JP2004150475A - Change gear ratio control device for continuously variable transmission of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly lower a room temperature without increasing the cost and deteriorating the fuel economy with respect to a change gear ratio control device for a continuously variable transmission of a vehicle. <P>SOLUTION: This change gear ratio control device comprises the continuously variable transmission having an input shaft to which the rotational driving force of an engine is input, a cooler for cooling a cabin, a starting condition determining means for determining whether a specific control starting condition relating to the cooler is satisfied or not, a first target rotating speed determining means 16a for determining the first target rotating speed of the input shaft based on an accelerator opening and a car speed, and a second target rotating speed determining means 16b for determining a second target rotating speed of the input shaft based on the car speed to increase the cooling effect of the cooler. A larger one of the first target rotating speed and the second target rotating speed is selected to be determined as the target rotating speed of the input shaft, when the predetermined control starting condition is satisfied. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a gear ratio control device for a continuously variable transmission for a vehicle, which controls a gear ratio to temporarily increase the performance of a cooling device provided in a vehicle such as an automobile.
[0002]
[Prior art]
Generally, when a car is parked under the scorching sun, the temperature inside the car rises significantly. For this reason, even if the cooling system (hereinafter referred to as A / C or air conditioner) is operated by operating the engine after parking, the cooling capacity is relatively insufficient with respect to the vehicle interior temperature, and the vehicle interior temperature immediately decreases. do not do.
[0003]
In order to obtain sufficient cooling performance even in such an environment, for example, (1) increase the capacity of the A / C condenser, (2) increase the A / C pulley ratio (increase the rotation of the A / C compressor), and 3) It is conceivable to increase the engine rotation speed or the like.
For example, Patent Literature 1 and Patent Literature 2 disclose techniques related to engine control when an air conditioner of an automobile is operating.
[0004]
[Patent Document 1]
JP-A-5-296322
[Patent Document 2]
Japanese Patent No. 2541821
[0005]
[Problems to be solved by the invention]
However, there has been a problem that the above (1) to (3) cause an increase in cost and deterioration of fuel efficiency. Further, the techniques disclosed in Patent Documents 1 and 2 above are related to control for compensating for the engine output reduced by the operation of the air conditioner in the first place, and are not intended to improve the cooling performance of the air conditioner. .
[0006]
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and provides a speed ratio control device for a continuously variable transmission for a vehicle, in which a room temperature is quickly reduced without increasing costs or deteriorating fuel consumption. The purpose is to do.
[0007]
[Means for Solving the Problems]
Therefore, the speed ratio control device for a continuously variable transmission for a vehicle according to the first aspect of the present invention outputs the input shaft to which the rotational driving force of the engine is input and the rotational speed of the input shaft in a stepless manner. A continuously variable automatic transmission having an output shaft that performs cooling, a cooling device that cools the vehicle interior, a start condition determining unit that determines whether a predetermined control start condition for the cooling device is satisfied, and an accelerator. First target rotation speed setting means for setting a first target rotation speed of the input shaft based on the opening degree and the vehicle speed; and a second target rotation speed of the input shaft based on the vehicle speed to enhance a cooling effect of the cooling device. Second target rotation speed setting means for setting a speed, and when the predetermined control start condition is determined to be satisfied by the start condition determination means, the first target rotation speed and the second target rotation speed are determined. Select the larger value of It is characterized in that it has a maximum value selecting means for setting a rolling speed.
[0008]
According to a second aspect of the present invention, there is provided the transmission ratio control device for a continuously variable transmission for a vehicle according to the first aspect, wherein a predetermined control release condition is satisfied after the predetermined control start condition is satisfied. The present invention is characterized in that the rotation speed of the input shaft is feedback-controlled so as to be one target rotation speed.
According to a third aspect of the present invention, in the transmission ratio control device for a continuously variable transmission for a vehicle according to the first or second aspect, the start condition determining means is configured to be activated when an operation switch of the cooling device is turned on. When the air temperature and the room temperature are respectively equal to or higher than the first and second predetermined temperatures, and the vehicle speed is equal to or lower than the first predetermined vehicle speed, and the above two conditions are satisfied for the first time after the start of the operation of the engine. It is characterized in that it is determined that the predetermined control start condition is satisfied.
