JP2012013205A - Control device of continuously variable transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify control structures when a plurality of controls coexist.SOLUTION: A plurality of variable speed control modes (control state, control mode) are represented using one variable (state S). A stepwise control for stepwisely changing a target input shaft rotating speed Nand a continuous control for continuously changing the target input shaft rotating speed Nare selected based on the state S. For example, even when the plurality of variable speed control modes coexist, the control structures are simplified since the stepwise control and the continuous control are selected and respectively executed.

Description

  The present invention relates to a control device for a continuously variable transmission for a vehicle, and more particularly to a shift control for a continuously variable transmission.

  A continuously variable transmission for a vehicle that continuously (steplessly) changes the gear ratio by following the actual rotational speed of a rotary element that is subject to shift control so as to achieve a target rotational speed set based on the vehicle state The control device is well known. For example, the target value (target input rotation speed) of the input rotation speed of the continuously variable transmission is set based on the vehicle state represented by the acceleration request amount such as the accelerator opening and the transmission output rotation speed such as the vehicle speed, The continuously variable transmission is shifted by feedback control so as to eliminate the deviation between the target input rotation speed and the actual input rotation speed (actual input rotation speed). In such a continuously variable transmission for a vehicle, for example, as in the continuously variable transmission for a vehicle described in Patent Documents 1-3, in addition to continuously changing the transmission ratio, the transmission ratio is changed stepwise ( It is also possible to change in a stepwise manner or a stepped manner.

JP 2008-196641 A JP 2005-140174 A JP 2002-122228 A

  By the way, when both the continuously variable transmission for continuously changing the gear ratio and the stepped gear for changing the gear ratio stepwise are realized during the known "D" position traveling, for example, continuous target rotation Speed calculation and stepwise target rotation speed calculation are mixed. As a result, the control may become complicated. Specifically, the target rotation speed is set based on a combination of a plurality of factors such as a vehicle speed, an accelerator opening, and an accelerator opening change amount. At this time, it is considered that the factor contributing to the setting of the target rotational speed changes depending on the situation of step change or continuous change, but the plurality of factors change continuously regardless of the situation. . Therefore, when a step change is performed, the above factors and the shift control must be matched in a continuous change after the step change unless each of the plurality of factors is corrected in accordance with the step change. May not be able to be removed. On the other hand, it is conceivable to perform correction in accordance with the step change every time, but the step change is temporary, and if the correction for the step change remains, multiple states occur. In addition, since the above factors interfere with each other, the control structure may be complicated. Such a problem is not known. For example, when both the continuously variable transmission control and the stepped transmission control are realized at the time of traveling in the “D” position, it has been proposed to realize the simplification of the control. Absent.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to control a continuously variable transmission for a vehicle that can simplify the control structure when a plurality of controls are mixed. To provide an apparatus.

  To achieve the above object, the gist of the present invention is that (a) a target rotational speed of a rotary element to be subjected to shift control is set based on a vehicle state, and the actual rotational speed of the rotary element is A control device for a continuously variable transmission for a vehicle that performs a shift to achieve a target rotational speed, and (b) represents a plurality of shift control modes using one variable, and changes the target rotational speed step by step. The purpose is to select stepwise control and continuous control for continuously changing the target rotational speed based on the contents of the variable.

  In this way, a plurality of shift control modes are expressed using one variable, and stepwise control for changing the target rotational speed in stages and continuous control for continuously changing the target rotational speed include Since the selection is performed based on the contents of the variable, for example, even if a plurality of shift control modes are mixed, the stepped control and the continuous control are selected and executed, so that the control structure is simplified. .

  Here, preferably, the stepwise control is to set the target rotational speed as an absolute value, and the continuous control is to sequentially set the target rotational speed as a difference from the previous value. . In this way, for example, the stepwise control indicates the target rotation speed as an absolute value, so that it is not necessary to consider the flow of control up to that point, and the target rotation speed can be set independently. In addition, continuous control is expressed as a difference from the previous value, so that it is easy to change the target rotation speed continuously, and whether the stepwise control has occurred during the control or not, the continuous target rotation speed Changes are possible.

  Preferably, the stepwise control is to execute a stepwise change in the target rotational speed in a single shot. In this way, for example, a stepwise change in the target rotation speed by stepwise control becomes clear.

  Preferably, the plurality of shift control modes include a normal time control mode for traveling with priority on fuel consumption, an acceleration time control mode for accelerating travel, and a kick down time control mode for executing kickdown. , And an upshift control mode for executing an upshift during acceleration traveling, wherein the kickdown control mode and the upshift control mode are executed by the stepwise control, and the normal control mode and The acceleration control mode is executed by the continuous control. In this way, for example, an upshift at the time of kickdown or acceleration traveling is appropriately executed by a stepwise change in the target rotational speed. Further, traveling and acceleration traveling with priority on fuel consumption are appropriately executed by continuous change in the target rotational speed.

  Preferably, a plurality of factors are output as basic information for setting the target rotational speed, and a factor related to each of the plurality of shift control modes is selected from the plurality of factors based on the content of the variable. Thus, the target rotational speed is set. In this way, for example, the target rotational speed is appropriately set so that the stepwise control and the continuous control are selected according to the current shift control mode.

  Preferably, the plurality of factors include an upshift request determined based on a vehicle state, a downshift request determined based on the vehicle state, and a predetermined basic target rotation for traveling with priority on fuel consumption. A change from the previous value of the speed, a change from the previous value of the target rotation speed according to a change in the vehicle speed, and a change from the previous value of the target rotation speed according to a change in the accelerator opening. In this way, for example, an upshift request, a downshift request, a change from a previous value of a predetermined basic target rotational speed, a change from the previous value of the target rotational speed according to a change in vehicle speed, and an accelerator opening degree. From the change from the previous value of the target rotational speed according to the change, a factor according to the current shift control mode is appropriately selected, and the target rotational speed is appropriately set. Therefore, a stepped upshift can be performed during acceleration traveling to cause a rotational change of the rotating element with a feeling of elongation. Further, when the accelerator is fully opened or when the accelerator is stepped on suddenly, the rotational change of the rotating element is caused in a downshift manner, and the driving force can be appropriately ensured. In addition, it is possible to appropriately execute traveling that prioritizes fuel consumption. Further, the rotational speed of the rotating element can be increased in accordance with the increase in the vehicle speed during acceleration traveling.

