley 5 and the secondary pulley 6 is brought relatively close to the other fixed flange. The primary groove of the primary pulley 5
And by changing the winding diameter of the V-belt 7 around the secondary pulley 6, the stroke positions of both movable flanges are set to the primary pulley pressure Ppri and the secondary pulley pressure Psec from the shift control hydraulic circuit 10.
Determined by

The shift control hydraulic circuit 10 includes a step motor 11 as a shift actuator, and the transmission controller 12 drives the step motor 11 to a step position STP corresponding to a target gear ratio, which will be described later, to thereby provide a continuously variable transmission. 2 can be continuously variable so that the actual gear ratio matches the target gear ratio.

For such shift control, the transmission controller 12 is provided with a signal from the throttle opening sensor 13 for detecting the throttle opening TVO of the throttle valve 3 and the vehicle speed.
A signal from a vehicle speed sensor 14 that detects VSP, a signal from an input rotation sensor 15 that detects a transmission input rotation speed (primary pulley rotation speed) Ni, and a transmission output rotation speed (secondary pulley rotation speed) No are detected. Output rotation sensor 16
And a signal from the shift lever 17 for the driver to determine the shift mode of the continuously variable transmission 2.

As shown, the shift lever 17 has a parking (P) range position, a backward traveling (R) range position, a neutral (N) range position, and an automatic speed change (D) range (automatic speed change mode) position. In addition to having the engine brake (L) range position in the same row, it has a manual shift (M) mode position that is arranged next to the automatic shift (D) range (automatic shift mode) position, and is operated to these positions. At this time, the corresponding range signal and mode signal shall be output. In the manual shift (M) mode position, the shift lever 17 is elastically supported midway between the upshift position (+) and the downshift (-) position, and the driver shifts the shift lever 17 to the upshift position (+). And an upshift command to the adjacent high-side manual shift stage, and every time the driver tilts the shift lever 17 to the downshift (-) position, the downshift command to the adjacent low-side manual shift stage is issued. .

The transmission controller 12 is constructed as shown in the functional block diagram of FIG. 2, and controls the continuously variable transmission 2 by the following processing based on the above input information. The shift map selector 71 in FIG. 2 selects the corresponding shift map based on the shift mode signal from the shift lever 17 in FIG. 1, the selection range signal, the manual upshift command, and the manual downshift command. The reaching input rotation speed calculation unit 72 searches for the steady reaching input rotation speed Nio to be the final target in the current driving state from the throttle opening TVO and the vehicle speed VSP based on the selected shift map. Ask.

That is, the case where the shift lever 17 is set to the automatic shift (D) mode position will be described.
In response to the automatic shift (D) mode signal from now on, the shift map selection unit 71 selects an automatic shift pattern as shown by a broken line in FIG. 9, for example. On the other hand, the reaching input rotation speed calculation unit 72
Determines the target input speed Nio from the throttle opening TVO and the vehicle speed VSP based on the selected automatic shift pattern. The transmission controller 12 determines step by step the step position STP of the step motor 11 so that the input speed of the continuously variable transmission 2 finally matches the target input speed Nio.

Next, the shift lever 17 is manually shifted (M).
In the case of setting the mode position, the shift map selection unit 71 receives the manual shift (M) mode signal from now on, and the shift map selection unit 71 sets the preset first speed manual shift stages M1 to M1 as illustrated by the solid line in FIG. Upshift (+) from the shift lever 17 based on the shift pattern of the 8-speed manual shift stage M8
A new manual shift stage is selected based on the comparison between the command or the downshift (-) command and the current manual shift stage, and the shift pattern relating to one of the newly selected manual shift stages M1 to M8 is selected. Then, the reached input rotation speed calculation unit 72
Vehicle speed VSP based on the one selected manual shift pattern
The target input speed Nio is calculated from The transmission controller 12 determines the step position STP of the step motor 11 step by step so that the input rotation speed of the continuously variable transmission 2 finally matches the target input rotation speed Nio, and the newly selected manual shift speed is set. The continuously variable transmission 2 is shifted so as to be maintained.