[0009]
According to a fourth aspect of the present invention, there is provided the transmission ratio control device for a continuously variable transmission for a vehicle according to the first or second aspect, wherein the release condition determining means is configured such that the operation switch of the cooling device is turned off or the room temperature is set to a second value. When the vehicle speed is equal to or lower than a third predetermined temperature that is lower than the second predetermined temperature and the vehicle speed is equal to or lower than the first predetermined vehicle speed or equal to or higher than a second predetermined vehicle speed that is higher than the first predetermined vehicle speed, or when the operation of the engine is stopped, or If any one of the tire lock controls is executed, it is determined that the predetermined control release condition has been satisfied.
[0010]
According to a fifth aspect of the present invention, there is provided a transmission ratio control device for a continuously variable transmission for a vehicle according to the third or fourth aspect, wherein the vehicle speed when the second target rotational speed is higher than the first target rotational speed. , A lower limit value of the vehicle speed range is set as the first predetermined vehicle speed, and an upper limit value of the vehicle speed range is set as the second predetermined vehicle speed.
[0011]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, a gear ratio control device for a continuously variable transmission for a vehicle according to an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a schematic block diagram showing a configuration of a main part thereof.
As shown in FIG. 1, a belt type automatic transmission (hereinafter referred to as CVT) 4 as a continuously variable transmission is connected to the engine 2, and rotation of a crankshaft (not shown) of the engine 2 is performed. The speed is appropriately reduced by the CVT 4 and transmitted to the drive wheels 8 via the propeller shaft 6.
[0012]
Although not shown in detail, the CVT 4 includes a primary shaft (input shaft) connected to the crankshaft of the engine 2 and a secondary shaft (output shaft) disposed in parallel with the primary shaft. On the shaft, a primary pulley and a secondary pulley each having a V-shaped groove are provided. An endless belt (steel belt) is stretched between these pulleys, and the rotational driving force of the primary pulley is transmitted to the secondary pulley via this belt. Further, the gear ratio is changed by changing the groove width of each pulley.
[0013]
The operation of the CVT 4 is controlled by a controller (A / TECU) 10. Here, the controller 10 includes a start condition determining means 12 for determining whether or not a start condition of the cooling performance improvement control (described later) is satisfied, and whether or not a release condition of the cooling performance improvement control is satisfied. , A target primary rotational speed setting means (shift map) 16 for setting a target primary rotational speed, and a maximum value for selecting and outputting a larger one of a plurality of given numerical values Selection means 22 is provided. Here, the start condition determining means 12, the release condition determining means 14, and the maximum value selecting means 22 will be described later, and the target primary rotational speed setting means 16 will be described first.
[0014]
In the shift control of the CVT 4, the target rotation speed of the primary shaft is set using the vehicle speed and the accelerator opening as parameters, and feedback control is performed so as to achieve the target rotation speed.
Specifically, the A / TECU 10 includes an accelerator opening sensor 18 for detecting an accelerator opening (a stepping amount), a secondary rotation speed sensor 20 for detecting a rotation speed of a secondary shaft, and a sensor for determining whether the ignition is on or off (for example, A key switch 24 provided on the engine key cylinder is connected. Here, the secondary rotation speed sensor 20 functions as a vehicle speed sensor, and the vehicle speed is calculated from the rotation speed obtained by the secondary rotation speed sensor 20, the final reduction ratio, and the tire outer diameter.
[0015]
A three-dimensional map as shown in FIG. 2 is stored in the A / TECU 10 in advance in the target primary rotational speed setting means 16, and the target primary rotational speed setting means 16 uses this three-dimensional map, The target primary rotational speed is set based on information obtained by the accelerator opening sensor 18 and the vehicle speed sensor 20.