  Preferably, the plurality of shift control modes include at least one of a current target rotational speed of the rotating element, an accelerator opening degree, and an operation state of a kick down switch for mechanically detecting the accelerator fully open. And a predetermined state is assigned using the one variable. In this way, for example, a plurality of shift control modes can be appropriately expressed using one variable.

It is a figure explaining the schematic structure of the power transmission path | route which comprises the vehicle to which this invention is applied. It is a block diagram explaining the principal part of the control system provided in the vehicle. FIG. 3 is a hydraulic circuit diagram showing a main part related to belt clamping pressure control, speed ratio control, etc. of a continuously variable transmission in a hydraulic control circuit. It is a functional block diagram explaining the principal part of the control function of an electronic controller. It is a figure which shows an example of the shift map used when calculating | requiring a target input rotational speed in the shift control of a continuously variable transmission. It is a figure which shows an example of the required hydraulic pressure map which calculates | requires required hydraulic pressure according to gear ratio etc. in the clamping pressure control of a continuously variable transmission. It is a figure which shows an example of a predetermined | prescribed engine torque characteristic figure. It is a figure which shows an example of the predetermined operating characteristic of a torque converter. It is a figure which shows an example of the shift map used for the determination of the gear stage in the stepped transmission of a continuously variable transmission. It is a figure which shows an example of the target input shaft rotational speed in the stepped transmission calculated based on each gear ratio for every gear stage. It is a figure which shows an example of the simplified control structure. It is a figure which shows an example of the predetermined | prescribed arbitration table in which the factor which should be selected corresponding to each control state is set. It is a flowchart explaining the control action for simplifying a control structure when the principal part of the control action of an electronic controller, ie, a plurality of controls, coexist. It is a figure which shows an example of the state transition diagram corresponding to the control action shown to the flowchart of FIG. It is a time chart which shows an example at the time of performing the control action shown in the flow chart of Drawing 13, and is the case where the shift including kickdown is performed. It is a time chart which shows an example at the time of performing the control action shown in the flow chart of Drawing 13, and is the case where the shift including step up is performed.

  In the present invention, it is preferable that the continuously variable transmission for a vehicle is configured such that, for example, a transmission belt functioning as a power transmission member is wound around a pair of variable pulleys having a variable effective diameter so that the transmission ratio is continuously variable. A so-called belt-type continuously variable transmission to be changed, a pair of cones rotated around a common axis and a plurality of rollers capable of rotating around the axis are sandwiched between the pair of cones. A so-called traction type continuously variable transmission in which the gear ratio is made variable by changing the crossing angle between the rotation center of the roller and the shaft center, for example, a planetary gear that distributes power from the engine to the first electric motor and the output shaft And a second electric motor provided on the output shaft of the differential mechanism. The main part of the power from the engine is mechanically moved to the drive wheel side by the differential action of the differential mechanism. To communicate An electric continuously variable transmission in which the gear ratio is electrically changed by electrically transmitting the remaining power from the engine using an electric path from the first motor to the second motor, or an engine shaft or output shaft For example, an automatic transmission mounted on a so-called parallel hybrid vehicle in which an electric motor is provided so that power can be transmitted.

  Preferably, the rotation element to be subjected to the shift control is an input rotation element of the vehicle continuously variable transmission.

  Preferably, as the engine, for example, a gasoline engine such as an internal combustion engine that generates power by combustion of fuel, a diesel engine, or the like is preferably used, but another prime mover such as an electric motor is combined with the engine or used alone. Can also be adopted.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram illustrating a schematic configuration of a power transmission path from an engine 12 to a drive wheel 24 constituting a vehicle 10 to which the present invention is applied. In FIG. 1, the power generated by the engine 12 is transmitted from a torque converter 14 as a fluid transmission device to a forward / reverse switching device 16, a vehicle continuously variable transmission 18 (hereinafter referred to as a continuously variable transmission (CVT) 18), a deceleration. It is transmitted to the left and right drive wheels 24 via the gear device 20, the differential gear device 22, and the like.

  The torque converter 14 includes a pump impeller 14p connected to the crankshaft 13 of the engine 12, a turbine impeller 14t connected to the forward / reverse switching device 16 via a turbine shaft 30 corresponding to an output side member of the torque converter 14, And a stator impeller 14s that is prevented from rotating in one direction by a one-way clutch, and power is transmitted between the pump impeller 14p and the turbine impeller 14t via a fluid. . That is, in the torque converter 14 of the present embodiment, the pump impeller 14p corresponds to the input rotating member, the turbine impeller 14t corresponds to the output rotating member, and the power of the engine 12 is transmitted to the continuously variable transmission 18 side via the fluid. Is transmitted to. Also, a known lockup clutch 26 is provided between the pump impeller 14p and the turbine impeller 14t, which can be directly connected between the pump impeller 14p and the turbine impeller 14t. Further, the pump impeller 14p controls the transmission of the continuously variable transmission 18, generates the belt clamping pressure of the continuously variable transmission 18, controls the operation of the lockup clutch 26, or lubricates each part. A mechanical oil pump 28 is connected which is generated by rotationally driving an operating hydraulic pressure as an original pressure for supplying the oil by the engine 12.

  The forward / reverse switching device 16 is mainly composed of a forward clutch C1 and a reverse brake B1 as a starting clutch, and a double pinion type planetary gear device 16p. The turbine shaft 30 of the torque converter 14 is integrally connected to the sun gear 16s, and the input shaft 32 of the continuously variable transmission 18 is integrally connected to the carrier 16c, while the carrier 16c and the sun gear 16s are connected to the forward clutch C1. The ring gear 16r is selectively fixed to a housing 34 as a non-rotating member via a reverse brake B1. The forward clutch C1 and the reverse brake B1 correspond to an intermittent device as a predetermined friction engagement device that transmits the power of the engine 12 to the drive wheel 24 side by engagement, and both are frictionally engaged by a hydraulic cylinder. The hydraulic friction engagement device.