The above-described shift control is shift control in a steady state in which the automatic shift (D) mode or the manual shift (M) mode is continuously selected. The steady shift control and the automatic shift ( In the present embodiment, the transitional speed change control is practically performed as described below when the mode is switched between the D) mode and the manual speed change (M) mode. The reaching speed ratio calculation unit 73 divides the reaching input speed Nio obtained as described above by the transmission output speed No to obtain a steady target reaching speed corresponding to the reaching input speed Nio. Calculate the ratio io.

The shift time constant calculation unit 74 is configured to shift to the shift mode (D
Mode, M mode), selection range (forward forward speed change range)
D, forward sports running range L), vehicle speed VSP, throttle opening TVO, the above achieved speed ratio io, and the transitional target speed ratio Rtio0 described later (matches the reached speed ratio io at a predetermined speed from the current speed ratio) According to various conditions such as the target gear ratio for each moment), the first gear shift time constant Tg1 and the second gear shift time constant Tg2 for determining the above gear shift speed are determined as described in detail later. . The target gear ratio calculation unit 75 uses the reached gear ratio io as the first gear shift time constant Tg1 and the second gear shift time constant Tg2.
The transitional target gear ratio Ratio0 for realizing the shift speed determined by is calculated and output by the following calculation.

That is, as shown in FIG. 3, the difference between the reached speed ratio io and the intermediate speed ratio Ratio00 calculated in the preceding routine is multiplied by the first speed change time constant Tg1 to obtain the value in the preceding routine. By adding to the calculated intermediate speed ratio Ratio00, the current intermediate speed ratio Ratio00 is calculated, and at the same time, 1
The target speed ratio calculated in the previous routine is obtained by multiplying the difference between the intermediate speed ratio Ratio00 calculated in the previous routine and the target speed ratio Ratio0 calculated in the previous routine by the second speed change time constant Tg2. The target gear ratio Ratio0 of this time is calculated by adding it to Ratio0. Therefore, the first shift time constant T
The g1 and the second gearshift time constant Tg2 determine the gearshift response from the current gear ratio to the reached gear ratio io, that is, the gearshift speed, by combining them, and the gearshift speed is freely determined depending on the determination of these time constants. be able to.

The actual gear ratio calculating section 78 determines the input speed of the transmission.
The actual gear ratio can be calculated by dividing Ni by the transmission output speed No.
Calculate the Ratio. The gear ratio deviation calculation unit 79 subtracts the actual gear ratio Ratio from the target gear ratio Ratio0 to obtain the gear ratio deviation RatioERR (= Ratio0-Ratio) between the two. The PID control unit 84 calculates a gear ratio feedback correction amount FBrto by PID control according to the gear ratio deviation RatioERR using a predetermined feedback gain, and the target gear ratio correction unit 85 corrects the target gear ratio Ratio0 to the gear ratio feedback correction. Corrected target gear ratio DsrRTO by correcting only the amount FBrto
Calculate (= Ratio0 + DsrRTO).

The target step number (actuator target drive position) calculation unit 86 uses a step motor (actuator) 11 for realizing the corrected target gear ratio DsrRTO.
Target number of steps (actuator target drive position) STP
Is obtained by map search and is output to the step motor 11. From the above, the actual gear ratio Ratio is changed from the current gear ratio i
The shift to o will proceed at the speed change speed determined by the speed change time constants Tg1, Tg2 calculated by the calculation unit 74, and the speed change time constants Tg1, Tg2 for determining the speed change speed are calculated by the calculation unit 74.
The calculation method will be described in detail below.

FIG. 4 shows the time constant of the first shift performed by the calculation unit 74.
In the main routine of the calculation process of Tg1 and the second shift time constant Tg2, first, in step S1, the first basic time constant TG1 and the second basic time constant TG2 are calculated based on the map for each shift time constant calculation mode. The detailed calculation process of the first basic time constant TG1 and the second basic time constant TG2 will be described later with reference to FIGS. 5 and 6. Next, in step S2, the first time constant correction coefficient K01 and the second time constant correction coefficient K02 corresponding to the shift mode switching and range switching are set by the processing of FIG. Next, in step S3, the first shift time constant Tg1 is set to the first basic time constant TG1 and the first time constant correction coefficient K01.
And the second shift time constant Tg2 by multiplying the second basic time constant TG2 and the second time constant correction coefficient K02.