Next, the main part of the present invention will be described. In the present embodiment, a vehicle is provided with a cooling device (referred to as an air conditioner or A / C) not shown, and controls the operation of the air conditioner as shown in FIG. Air conditioner ECU (A / CECU) 30 is provided. An operation switch 32 for switching the air conditioner on and off, an outside air temperature sensor 34 for detecting the outside air temperature, a room temperature sensor 36 for detecting the temperature in the vehicle compartment, and the like are connected to the air conditioner ECU 30. Further, the air conditioner ECU 30 and the A / TECU 10 are connected so as to be able to communicate with each other.
[0016]
For example, when the air conditioner is turned on from a state where the temperature of the inside of the vehicle becomes high due to parking under the hot sun and the vehicle starts running, the air conditioner ECU 30 controls the A / TEC ECU 10 to temporarily improve the cooling performance of the air conditioner. Is output. When the A / TECU 10 receives this request signal and determines that the other conditions are satisfied, the A / TECU 10 controls the speed ratio of the CVT 4 to increase the cooling performance of the air conditioner (cooling performance improvement control). Is to be executed. When the cooling performance improvement control is executed, basically, the engine rotation speed is increased and the rotation speed of an A / C compressor (not shown) is increased to improve the cooling performance of the air conditioner. .
[0017]
More specifically, the start condition determination means 12 of the A / TECU 10 starts executing the cooling performance improvement control when all of the following three conditions are satisfied.
{Circle around (1)} A request signal for cooling performance improvement control (hereinafter also referred to as a cool-down request signal) from the air conditioner ECU 30 has been received.
(2) 0 ≦ vehicle speed ≦ first predetermined vehicle speed
(3) The above two conditions (1) and (2) are satisfied for the first time after the start of the operation of the engine 2 this time (the cooling performance improvement control is not performed after the ignition is turned on).
[0018]
Of these conditions, the condition (1) “cool down request signal present” is a basic condition for performing the cooling performance improvement control. For example, when all of the following conditions are satisfied, the cool down request from the air conditioner ECU 30 is issued. A signal is output.
<1> -1. The outside air temperature T obtained from the outside air temperature sensor 34 _O Is equal to or higher than the first predetermined temperature T1.
{1} -2. The outlet temperature T obtained from the room temperature sensor 36 _B Is equal to or higher than the second predetermined temperature T2.
<1> -3. Air conditioner switch 32 is on.
[0019]
That is, the air conditioner is turned on and the outside air temperature T _O And outlet temperature T _B When both are higher than the predetermined temperatures T1 and T2, the cool-down request signal is output. The predetermined temperatures T1 and T2 are set to relatively high temperatures (for example, both are 30 ° C.). This is for the purpose of temporarily improving the air-conditioning performance when the temperature of the vehicle interior becomes high, and is based on the viewpoint that the temperature control should be normally performed by the air-conditioner main body. That is, the predetermined temperatures T1 and T2 are set to be higher so that the present control is performed only when the inside of the vehicle becomes extremely hot, such as during parking.
[0020]
Condition (2) is a condition relating to the vehicle speed, and the cooling performance improvement control is started when the vehicle speed is equal to or less than the first predetermined vehicle speed. Hereinafter, the vehicle speed condition will be described. This is a condition provided to prevent the driver from feeling uncomfortable. That is, at the time of executing the cooling performance improvement control, a target primary rotation speed for cooling performance improvement (referred to as a second target rotation speed or a second target primary rotation speed) is set along the line a shown in FIG. On the other hand, in the same manner as the normal shift control, the target primary rotation speed (the first target rotation speed or the first target primary rotation speed) based on the vehicle speed (secondary rotation speed) and the accelerator opening is set. Speed). Then, the larger value is selected by the maximum value selecting means 22 provided in the A / TECU 10, and is output as the final target primary rotational speed. For this reason, if the second target primary rotation speed is higher than the first target primary rotation speed at the start of the cooling performance improvement control, the primary rotation speed increases at the same time as the control starts (that is, the engine rotation speed). Driver will feel uncomfortable.
[0021]
Therefore, as shown in FIG. 2, the start of the cooling performance improvement control is allowed at a speed at which the second target primary rotational speed is equal to or less than the first target primary rotational speed at an accelerator opening of 20% or less. It is. In other words, at a speed lower than the first predetermined vehicle speed, the second target primary rotation speed does not exceed the first target primary rotation speed even if the gear ratio is set to full low, so that the control is started at a speed lower than the first predetermined vehicle speed. This can prevent the driver from feeling uncomfortable. In addition, the first predetermined vehicle speed can be said to be a lower limit value in a range where the second target primary rotational speed is higher than the first target primary speed at an accelerator opening of 20% or less.