  When the forward clutch C1 is engaged and the reverse brake B1 is released, the forward / reverse switching device 16 is brought into an integral rotation state, whereby the turbine shaft 30 is directly connected to the input shaft 32, and the forward drive power is increased. The transmission path is established (achieved), and the driving force in the forward direction is transmitted to the continuously variable transmission 18 side. When the reverse brake B1 is engaged and the forward clutch C1 is released, the forward / reverse switching device 16 establishes (achieves) the reverse power transmission path, and the input shaft 32 is connected to the turbine shaft 30. On the other hand, it is rotated in the opposite direction, and the driving force in the reverse direction is transmitted to the continuously variable transmission 18 side. When both the forward clutch C1 and the reverse brake B1 are released, the forward / reverse switching device 16 enters a neutral state (power transmission cut-off state) in which power transmission is cut off.

As the engine 12, for example, a gasoline engine such as an internal combustion engine that generates power by combustion of fuel, a diesel engine, or the like is preferably used, but another prime mover such as an electric motor may be used in combination with the engine. The intake pipe 36 of the engine 12, the electronic throttle valve 40 for electrically controlling the intake air quantity Q _AIR of the engine 12 using the throttle actuator 38 is provided.

  The continuously variable transmission 18 is an input side member provided on the input shaft 32 and an effective diameter that is an output side member provided on the drive side pulley (primary pulley, primary sheave) 42 and the output shaft 44 having a variable effective diameter. Is provided with a pair of variable pulleys 42, 46 of a variable driven pulley (secondary pulley, secondary sheave) 46, and a transmission belt 48 wound between the pair of variable pulleys 42, 46. This is a belt type continuously variable transmission in which power is transmitted through frictional forces between the variable pulleys 42 and 46 and the transmission belt 48.

The driving pulley 42 includes a fixed rotating body 42a fixed to the input shaft 32, a movable rotating body 42b provided so as not to be rotatable relative to the input shaft 32 and movable in the axial direction, and a space between them. And a drive side hydraulic cylinder (primary pulley side hydraulic cylinder) 42c as a hydraulic actuator for applying a thrust for changing the V groove width. The driven pulley 46 includes a fixed rotating body 46a fixed to the output shaft 44, a movable rotating body 46b provided so as not to be rotatable relative to the output shaft 44, and movable in the axial direction. And a driven hydraulic cylinder (secondary pulley hydraulic cylinder) 46c as a hydraulic actuator that applies thrust for changing the V groove width between the two. In the continuously variable transmission 18 configured as described above, for example, the supply / discharge flow rate of the hydraulic oil to the drive side hydraulic cylinder 42c is controlled by the hydraulic control circuit 100 (see FIGS. 2 and 3), thereby a pair of variable pulleys. 42 and 46 V-groove widths are changed to change the engagement diameter (effective diameter) of the transmission belt 48, and the gear ratio (gear ratio) γ (= input shaft rotational speed N _IN / output shaft rotational speed N _OUT ) is continuous. Can be changed. The secondary pressure Pout (corresponding to the belt clamping pressure Pd), which is the hydraulic pressure of the driven hydraulic cylinder 46c, is regulated by the hydraulic control circuit 100, so that the transmission belt 48 does not slip to the secondary pressure Pout. Accordingly, the frictional force (belt clamping pressure) between the pair of variable pulleys 42 and 46 and the transmission belt 48 is controlled. As a result of such control, a primary pressure (shift control pressure) Pin, which is the hydraulic pressure of the drive side hydraulic cylinder 42c, is generated.

  FIG. 2 is a block diagram illustrating a main part of a control system provided in the vehicle 10 in order to control the engine 12, the continuously variable transmission 18, and the like. In FIG. 2, the vehicle 10 is provided with an electronic control device 50 including a control device for a vehicle continuously variable transmission related to, for example, shift control of the continuously variable transmission 18. The electronic control unit 50 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example, and the CPU stores a program stored in the ROM in advance using a temporary storage function of the RAM. Various control of the vehicle 10 is executed by performing signal processing according to the above. For example, the electronic control unit 50 performs output control of the engine 12, shift control of the continuously variable transmission 18, belt clamping pressure control, torque capacity control of the lockup clutch 26, and the like. The engine control, the continuously variable transmission 18 and the lockup clutch 26 are controlled separately.

The electronic control unit 50 includes, for example, an engine rotation speed N that is the rotation angle (position) _ACR of the crankshaft 13 detected by the crankshaft rotation speed sensor 52 and the rotation speed of the crankshaft 13 (that is, the rotation speed of the engine 12). A signal representing _E , a signal representing the turbine rotational speed _NT , which is the rotational speed of the turbine shaft 30 detected by the turbine rotational speed sensor 54, and the rotational speed of the input shaft 32 detected by the input shaft rotational speed sensor 56 (ie, none). signal representing the input shaft speed N _iN input is the rotational speed) of the variable transmission 18, the rotational speed of the output shaft 44 corresponding to the vehicle speed V detected by the output shaft rotation speed sensor 58 (i.e. of the continuously variable transmission 18 signal representing the output shaft speed N _OUT is the output rotational speed), the electronic throttle valve 4 detected by the throttle sensor 60 Signal representing the a opening the throttle valve opening theta _TH, the operation of the hydraulic control circuit 100 detected by the cooling water temperature TH _W signal representative of, CVT oil temperature sensor 64 of the engine 12 detected by a coolant temperature sensor 62 A signal representing the hydraulic oil temperature TH _CVT , which is the temperature of the oil, a signal representing the intake air amount Q _AIR of the engine 12 detected by the intake air amount sensor 66, and the vehicle 10 by the driver detected by the accelerator opening sensor 68 A signal indicating the accelerator opening degree Acc that is the operation amount of the accelerator pedal 70 as an acceleration request amount (driver request amount), a kick down on that indicates the maximum depression of the accelerator pedal 70 detected by the kick down switch 72 (that is, the accelerator fully open). A signal indicating KD _ON , a service brake detected by the foot brake switch 74 Signal representing the brake ON B _ON the foot brake pedal is operated indicating in a foot brake operation (the in depressing), a lever position (operating position, shift position) of a shift lever 78 detected by a lever position sensor 76 P _SH Each of the signals representing is supplied.