The shift time constant calculation mode used in step S1 of FIG. 4 is determined by the processing of FIG. 5, and in step S1 the first basic time constant TG1 and the basic time constant TG1 are calculated based on the map for each shift time constant calculation mode. The process of calculating the second basic time constant TG2 is as shown in FIG. First, the shift time constant calculation mode determination process of FIG. 5 will be described. In step S11, the vehicle speed VSP is set to the minute set value VS.
Depending on whether it is less than or equal to Ps, it is determined whether the vehicle is stopped, slowed down, or traveling normally. When the vehicle speed VSP set value VSPs or more, in step S12, the gear ratio deviation Eip (= io-R between the reaching gear ratio io and the target gear ratio Ratio0
atio0) is 0 or more, that is, io ≧ Ratio
Whether or not it is a low-side shift (downshift) for increasing the transmission input rotation speed (high-side shift: upshift) is determined depending on whether or not 0. Note that the low-side shift (downshift) and high-side shift (upshift) can be performed by depressing and returning the accelerator pedal in the automatic shift (D) mode, and upshift and downshift commands in the manual shift (M) mode. It occurs not only when the mode is changed but also when the mode is switched between the automatic shift (D) mode and the manual shift (M) mode.

When it is determined in step S12 that the shift is on the low side, the UP / DOWN flag is set to DOWN and both the low side shift flag and the steep low side shift flag indicating the shift time constant calculation mode are cleared in step S13. , The shift time constant calculation mode is determined again by the following processing. That is, in steps S14 to S16, the absolute value of the gear ratio deviation Eip (= io-Ratio0) is compared with set values Eip1, Eip2, and Eip3 that are sequentially set to be larger. If | Eip | <Eip1, the low value is set in step S17. Clear both the side shift flag and the sudden low side shift flag. If Eip2 ≦ | Eip | <Eip3, step S1
8 sets the low speed shift flag, and if | Eip | ≧ Eip3, sets the sudden low speed shift flag in step S19, and Eip1 ≦ |
If Eip | <Eip2, steps S17 to S19 are skipped to keep the low-side shift flag and the steep low-side shift flag unchanged, thereby setting a hysteresis region between them.

When it is determined in step S12 that the shift is the high-side shift, in step S23 the UP / DOWN flag is set to UP and both the high-side shift flag and the sudden high-side shift flag indicating the shift time constant calculation mode are cleared. , The shift time constant calculation mode is determined again by the following processing. That is, in step S24 to step S26, the above gear ratio deviation
The absolute value of Eip (= io-Ratio0) is compared with the set values Eip1, Eip2, and Eip3 that are set to a larger value in sequence, and if | Eip | <Eip1, step S
At 27, both the high-side shift flag and the sudden high-side shift flag are cleared. If Eip2 ≦ | Eip | <Eip3, the high-side shift flag is set in step S28, and if | Eip | ≧ Eip3, the sudden high-side shift flag is set in step S29, and Eip1 ≦ | Eip |
If Eip2, steps S27 to S29 are skipped to keep the high-side shift flag and the sudden high-side shift flag unchanged, thereby setting a hysteresis region between them.

In step S11, the vehicle speed VSP is the minute set value VSP.
While it is determined to be less than s, that is, while the vehicle is stopped or slowly moving, in step S30, the low-side shift flag, the sudden low-side shift flag, the high-side shift flag, and the sudden high-side shift flag that form the shift time constant calculation mode are set. Clear all. The set values Eip1 to Eip3 are experimental values given according to the vehicle.

In step S1 of FIG. 4, the shift time constant calculation mode (low side shift flag, sudden low side shift flag,
The process of calculating the first basic time constant TG1 and the second basic time constant TG2 based on the high-side shift flag and the sudden high-side shift flag is as shown in FIG.
In step S32, it is determined whether the shift mode is the automatic shift (D) mode or the manual shift (M) mode. If the shift mode is the automatic shift (D) mode, the control is branched to step S32. Calculate the constant TG1 and the second basic time constant TG2.