[0022]
In condition (3), after the ignition is turned on (that is, after starting the current operation of the engine), the cooling performance improvement control is executed only when the conditions (1) and (2) are satisfied, and the cooling is performed even once after the ignition is turned on. When the performance improvement control is performed, the cooling performance improvement control is not executed again unless the engine 2 is stopped. That is, as described above, this control is for temporarily improving the cooling performance of the air conditioner in a state where the inside of the vehicle becomes extremely high due to parking or the like under the scorching sun. After the control is released, even if the conditions (1) and (2) are satisfied, the temperature is controlled by controlling the air conditioner main body by the air conditioner ECU 30.
[0023]
On the other hand, the release condition determination means 14 provided in the A / TECU 10 determines that the predetermined release condition is satisfied if any one of the following three conditions ((4) to (6)) is satisfied. The cooling performance improvement control is canceled (terminated). After the cooling performance improvement control is released, the target primary rotation speed is set based on the information obtained by the accelerator opening sensor 18 and the vehicle speed sensor 20 as usual, and the primary rotation speed is set so as to become the set target primary rotation speed. The rotation speed of the shaft is feedback-controlled.
(4) There is no cool down request signal from the air conditioner ECU 30 and the vehicle speed is equal to or lower than the first predetermined vehicle speed or the vehicle speed is equal to or higher than the second predetermined vehicle speed.
(5) Ignition off.
(6) When tire lock control is established.
[0024]
In the first half of the condition (4), "No cool down request signal" will be described. When any of the following conditions is satisfied, the output of the cool down request signal from the A / C ECU 30 is stopped. ing.
(4) -1. The outlet temperature T obtained from the room temperature sensor 36 _B Is below the third predetermined temperature T3 (<T2).
(4) -2 The air conditioner switch 32 is turned off.
[0025]
This is because, needless to say, it is not necessary to perform the cooling performance improvement control when the room temperature decreases or the operation of the air conditioner stops. The predetermined temperature T3 is, for example, 10 ° C.
In the latter half of the condition (4), "the vehicle speed is equal to or lower than the first predetermined vehicle speed or the vehicle speed is equal to or higher than the second predetermined vehicle speed", as shown in FIG. ) And the speed at the point where the line a (the line defining the target primary rotational speed for improving the cooling performance) intersects, and the second predetermined vehicle speed is the overdrive (minimum speed ratio) of the CVT 4. This is the speed at the point where the shift characteristic line at the time intersects the line a, and is the upper limit in the range of vehicle speeds where the second target primary rotational speed exceeds the first target primary rotational speed.
[0026]
That is, as can be seen from the shift map 16 shown in FIG. 2, when traveling at a speed equal to or lower than the first predetermined vehicle speed and when traveling at a speed equal to or higher than the second predetermined vehicle speed, the cooling performance Will no longer exceed the settable range of the gear ratio in CVT4. In particular, when the vehicle speed becomes equal to or higher than the second predetermined vehicle speed, the target primary speed (that is, the first target rotation speed) set by the CVT 4 becomes the maximum value of the engine rotation speed required for the cooling performance improvement control of the air conditioner (for example, 1500 rpm), and there is no point in performing cooling performance improvement control. Therefore, when the vehicle speed is equal to or lower than the first predetermined vehicle speed and equal to or higher than the second predetermined vehicle speed, the cooling performance improvement control is terminated on the condition that there is no cool down request signal. In the condition (5), the operation of the engine is stopped when the ignition is turned off, so that the control is naturally turned off.
[0027]
In addition, the condition (6) will be described. When the tire is locked, the secondary rotation speed becomes 0 and the apparent vehicle speed becomes 0, and the control cannot be performed by the normal shift control. Therefore, at the time of such a tire lock, the tire lock control is executed prior to the normal shift control. In this case, the engine rotation speed is also under the control of the tire lock control. Therefore, in order to avoid interference with the tire lock control, the cooling performance improvement control of the air conditioner is canceled when the tire is locked.