Further, the electronic control from the device 50, for example, an engine output control command signal S _E for the output control of the engine _12, the shift control command signal S _T or the like for changing the speed ratio γ of the continuously variable transmission 18 is outputted Is done. Specifically, as the engine output control command signal S _E, to control the amount of fuel injected from the throttle signal and the fuel injection device 80 for controlling the opening and closing of the electronic throttle valve 40 by driving the throttle actuator 38 And an ignition timing signal for controlling the ignition timing of the engine 12 by the ignition device 82 are output. Further, as the shift control command signal S _T, the hydraulic pressure command signal for driving the solenoid valve DS1 and the solenoid valve DS2 for controlling the flow of hydraulic fluid to the drive-side hydraulic cylinder 42c, the belt clamping pressure of the transmission belt 48 adjusted hydraulic pressure command signal for driving the squeezing force control command signal S _B for example, a linear solenoid valve pressure to secondary pressure Pout tone SLS for causing, such as hydraulic pressure command signal for driving a linear solenoid valve for pressurizing regulating the line pressure P _L is It is output to the hydraulic control circuit 100.

FIG. 3 shows the main part of the hydraulic control circuit 100 related to the belt clamping pressure control, the transmission gear ratio control of the continuously variable transmission 18, the engagement hydraulic control of the forward clutch C1 and the reverse brake B1 associated with the operation of the shift lever 78, and the like. FIG. In FIG. 3, a hydraulic control circuit 100 includes a transmission ratio control valve UP116 that functions as a transmission control valve that controls the flow rate of hydraulic oil to the drive hydraulic cylinder 42c and a transmission ratio so that the transmission ratio γ can be continuously changed. According to the operation of the shift lever 78 so that the control valve DN118, the clamping pressure control valve 120 that regulates the secondary pressure Pout so that the transmission belt 48 does not slip, the forward clutch C1 and the reverse brake B1 are engaged or released. A manual valve 122 or the like for mechanically switching the oil passage is provided. The shift lever 78 is arranged in the vicinity of the driver's seat, for example, and is well positioned in the well-known “P” position (parking position), “R” position (reverse travel position), and “N” position. (Neutral position), "D" position (forward running position), and "L" position (engine brake position) are manually operated to one of five lever positions _PSH .

Here, the first line oil pressure _PL1 in the oil pressure control circuit 100 is, for example, a relief type primary using the working oil pressure output (generated) from the mechanical oil pump 28 driven to rotate by the engine 12 as a source pressure. regulator valve (first line pressure regulating valve) 110 by such that pressure is regulated to a value corresponding to the input torque T _iN, etc. to the continuously variable transmission 18 based on the control oil pressure which is the output oil pressure of the linear solenoid valve (not shown) It has become. Further, the second line oil pressure P _L2 is, for example, a relief type secondary regulator valve (for example, a relief type secondary regulator valve (for example, using the oil pressure discharged from the primary regulator valve 110 for regulating the first line oil pressure P _L1 by the primary regulator valve 110). The second line hydraulic pressure adjusting valve) 112 adjusts the pressure based on a control hydraulic pressure that is an output hydraulic pressure of a linear solenoid valve (not shown). Moreover, modulator pressure P _M, for example adapted to be pressure regulated to a constant pressure based on the control oil pressure which is the output oil pressure of the linear solenoid valve (not shown) by the modulator valve 114 to the first line pressure P _L1 as source pressure Yes.

The transmission ratio control valve UP116 is provided so as to be movable in the axial direction, thereby opening and closing the input / output port 116t and the input / output port 116i, and the spool valve element 116a as an input / output port 116t and an input / output port 116i. Spring 116b as an urging means for urging in a direction in which the input / output port communicates with each other, and a thrust in a direction in which the input / output port 116t and the input / output port 116i communicate with each other are accommodated in the spool 116a. In order to apply an oil chamber 116c that receives a control oil pressure _PS2 that is an output oil pressure of the solenoid valve DS2 that is duty-controlled by the electronic control device 50, and a thrust in a direction to close the input / output port 116i to the spool valve element 116a. Soleno that is duty controlled by the electronic control unit 50 And an oil chamber 116d for receiving a control oil pressure _PS1 which is an output oil pressure of the id valve DS1. The transmission ratio control valve DN118 is provided so as to be movable in the axial direction, and serves as a spool valve element 118a that opens and closes the input / output port 118t, and an urging unit that urges the spool valve element 118a in the valve closing direction. A spring 118b, an oil chamber 118c that accommodates the spring 118b and receives the control hydraulic pressure _{PS1 in order} to give a thrust in the valve closing direction to the spool valve element 118a, and a thrust in the valve opening direction to the spool valve element 118a Therefore, an oil chamber 118d for receiving the control oil pressure _PS2 is provided.

The solenoid valve DS1 is controlled to supply hydraulic oil to the drive side hydraulic cylinder 42c to increase its hydraulic pressure and to reduce the V groove width of the drive side pulley 42 to reduce the speed ratio γ, that is, control to the upshift side. The hydraulic pressure _PS1 is output. Further, the solenoid valve DS2 discharges the hydraulic oil in the drive side hydraulic cylinder 42c, lowers its hydraulic pressure, increases the V groove width of the drive side pulley 42, and controls to the side that increases the gear ratio γ, that is, the downshift side. Control oil pressure _PS2 . Specifically, the first line pressure _{P L1} results is supplied to the drive side hydraulic cylinder 42c via the input and output ports 116t input to the supply port 116s and control hydraulic pressure _{P S1} is output speed ratio control valve UP116 Therefore, the primary pressure Pin is continuously controlled. When the control hydraulic pressure _PS2 is output, the hydraulic oil in the drive side hydraulic cylinder 42c is discharged from the discharge port 118x via the input / output port 116t, the input / output port 116i, and the input / output port 118t. As a result, the primary pressure Pin is reduced. Continuously controlled.

The clamping pressure control valve 120 is, for example, provided so as to be movable in the axial direction, and a spool valve element 120a that opens and closes the output port 120t, and a spring 120b as an urging means that urges the spool valve element 120a in the valve opening direction. And an oil chamber that receives the control hydraulic pressure P _SLS that is the output hydraulic pressure of the linear solenoid valve SLS that is duty-controlled by the electronic control unit 50 to accommodate the spring 120b and apply the thrust in the valve opening direction to the spool valve element 120a. 120c, and a feedback oil chamber 120d that receives the secondary pressure Pout that is output to apply a thrust in the valve closing direction to the spool valve element 120a. The clamping force control valve 120, the control oil pressure P _SLS from the linear solenoid valve SLS to the continuously variable transmission 18 corresponding to the continuous tone pressure control to transfer torque to the first line pressure P _L1 as a pilot pressure The secondary pressure Pout corresponding to the input torque _TIN or the like is output.