In step S32, the UP / DOWN flag is changed.
Whether UP or DOWN is checked, and if the UP / DOWN flag = UP, depending on the result of the determination of the sudden high-side shift flag and the high-side shift flag performed in step S33 and step S34,
Select the basic time constant table as shown below. That is, in the shift time constant calculation mode in which neither the sudden high-side shift flag nor the high-side shift flag is set, the basic time constant table TGTBL1 for that is set in step S35.
Is selected and the shift time constant calculation mode in which only the high-side shift flag is set is selected, the basic time constant table TGTBL2 for that is selected in step S36, and when the sudden high-side shift flag is set In the constant calculation mode, the basic time constant table TGTBL3 for it is selected in step S37.

When it is determined that UP / DOWN = DOWN in step S32, the following basic time constant table is calculated according to the results of the determination of the rapid low-side shift flag and the low-side shift flag performed in steps S38 and S39. select. That is, in the shift time constant calculation mode in which neither the sudden low speed shift flag nor the low speed shift flag is set, the basic time constant table TGTBL4 for that is selected in step S40 and only the low speed shift flag is set. If the shift time constant calculation mode is in progress, step S41
In, select the basic time constant table TGTBL5 for it,
In the shift time constant calculation mode in which the sudden low shift flag is set, the basic time constant table TGTBL6 for it is selected in step S42.

Even when the manual shift (M) mode is determined in step S31, the UP / DOWN flag in step S43 is set.
According to the result of the determination of UP or DOWN, the corresponding individual basic time constant table is selected as in the automatic shift (D) mode. In step S44, the first basic time constant TG1 and the second basic time constant TG2 are searched based on the individual basic time constant tables selected as described above.

The calculation process of the first time constant correction coefficient K01 and the second time constant correction coefficient K02 relating to the first basic time constant TG1 and the second basic time constant TG2, which is performed in step S2 of FIG. 4, is as shown in FIG. First, in step S51, it is checked whether or not the shift mode is switched between the automatic shift (D) mode and the manual shift (M) mode.
If the speed change mode is not switched, the first time constant correction coefficient K is set as follows in steps S52 to S58.
01 and the second time constant correction coefficient K02 are determined.

First, in step S52, it is determined whether or not the range has been switched. If the range is not switched, the shift speed can remain the same. Therefore, in step S53, the first time constant correction coefficient K01 and the second time constant correction coefficient K01. K02 is set to 1.0. In this case, step S3 in FIG.
First shift time constant Tg1 (= TG1 x K01) and second
The shift time constant Tg2 (= TG2 × K02) is set to the same value as the first basic time constant TG1 and the second basic time constant TG2, so that the shift speed can be kept as basic as required above.

When it is determined in step S52 that the range has been switched, steps S54 and S55 are performed.
Check the shift time constant calculation mode at. As a result of the check, if none of the low-side shift flag, the sudden low-side shift flag, the high-side shift flag, and the sudden-high side shift flag is set, the first basic time constant correction coefficient K01 is set to K0TBL1 ( 1), the second basic time constant correction coefficient K02 is set to K0TBL1 (2), and if the high-side shift flag or the sudden high-side shift flag is set, the first basic time constant correction coefficient K01 is set to K0TBL2 in step S57.
(1), the second basic time constant correction coefficient K02 is set to K0TBL2 (2), and if the low speed shift flag or the sudden low speed shift flag is set, the first basic time constant correction coefficient K01 is set in step S58. Let K0TBL3 (1) and the second basic time constant correction coefficient K02 be K0TBL3 (2).