[0028]
Next, the details of the control will be described in detail with reference to FIG. 3. First, the normal shift is determined from the shift map 16 a based on the accelerator opening and the secondary rotation speed obtained by the accelerator opening sensor 18 and the vehicle speed sensor 20, respectively. The target primary rotational speed at the time is set.
Further, based on the secondary rotation speed, a target primary rotation speed for cooling performance improvement control is set from the shift map 16b. The shift map 16a shown in FIG. 3 is a map having a normal characteristic portion of the map 16 shown in FIG. 2, and the map 16b shown in FIG. 3 is based on the map 16 shown in FIG. 3 is a map extracted from the characteristic portion (see line a in FIG. 2).
[0029]
When the start condition is satisfied by the start condition determining means 12, the operation determining switch 26 shown in FIG. 3 is closed, and the target primary rotational speed set on the maps 16a and 16b is input to the maximum value selecting means 22, respectively. The maximum value selection means 22 always selects the larger one of the two target primary rotational speeds and outputs the selected value as the target primary rotational speed. Then, in the CVT 4, feedback control is performed so that the selected target primary rotational speed is achieved.
[0030]
As a result, when the air-conditioning capacity becomes insufficient at low speed, the lower limit value of the engine speed is clipped, and the speed of the A / C compressor (not shown) is increased to increase the capacity of the air conditioner. You can do it.
[0031]
Since the gear ratio control device for a continuously variable transmission for a vehicle according to one embodiment of the present invention is configured as described above, the control is executed according to, for example, a flowchart shown in FIG.
First, when the ignition is turned on, it is determined in step S1 whether or not the air conditioner switch 32 is turned on. Here, if the air conditioner switch 32 is on, the process proceeds to step S2, where it is determined whether a cool down request signal has been output from the A / C ECU 30. If the cool down request signal has been output, the process proceeds to step S2. Proceeding to S3, the start condition determining means 12 determines whether or not the start conditions (all of (1) to (3) above) are satisfied. If No in step S1, the process proceeds to step S6, in which a normal shift control according to the accelerator opening and the vehicle speed is executed. If the result of any of steps S2 and S3 is No, the process proceeds to step S7, where normal shift control according to the accelerator opening, the vehicle speed, and the air conditioner load is executed.
[0032]
On the other hand, if Yes in step S3 (if the start condition is satisfied), the process proceeds to step S4, where the control for increasing the rotation speed of the engine 2 by the CVT 4, that is, the cooling performance improvement control is performed. In this case, as described above, the target primary rotational speed at the time of normal shift obtained from the shift map 16a is compared with the target primary rotational speed for cooling performance improvement control obtained from the shift map 16b, and a large value is obtained. Is selected and output. As a result, even during the operation of the engine 2 in the low rotation region, the rotation speed of the engine 2 is increased, the effectiveness of the air conditioner is improved, and the room temperature is quickly lowered. That is, the performance of the air conditioner can be improved by increasing the rotation speed of the engine 2.
[0033]
If it is determined in step S5 that the release condition is satisfied by the release determination means 14, the process proceeds to step S6 described above, and shifts to normal shift control. If it is not determined that the release condition is satisfied, the process returns to step S4, and the above-described cooling performance improvement control (engine high speed control) is continued.
As described above, according to the transmission ratio control apparatus for a continuously variable transmission for a vehicle of the present invention, when the capacity of the air conditioner is temporarily insufficient due to the high room temperature after the engine is started, the CVT 4 The rotational speed of the air conditioner compressor (not shown) is increased by changing the speed change ratio of the engine 2 to increase the rotational speed of the engine 2, thereby improving the performance of the air conditioner. This has the advantage that the temperature in the room can be quickly reduced. At this time, if the rotation speed is equal to or higher than the minimum engine rotation speed required by the air conditioner (characteristic of the line a), the normal gear ratio control is executed without further increasing the engine rotation speed. Therefore, there is an advantage that deterioration of fuel efficiency can be suppressed as much as possible.