In the manual valve 122, a constant oil pressure to the pressure-regulated the modulator pressure _{P M} is provided by the input port 122a for example modulator valve 114. When the shift lever 78 is operated to the "D" position or "L" position, and the reverse brake modulator pressure P _M is supplied to the forward clutch C1 via a forward output port 122f as forward running output pressure The oil passage of the manual valve 122 is switched so that the hydraulic oil in B1 is drained (discharged), for example, to the atmospheric pressure from the reverse output port 122r via the discharge port EX, and the forward clutch C1 is engaged and reversely moved. The brake B1 is released.

Further, when the shift lever 78 is operated to the "R" position, modulator pressure P _M is the hydraulic fluid in the fed and the forward clutch C1 to the reverse brake B1 via the reverse output port 122r as reverse running output pressure Is switched from the forward output port 122f via the discharge port EX to the atmospheric pressure, for example, so that the oil passage of the manual valve 122 is switched, the reverse brake B1 is engaged, and the forward clutch C1 is released. Be made.

  Further, when the shift lever 78 is operated to the “P” position or the “N” position, the oil path from the input port 122a to the forward output port 122f and the oil path from the input port 122a to the reverse output port 122r are both And the oil path of the manual valve 122 is switched so that the hydraulic oil in the forward clutch C1 and the reverse brake B1 is drained from the manual valve 122, and both the forward clutch C1 and the reverse brake B1 are connected. Be released.

Specifically, FIG. 4 is a functional block diagram for explaining a main part of the control function by the electronic control unit 50. In FIG. 4, an engine output control unit, that is, an engine output control means 90 outputs an engine output control command signal S _E , for example, a throttle signal, an injection signal, an ignition timing signal, etc., for the output control of the engine 12, respectively. Output to the injection device 80 and the ignition device 82. For example, the engine output control means 90 sets the target throttle valve opening θ _TH ^* as the throttle opening θ _TH for obtaining the target engine torque T _E ^* corresponding to the accelerator opening Acc, and the target engine torque T _E ^* is In addition to controlling the opening and closing of the electronic throttle valve 40 by the throttle actuator 38, the fuel injection amount is controlled by the fuel injection device 80, and the ignition timing is controlled by the ignition device 82.

The speed change control unit, that is, the speed change control means 92, for example, the vehicle speed V and the target input shaft rotation that are experimentally obtained and stored in advance using the accelerator operation amount Acc corresponding to the driver's acceleration request amount as shown in FIG. A target input which is a target rotational speed of the input shaft 32 as a rotational element to be subjected to the shift control based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from the relationship with the speed N _IN ^* (shift map). Set the shaft rotation speed N _IN ^* . Then, the shift control means 92, for example, the actual input shaft rotational speed N _IN and the target input so that the actual input shaft rotational speed (actual input shaft rotational speed) N _IN matches the target input shaft rotational speed N _IN ^*. Based on the rotational deviation ΔN _IN (= N _IN ^* −N _IN ) with respect to the shaft rotational speed N _IN ^* , the continuously variable transmission 18 is shifted by, for example, feedback control. That is, the shift control unit 92 controls the flow rate of the hydraulic oil to the drive side hydraulic cylinder 42c based on the rotation deviation ΔN _IN to change the V groove width of the pair of variable pulleys 42, 46. determine the (hydraulic pressure command) S _T, continuously changing the speed ratio γ and outputs the shift control command signal S _T to the hydraulic control circuit 100. The hydraulic control circuit 100 actuates the solenoid valve DS1 and the solenoid valve DS2 so shifting of the continuously variable transmission 18 is executed in accordance with the shift control command signal S _T from the shift control unit 92 to the drive side hydraulic cylinder 42c The primary pressure Pin is adjusted by supplying and discharging hydraulic fluid.

The shift map as shown in FIG. 5 corresponds to the shift condition, and the target input shaft rotational speed N _IN ^* is set so that the larger the vehicle speed V is and the larger the accelerator opening Acc is, the larger the gear ratio γ is. ing. Further, since the vehicle speed V corresponds to the output shaft rotation speed _{N OUT,} which is the target value of the input shaft rotational speed _{N IN} target input shaft rotational speed _{N IN} ^* is the target speed ratio ^{_{γ * (= N IN * /}} N OUT) Is determined within the range of the minimum transmission ratio γmin (highest speed gear ratio, highest Hi) and the maximum transmission ratio γmax (lowest speed gear ratio, lowest Low) of the continuously variable transmission 18. In addition, this shift map is experimentally obtained and stored in advance so as to achieve both drivability (power performance) and fuel efficiency (fuel efficiency), for example.

The belt clamping pressure control unit, that is, the belt clamping pressure control means 94 is experimentally obtained and stored in advance so that belt slip does not occur with the input torque T _IN of the continuously variable transmission 18 as shown in FIG. 6 as a parameter. The input torque T _IN of the continuously variable transmission 18 and the actual transmission ratio γ (= N _IN / N _OUT ) from the relationship between the transmission gear ratio γ and the required hydraulic pressure (corresponding to the target belt clamping pressure) Pd ^* (belt clamping pressure map). The target belt clamping pressure Pd ^* is set based on the vehicle state indicated by. Then, the belt clamping pressure control unit 94, outputs the target belt clamping pressure Pd ^* is squeezing force control command signal S _B for pressure regulating the secondary pressure Pout of the driven-side hydraulic cylinder 46c so as to obtain the hydraulic pressure control circuit 100 To do. The hydraulic control circuit 100 actuates the linear solenoid valve SLS so as secondary pressure Pout is increased or decreased pressure of the secondary pressure Pout tone according squeezing force control command signal S _B from the belt clamping pressure control unit 94. Thus, the belt clamping pressure control unit 94, by controlling the secondary pressure Pout by actuating the linear solenoid valve SLS in accordance with the input torque T _IN of the continuously variable transmission 18, the fuel consumption to the extent that the belt slippage does not occur The belt clamping pressure is controlled to be as low as possible for improvement.