When it is determined in step S51 that the shift mode has been switched between the automatic shift (D) mode and the manual shift (M) mode, the same as when it is determined in step S52 that the range has been switched. By the judgment of
In step S59 and step S60, the shift time constant calculation mode is checked. As a result of the check, if none of the low side shift flag, the sudden low side shift flag, the high side shift flag, and the sudden high side shift flag is set, the first basic time constant correction coefficient K01 is set to K0TBL4 in step S61. (1) and the second basic time constant correction coefficient
If K02 is K0TBL4 (2) and the high-side shift flag or the sudden high-side shift flag is set, in step S62, the first basic time constant correction coefficient K01 is set to K0TBL5 (1), and the second basic time constant correction is performed. If the coefficient K02 is K0TBL5 (2) and the low side shift flag or the steep low side shift flag is set, in step S63, the first basic time constant correction coefficient K
01 is K0TBL6 (1) and the second basic time constant correction coefficient K02 is K0TB
L6 (2).

Here, the automatic shift (D) which is involved in the present invention
Mode and manual shift (M) mode The first basic time constant correction coefficient K01 = K0TBL5 (1) and the second basic time constant that determine the shift speed when there is a high-side shift accompanying the shift mode switching Correction coefficient K02 = K0TBL5 (2), that is, step S6
These first basic time constant correction coefficient K01 = K0TBL5
(1) and the second basic time constant correction coefficient K02 = K0TBL5 (2) will be described in detail. That is, in step S62, the first basic time constant correction coefficient K0TBL5 (1) and the second basic time constant correction coefficient K2 as shown in FIG.
Based on the basic time constant correction coefficient K0TBL5 (2), the first basic time constant correction coefficient K01 and the second basic time constant correction coefficient K02 are retrieved from the throttle opening TVO at the time of switching the shift mode.

In this embodiment, as is apparent from FIG. 8, the first basic time constant correction coefficient K0TBL5 (1) and the second basic time constant correction coefficient K0TBL5 (1)
Both the basic time constant correction coefficient K0TBL5 (2) are set so that the larger the throttle opening TVO at the time of switching the shift mode, the larger (the shift speed becomes faster). As a result, the shift speed when there is a high-side shift associated with the shift mode change is set to the throttle opening TV when the shift mode is changed.
The larger O is, the faster.

As described above, the high-side gear shift caused by switching the gear shift mode between the automatic gear shift (D) mode and the manual gear shift (M) mode is performed by the throttle opening TVO at this time.
By increasing the (engine load) at a higher speed, the high-side gear shift described above is performed at a higher speed during high load operation.
During low load operation, the above-mentioned high-side shift is performed at a low speed, and the following operational effects can be achieved.

That is, during the high load operation in which the throttle opening TVO is fully opened (8/8) on the first speed manual shift stage M1 shift line in FIG. 9, automatic shift from the manual shift (M) mode at point A in FIG. Since the mode is switched to the shift (D) mode, the throttle opening TV from the first speed manual shift stage M1 shift line
The case of performing the high-side shift that shifts to the automatic shift line of O = 8/8 will be described. According to the present embodiment, the shift speed is increased in response to the full opening of the throttle opening TVO. The engine input speed does not overshoot significantly as indicated by the chain double-dashed line α, and as shown by the solid line δ, the engine input speed quickly rides on the automatic transmission line with the throttle opening TVO = 8/8, and the engine rotates as shown by the dashed-dotted line. It is possible to avoid over-rotation that exceeds the limit.

On the other hand, during the operation in which the throttle opening TVO is fully opened (8/8) on the first speed manual shift stage M1 shift line in FIG.
At the point B in the figure, the throttle opening TVO is reduced to 1/8 and the mode is switched from the manual shift (M) mode to the automatic shift (D) mode. A description will be given of a case where the high-side gear shift is performed in which the line shifts to the automatic shift line with the throttle opening TVO = 1/8. According to the present embodiment, the throttle opening TVO =
Since the shift speed is slowed down in response to 1/8 low load operation, the throttle speed is reduced while the engine input speed is greatly reduced during a slight vehicle speed (VSP) change as indicated by the chain double-dashed line β of the transmission input speed. The automatic transmission line with opening TVO = 1/8 will not be applied, and conversely the engine input speed will decrease during a large vehicle speed (VSP) change as indicated by the solid line γ. Throttle opening TVO
= 1/8 Automatic shift line can be used to change the speed, and the driver may feel a sense of discomfort that the vehicle is temporarily accelerated even though the accelerator pedal is released. Occurrence can be avoided.