[0034]
Further, when the control release condition is satisfied, the rotation speed of the input shaft is feedback-controlled so as to attain the first target primary rotation speed. Therefore, the advantage that the normal gear ratio control can be immediately shifted to after the release condition is satisfied. There is.
In addition, the start condition determining means 12 requires that the cooling performance improvement control has not been performed once after the ignition is turned on as a cooling performance start condition. Even if the temperature rises, the cooling performance improvement control is not executed again, and since the room temperature control is performed by the control on the air conditioner side, the fuel efficiency does not deteriorate.
[0035]
In addition, the start of the cooling performance improvement control is allowed in a range where the vehicle speed is equal to or lower than the first predetermined vehicle speed, and the first target vehicle speed is such that the second target primary rotation speed exceeds the first target primary rotation speed. Since the vehicle speed is set as the lower limit vehicle speed, it is possible to avoid a situation in which the input shaft rotation speed (that is, the engine rotation speed) suddenly increases after the start of the control, and the driver does not feel uncomfortable.
[0036]
Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in this embodiment, a belt-type CVT is used as the continuously variable transmission, but a toroidal-type CVT may be used instead. Further, it is needless to say that the setting of each predetermined value and predetermined vehicle speed can be appropriately changed according to various conditions such as the engine output and the capacity of the cooling device.
[0037]
【The invention's effect】
As described above in detail, according to the transmission ratio control device for a continuously variable transmission for a vehicle according to the present invention, the start condition determining means determines that the predetermined control start condition regarding the cooling device is satisfied. And a first target rotation speed set based on the accelerator opening and the vehicle speed, and a second target rotation speed set based on the vehicle speed in order to enhance the cooling effect of the cooling device. Thus, after the predetermined control start condition is satisfied, the engine rotation speed is increased and the rotation speed of the compressor of the cooling device is increased. As a result, the cooling capacity can be increased, and the indoor temperature can be promptly reduced. Further, a larger value is selected from a first target rotation speed set based on the accelerator opening and the vehicle speed and a second target rotation speed set based on the vehicle speed to enhance the cooling effect of the cooling device. Therefore, when the minimum engine rotation speed necessary for improving the cooling capacity is secured, the engine rotation speed is not further increased, so that deterioration in fuel efficiency can be suppressed.
[0038]
Further, according to the transmission ratio control device for a continuously variable transmission for a vehicle according to the present invention, when a predetermined control release condition is satisfied after a predetermined control start condition is satisfied, the first target rotation speed and the first target rotation speed are changed. Since the rotational speed of the input shaft is feedback-controlled so as to be as described above, it is possible to immediately shift to the normal speed ratio control after the release condition is satisfied.
According to the transmission ratio control device for a continuously variable transmission for a vehicle according to the third aspect of the present invention, the start condition determining unit determines that the outside air temperature and the room temperature are the first and the room temperature when the operation switch of the cooling device is on. When the vehicle temperature is equal to or higher than the second predetermined temperature, the vehicle speed is equal to or lower than the first predetermined vehicle speed, and the two conditions are satisfied for the first time after the start of the operation of the engine, the predetermined control start condition is satisfied. For example, when the cooling device is operated in a state where the room temperature is extremely high after parking under the scorching sun, this control is executed to increase the cooling effect of the cooling device. Therefore, the room temperature can be quickly lowered only when a sudden room temperature reduction is required. Further, even when the room temperature rises again, the transmission does not perform the performance improvement control of the cooling device again, and since the room temperature control is performed by the control of the cooling device main body, the fuel efficiency does not deteriorate.
[0039]
Further, according to the speed ratio control device for a continuously variable transmission for a vehicle according to the present invention, the release condition determining means is configured such that the operation switch of the cooling device is turned off or the room temperature is lower than the third predetermined temperature. Either when the temperature is equal to or lower than the predetermined temperature and the vehicle speed is equal to or lower than the first predetermined vehicle speed or equal to or higher than a second predetermined vehicle speed which is higher than the first predetermined vehicle speed, or when the operation of the engine is stopped, or during execution of the tire lock control. If at least one of the conditions is satisfied, it is determined that the predetermined control release condition has been satisfied, so that the control release can be accurately determined.