Incidentally, the input torque _{T IN} of the continuously variable transmission 18, for example, the input torque (pump output torque (turbine torque _T T) / torque converter 14 of the engine torque _{T E} to the torque ratio of the torque converter 14 t (= torque converter 14 Torque (= T _E × t) multiplied by the torque T _P )) is calculated by the electronic control unit 50. The engine torque T _E, for example pre-experiments with the engine rotational speed N _E and engine torque T _E of the intake air quantity Q _AIR as the required load of the engine 12 _(or throttle opening theta _TH like equivalent) as a parameter manner sought stored relationship (map, the engine torque characteristic diagram) as shown in FIG. 7 by the electronic control unit 50 as the estimated engine torque T _E es based from the intake air amount Q _aIR and the engine rotational speed N _E Calculated. Alternatively, the engine torque T _E, for example the actual output torque (actual engine torque) of the engine 12 detected by such a torque sensor such as a T _E may be used. The torque ratio t of the torque converter 14 is a function of the speed ratio e of the torque converter 14 (= turbine rotational speed N _T / pump rotational speed N _P (engine rotational speed N _E )). For example, the speed ratio e and torque The actual speed ratio e from the relationship (map, predetermined operating characteristic diagram of the torque converter 14) as shown in FIG. 8 that has been obtained and stored experimentally in advance with the ratio t, efficiency η, and capacity coefficient C. Is calculated by the electronic control unit 50 based on the above. The estimated engine torque T _E es is calculated so as to represent the actual engine torque T _E itself, and unless otherwise distinguished from the actual engine torque T _E , the estimated engine torque T _E es is calculated as the actual engine torque T _E es. it is assumed that the handling of as a T _E. Accordingly, the estimated engine torque T _E es includes the actual engine torque T _E.

Here, in the continuously variable transmission 18 of the present embodiment, for example, the “D” position is a position where the target input shaft rotational speed N _IN ^* is continuously set and the gear ratio γ is automatically and continuously changed. However, depending on the vehicle state, the gear ratio γ can be automatically changed stepwise (stepwise) as in the stepped transmission even when the vehicle is traveling in the “D” position.

Specifically, the shift control means 92 uses the vehicle speed V and the accelerator opening Acc as variables shown in FIG. 9, for example, to store the actual vehicle speed V and the accelerator opening from a relationship (shift map, shift diagram) stored in advance. Shift determination is performed based on the vehicle state indicated by Acc, and the gear stage (shift stage) GS to which the continuously variable transmission 18 is to be shifted is determined. The shift map as shown in FIG. 9 corresponds to the shift conditions in the stepped shift, and the solid line is a shift line for determining an upshift (upshift line), and the broken line is for determining a downshift. In this shift map, seven gear stages from the first gear stage “1st” to the seventh gear stage “7th” are defined. The speed change control means 92 sets the target input shaft speed N _IN ^* (= γ × N _OUT ) by multiplying the preset speed ratio γ corresponding to the determined gear stage GS by the output shaft speed N _OUT, for example. To do. FIG. 10 shows the gear ratios γ1 to γ7 set stepwise in advance corresponding to each gear stage GS for each of the seven gear stages GS of the first gear stage “1st” to the seventh gear stage “7th”. It is an example of the target input shaft rotational speed N _IN ^* (= γ × N _OUT ) in the stepped shift calculated based on the above.

By the way, when both the continuously variable transmission control that continuously changes the transmission gear ratio γ and the stepped transmission control that changes the transmission gear ratio γ in a stepwise manner when the “D” position travels, Calculation of the input shaft rotational speed N _IN ^* and calculation of the stepwise target input shaft rotational speed N _IN ^* are mixed. Therefore, there is a possibility that the control becomes complicated, and it is desirable to realize simplification of the control when both the stepless speed change control and the stepped speed change control are realized at the time of traveling in the “D” position.

In view of this, the shift control means 92 of the present embodiment, for example, in order to simplify the control structure when a plurality of controls are mixed, as in the control structure shown in FIGS. Control mode), that is, a state determination unit (state determination means) A that uniquely determines which shift control mode is in effect, and a target input shaft rotational speed that is calculated individually without interfering with each other A request calculation unit (request calculation unit) B that outputs a plurality of factors serving as basic information of N _IN ^* , and a target input shaft rotation speed that is output from the request calculation unit B according to the control state determined by the state determination unit A N _iN ^* arbitrating several factors underlying information (selection for) the arbitration unit (arbitration unit) that sets a target input shaft rotational speed N _iN ^* used for shift control by three control unit C (control means) Provided.

In FIG. 11, the state determination unit A represents, for example, a plurality of shift control modes using one variable. Specifically, as the plurality of shift control modes, for example, a normal time control mode for traveling with priority on fuel consumption according to a shift map as shown in FIG. 5, for example, an acceleration mode for accelerating driving for increasing the vehicle speed V Control mode, kick-down control mode for executing a kick-down as a step-down down due to a sudden depression of the accelerator, etc., and an up-shift for executing a step-up as a step-up upshift during acceleration traveling It is roughly divided into four shift control modes (control states) of control modes (step-up control modes). Then, the state determination unit A uses the state S as one variable to set the state 1 if it is a control mode at the time of kickdown, state 2 if it is the control mode at the time of acceleration, If the control mode is normal, state 4 is set. For example, the state determination unit A alternatively selects the plurality of shift control modes based on at least one of the actual input shaft rotational speed N _IN , the accelerator opening Acc, and the operating state of the kick down switch 72. Switching and assigning one of the states 1-4 as a predetermined state using the state S. As described above, the state determination unit A simply determines any one of the states 1-4 without referring to what the current target input shaft rotational speed _NIN ^* is, for example. It is.

Specifically, for example, the state determination unit A outputs a signal indicating kick-down on KD _ON from the kick-down switch 72, or the accelerator opening change speed d (Acc) / dt executes the kick-down. When [Condition 1] is satisfied, that is, a predetermined kickdown determination value dAccKD that is obtained and set in advance for determination, the control mode is switched to the kickdown control mode, that is, State 1.

Further, the state determination unit A has a predetermined amount of depression of the accelerator pedal 70 that is determined and set in advance, for example, when the acceleration state flag Facc is on, that is, the accelerator opening degree Acc is determined in advance for determining execution of the acceleration travel. A predetermined acceleration travel determination value dAccon (<kickdown determination) that is in the accelerator opening region Accon and the accelerator opening change speed d (Acc) / dt is obtained and set in advance for determining execution of the acceleration travel. When [Condition 2] that at least one of the value dAccKD) and the kickdown ON KD _ON signal is output is satisfied, the control mode is switched to the acceleration control mode, that is, State 2.