Therefore, according to the present embodiment, it is possible to prevent the problem of engine over-rotation and to prevent the occurrence of the problem of low engine load when a high-side gear shift occurs due to the shift mode switching in the high load operation state. It is possible to prevent the problem of the feeling of pushing the vehicle from occurring when a high-side gear shift occurs due to the shift mode switching in the driving state, and it is possible to solve both of these two contradictory problems. it can.

When determining the shift speed of the high-side shift accompanying the switching of the shift mode, the lower limit value of the shift speed required to prevent engine over-rotation at a high engine load is set, When the engine load is low, it is preferable to set the upper limit of the gear shift speed so that the rotational inertia on the engine side does not generate a pushing feeling that accelerates the vehicle due to gear shifting. It is possible to prevent the shift feeling from being deteriorated and the shift feeling to be deteriorated, and to prevent the shift feeling from being unnecessarily slow and the shift feeling to be deteriorated when the engine load is low.

[Brief description of drawings]

FIG. 1 is a schematic system diagram showing, together with a control system, a power train of a vehicle equipped with a continuously variable transmission equipped with a shift mode switching control device according to an embodiment of the present invention.

2 is a functional block diagram showing the transmission controller in FIG. 1. FIG.

FIG. 3 is a flowchart of a control program executed by a target gear ratio calculation unit in FIG.

FIG. 4 is a flowchart showing a main routine of a control program executed by a shift time constant calculation unit in FIG.

5 is a flowchart showing a process of determining a shift time constant calculation mode in the shift time constant calculation process of FIG.

6 is a flowchart showing a basic time constant calculation process in the shift time constant calculation process of FIG.

7 is a flowchart showing a time constant correction coefficient calculation process in the shift time constant calculation process of FIG.

FIG. 8 is a characteristic diagram of a time constant correction coefficient that determines a shift speed at the time of high-side shift that occurs due to switching of shift modes.

FIG. 9 is a diagram showing a shift pattern of the continuously variable transmission used for explaining the operation and effect of the shift control device at the time of shifting the shift mode and the problems of the conventional device according to the embodiment shown in FIGS. 1 to 8; Is.

[Explanation of symbols]

1 Engine 2 Continuously Variable Transmission 3 Throttle Valve 4 Torque Converter 5 Primary Pulley 6 Secondary Pulley 7 V Belt 8 Final Drive Gear Set 9 Differential Gear Device 10 Shift Control Hydraulic Circuit 11 Step Motor 12 Transmission Controller 13 Throttle Opening Sensor 14 Vehicle Speed Sensor 15 Input rotation sensor 16 Output rotation sensor 17 Shift lever 71 Shift map selection unit 72 Reached input rotation speed calculation unit 73 Reached speed ratio calculation unit 74 Shift time constant calculation unit 75 Target speed ratio calculation unit 78 Actual speed ratio calculation unit 79 Speed change Ratio deviation calculation unit 84 PID control unit 85 Target gear ratio correction unit 86 Target step number (actuator target drive position) calculation unit

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Claims (3)

[Claims] 1. A continuously variable transmission having, in addition to an automatic shift mode, a manual shift mode in which a manual shift stage having a plurality of preset fixed gear ratios can be manually selected arbitrarily. The high-side shift to the high-speed side gear ratio, which is generated by switching the shift mode between the shift mode and the shift mode, is performed at a higher speed as the engine load is higher when the shift mode is switched. A shift control device for shifting the shift mode of a multi-speed transmission. 2. The shift speed of the high-side shift according to the change of the shift mode is set to a lower limit value of the shift speed required to prevent the engine from over-rotating at a high engine load. A shift control device for switching a shift mode of a continuously variable transmission, which is characterized. 3. A push-out sensation according to claim 1, wherein the gear shift speed of the high-side gear shift accompanying the switching of the gear shift mode is such that the rotational inertia on the engine side due to the gear shift accelerates the vehicle when the engine load is low. A shift control device for shifting a shift mode of a continuously variable transmission, characterized by being set to an upper limit value of a shift speed that is not changed.