[0040]
According to the speed ratio control device for a continuously variable transmission for a vehicle according to the present invention, the vehicle speed range is the same as the vehicle speed range when the second target rotation speed exceeds the first target rotation speed. Is set as the first vehicle speed and the upper limit of the same vehicle speed range is set as the second predetermined vehicle speed, so that the input shaft rotation speed (that is, the engine rotation speed) increases immediately after the control is started. This prevents the driver from feeling uncomfortable, and does not feel uncomfortable when the control is released.
[Brief description of the drawings]
FIG. 1 is a schematic block diagram showing a main configuration of a transmission ratio control device for a continuously variable transmission for a vehicle according to an embodiment of the present invention.
FIG. 2 is a diagram for explaining an operation characteristic of the transmission ratio control device for the continuously variable transmission for a vehicle according to the embodiment of the present invention, and is a diagram showing a shift map of the transmission.
FIG. 3 is a schematic block diagram for explaining an operation of the transmission ratio control device for the continuously variable transmission for a vehicle according to the embodiment of the present invention.
FIG. 4 is an example of a flowchart illustrating an operation of a transmission ratio control device for a continuously variable transmission for a vehicle according to an embodiment of the present invention.
[Explanation of symbols]
2 Engine
4 CVT (Continuously variable automatic transmission)
10 A / TECU
12 Start condition judgment means
14 Release condition judgment means
16 Shift map
16a Shift map (first target rotation speed setting means)
16b Shift map (second target rotation speed setting means)
20 Secondary rotation speed sensor (vehicle speed sensor)
22 Maximum value selection means
32 Air conditioner switch (operation switch)

Claims (5)

A continuously variable transmission having an input shaft to which the rotational driving force of the engine is input, and an output shaft for continuously changing and outputting the rotation speed of the input shaft;
A cooling device for cooling the passenger compartment;
Start condition determining means for determining whether a predetermined control start condition for the cooling device is satisfied,
First target rotation speed setting means for setting a first target rotation speed of the input shaft based on an accelerator opening and a vehicle speed;
Second target rotation speed setting means for setting a second target rotation speed of the input shaft based on the vehicle speed to enhance a cooling effect of the cooling device;
When the start condition determining means determines that the predetermined control start condition is satisfied, a larger one of the first target rotational speed and the second target rotational speed is selected to select the input shaft. And a maximum value selecting means for setting the target rotational speed as the target rotational speed. The rotation speed of the input shaft is feedback-controlled such that the rotation speed of the input shaft becomes the first target rotation speed when a predetermined control release condition is satisfied after the predetermined control start condition is satisfied. A gear ratio control device for a continuously variable transmission for a vehicle according to the above. The start condition determining means includes:
When the operation switch of the cooling device is turned on, the outside air temperature and the room temperature are respectively equal to or higher than the first and second predetermined temperatures, and the vehicle speed is equal to or lower than the first predetermined vehicle speed. 3. The transmission ratio control device for a continuously variable transmission for a vehicle according to claim 1, wherein it is determined that the predetermined control start condition is satisfied when the condition is satisfied for the first time after the start of operation of the engine. The cancellation condition determination means includes:
When the operation switch of the cooling device is off or the room temperature is equal to or lower than a third predetermined temperature lower than the second predetermined temperature, and the vehicle speed is equal to or lower than the first predetermined vehicle speed or equal to or higher than a second predetermined vehicle speed higher than the first predetermined vehicle speed;
Or, if the operation of the engine stops,
3. The vehicle continuously variable transmission according to claim 1, wherein, when any one of the tire lock controls is being executed, the predetermined control release condition is determined to be satisfied. 4. Gear ratio control device. In a range of vehicle speed when the second target rotation speed exceeds the first target rotation speed, a lower limit value of the vehicle speed range is set as the first predetermined vehicle speed, and an upper limit value of the vehicle speed range is set to the second predetermined speed. The speed ratio control device for a continuously variable transmission for a vehicle according to claim 3, wherein the speed ratio is set as a vehicle speed.

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