  For example, when [condition 3] that the acceleration state flag Facc is OFF, that is, the condition that the acceleration state flag Facc is ON is not satisfied, the state determination unit A changes to the normal control mode, that is, the state 4 Switch.

For example, when the state determination unit A is in the state 2, the target input shaft rotational speed N _IN ^* is a predetermined up determination value N _IN that is obtained and set in advance for determining execution of the step-up. When [Condition 4] that is greater than or equal to up is established, the control mode is switched to the upshift control mode, that is, State 3. As this [Condition 4], for example, the fact that the rotational change of the actual input shaft rotational speed N _IN is not stagnant and the target input shaft rotational speed N _IN ^* after the upshift is not too low may be added to the conditions. good.

  When two or more conditions of [Condition 1]-[Condition 4] are satisfied at the same time, for example, switching is performed according to the priority order of the state S of the switching destination (transition destination). The priority order is, for example, state 1, state 3, state 2, and state 4 in descending order of priority.

Here, the kick-down and step-up are controlled in a stepwise manner in accordance with seven gear stages GS of the first gear stage “1st” to the seventh gear stage “7th”, that is, target input stepwise. This is a stepwise control (stepwise control) for changing the shaft rotational speed N _IN ^* . Further, the normal traveling according to the shift map as shown in FIG. 5 and the accelerated traveling for increasing the vehicle speed V are the control for continuously changing the speed ratio γ, that is, the continuous changing the target input shaft rotational speed N _IN ^* continuously. Control. Therefore, the arbitrating unit C selects (distinguishes) (ie, alternatively selects) stepwise control and continuous control based on the contents of the state S, for example. That is, the arbitration unit C performs stepwise control when the state S determined by the state determination unit A is state 1 or state 3, and performs continuous control when the state S is state 2 or state 4. .

In the case of the stepwise control in which the target input shaft rotational speed N _IN ^* is changed stepwise, for example, the arbitration unit C independently performs the target input shaft rotation without considering the control flow up to that point. To set the speed N _IN ^* , set the target input shaft rotation speed N _IN ^* as an absolute value. Further, in the case of the continuous control in which, for example, the target input shaft rotational speed N _IN ^* is continuously changed, the arbitration unit C can easily change the target input shaft rotational speed N _IN ^* and control the continuous control. for middle stage control changes the target input shaft rotational speed N _iN ^* continuously regardless of whether or not generated, sequentially sets the target input shaft rotational speed N _iN ^* the difference from the previous value. Moreover, the arbitration unit C, for example in order to clarify the gradual change of the target input shaft rotational speed N _IN ^* by stepwise control, stepwise target input shaft rotational speed N _IN ^* change in stepwise control Are executed in a single shot (ie, discontinuously), that is, the stepwise target input shaft rotational speed N _IN ^* is not set continuously. In other words, the arbitrating unit C changes the stepwise target input shaft rotational speed N _IN ^* in one step in the stepwise control, and the next cycle changes the stepwise target input shaft rotational speed N _IN ^*. Absent.

The request calculation unit B outputs a plurality of factors as basic information for setting the target input shaft rotation speed N _IN ^* in the arbitration unit C. For example, as shown in FIG. 11, the plurality of factors are the change from the previous value of a predetermined basic target rotational speed (base rotational speed) for traveling with priority on fuel consumption, for example, from a shift map as shown in FIG. 5. the amount of change from the previous value of the target input shaft rotational speed N _iN ^* calculated based on the vehicle state (fuel consumption factor), the change from the previous value of the target input shaft rotation speed corresponding to the change in the vehicle speed V N _iN ^* The amount of change (accelerator factor) from the previous value of the target input shaft rotational speed N _IN ^* corresponding to the amount of change (accelerator factor), accelerator opening Acc (accelerator factor), downshift request determined based on the vehicle state, ie downshift after the target input shaft rotational speed N _{iN *} of ^(downshift factor), and the target input shaft rotational speed N _{iN *} ^(upshift after upshift request i.e. upshift is determined on the basis of the vehicle condition It is a factor). Further, the request calculation unit B calculates each of these factors individually without causing mutual interference, and is a factor that becomes basic information of the target input shaft rotational speed N _IN ^* independently of the arbitration unit C. Is output. In this way, the request calculation unit B calculates each factor without referring to what the current target input shaft rotational speed N _IN ^* is, for example, and outputs the target input shaft rotational speed N _IN ^*. It just makes a request for the setting.

Specifically, the request calculation unit B calculates the target input shaft rotational speed N _IN ^* calculated based on the vehicle state indicated by the actual vehicle speed V and the accelerator opening Acc from a shift map as shown in FIG. 5, for example. The difference ΔN _IN ^* n (= current value−previous value) during normal travel between the previous value and the current value is calculated as the fuel consumption factor, and the fuel consumption factor is requested to the arbitration unit C.

Further, the request calculation unit B, for example, a change amount ΔN _OUT (= current vehicle speed N _OUT (i) −previous vehicle speed N) of the vehicle speed V (output shaft rotational speed N _OUT ) to the current speed ratio γ (actual speed ratio γ). _The amount of change ΔN _IN ^* v (= γ × ΔN _OUT ) from the previous value of the target input shaft rotational speed N _IN ^* multiplied by _OUT (i-1)) is calculated as the vehicle speed factor, and the arbitration unit C Demands the vehicle speed factor.

Further, the request calculation unit B accelerates the previous value and the current value of the target input shaft rotational speed N _IN ^* calculated based on the accelerator opening Acc at the current vehicle speed V from a shift map as shown in FIG. A difference ΔN _IN ^* on (= current value−previous value) during travel is calculated as the accelerator factor, and the accelerator factor is requested to the arbitration unit C.

Further, the request calculation unit B determines a gear stage GS to be shifted of the continuously variable transmission 18 based on a vehicle state indicated by an actual vehicle speed V and an accelerator opening Acc, for example, from a shift map as shown in FIG. If the determined shift to the gear stage GS is a downshift, the target input shaft obtained by multiplying the preset speed ratio γ corresponding to the determined gear stage GS by the actual output shaft rotational speed N _OUT. The rotational speed N _IN ^* dn (= γ × N _OUT ) is calculated as the downshift factor, and the arbitration unit C is requested for the downshift factor.

Further, the request calculation unit B determines a gear stage GS to be shifted of the continuously variable transmission 18 based on a vehicle state indicated by an actual vehicle speed V and an accelerator opening Acc, for example, from a shift map as shown in FIG. When the determined shift to the gear stage GS is an upshift, the target input shaft obtained by multiplying the preset speed ratio γ corresponding to the determined gear stage GS by the actual output shaft rotational speed N _OUT. Rotational speed N _IN ^* up (= γ × N _OUT ) is calculated as the upshift factor, and the arbitration unit C is requested for the upshift factor.

Then, the arbitration unit C selects a factor related to each of the plurality of shift control modes from the plurality of factors output by the request calculation unit B based on the content of the state S, for example. Set the target input shaft speed N _IN ^* . Specifically, the arbitration unit C has predetermined factors set to be selected corresponding to each of the states 1-4 from among a plurality of factors output by the request calculation unit B. For example, according to the arbitration table as shown in FIG. 12, the state S at that time is selected from the plurality of factors requested by the request calculation unit B based on the state S determined by the state determination unit A. A related factor is selected, and a target input shaft rotational speed N _IN ^* used for shift control is set based on the selected factor.

In the arbitration table of FIG. 12, for example, when the state S is the state 1, the target input shaft rotational speed N _IN ^* dn as the downshift factor for which the absolute value of the target input shaft rotational speed N _IN ^* is required is It is set to be selected. Further, for example, when the state S is the state 2, a relative value of the target input shaft rotational speed N _IN ^* , that is, a difference from the previous time is required, and the vehicle speed change amount ΔN _IN ^* v as the vehicle speed factor and the accelerator The acceleration traveling difference ΔN _IN ^* on as a factor is set to be selected. For example, when the state S is the state 3, the target input shaft rotational speed N _IN ^* up as the upshift factor that requires the absolute value of the target input shaft rotational speed N _IN ^* is selected. Has been. Further, for example, when the state S is the state 4, the relative value of the target input shaft rotational speed N _IN ^* , that is, the normal travel time difference ΔN _IN ^* n as the fuel consumption factor for which a difference from the previous value is required is selected. Is set to

Therefore, for example, when the state S is the state 1, the arbitration unit C selects the target input shaft rotational speed N _IN ^* dn as the downshift factor, and changes the target input shaft rotational speed N _IN ^* dn. Set as target input shaft rotation speed N _IN ^* used for control. Further, for example, when the state S is the state 2, the arbitration unit C selects a vehicle speed change amount ΔN _IN ^* v as the vehicle speed factor and an acceleration traveling difference ΔN _IN ^* on as the accelerator factor, previous set target input shaft vehicle speed minute variation in the rotational speed _{N iN} ^* _{ΔN iN} ^* v and acceleration running time difference .DELTA.N _iN ^* on a value obtained by adding ^{_{(= N iN * + ΔN iN}} * v + ΔN iN * on the previously set) Are sequentially set as the target input shaft rotational speed N _IN ^* used for shift control. For example, when the state S is the state 3, the arbitration unit C selects the target input shaft rotational speed N _IN ^* up as the upshift factor, and changes the target input shaft rotational speed N _IN ^* up. Set as target input shaft rotation speed N _IN ^* used for control. Further, for example, when the state S is the state 4, the arbitration unit C selects the normal traveling difference ΔN _IN ^* n as the fuel consumption factor, and sets the normal input target rotational speed N _IN ^* to the previously set target input shaft rotational speed N _IN ^*. A value obtained by adding a running difference ΔN _IN ^* n (= N _IN ^* + ΔN _IN ^* n set last time) is sequentially set as a target input shaft rotational speed N _IN ^* used for shift control.

FIG. 13 is a flowchart for explaining a control operation for simplifying the control structure when a main part of the control operation of the electronic control device 50, that is, a plurality of controls are mixed, for example, an extremely high time of about several milliseconds to several tens of milliseconds. It is executed repeatedly with a short cycle time. FIG. 14 is a state transition diagram corresponding to the control operation shown in the flowchart of FIG. 15 and 16 are time charts when the control operation shown in the flowchart of FIG. 13 is executed. FIG. 15 is an example when a shift including kick-down is executed, and FIG. This is an example when a shift including up is executed. Further, each broken line in FIGS. 15 and 16 corresponds to, for example, the target input shaft rotational speed N _IN ^* in the stepped shift for each gear stage GS shown in FIG.

  In FIG. 13, first, in step (hereinafter, step is omitted) S10 corresponding to the shift control means 92 (the state determining unit A), for example, at least one of [condition 1]-[condition 4] is satisfied. The state S is determined as one of the states 1-4 based on whether or not For example, as shown in FIG. 14, when [Condition 1] is satisfied in any of the states 2-4, the state 1 is switched. The switching to the state 1 is not maintained as it is even if the above [condition 1] is satisfied, and is switched to the state 2 in the next cycle (next cycle). Further, when [Condition 2] is satisfied in the state 4, the state 2 is switched. In addition, when [Condition 3] is satisfied in the state 2 or 3, the state 4 is switched. Further, when [Condition 4] is satisfied while in State 2, the state is switched to State 3. The switching to the state 3 is not maintained as it is even if the above [condition 4] is satisfied, and is switched to the state 2 in the next cycle (next cycle). Note that, for example, the state 4 is set at the initial stage of vehicle travel.

Next, in S20 corresponding to the shift control unit 92 (the request calculation unit B), for example, a plurality of factors serving as basic information for setting the target input shaft rotational speed N _IN ^* , a fuel efficiency factor, a vehicle speed factor, an accelerator factor, The downshift factor and the upshift factor are calculated individually without interfering with each other, and are independently requested to the arbitration unit C. Next, in S30 corresponding to the shift control means 92 (the arbitration unit C), for example, the state S determined in S10 and a plurality of factors requested in S20 are acquired. Next, in S40 corresponding to the shift control means 92 (arbitration unit C), for example, according to the arbitration table as shown in FIG. Is selected, and the target input shaft rotational speed N _IN ^* is set based on the selected factor.

For example, when the state is in state 1 in the state transition diagram of FIG. 14, the target input shaft rotational speed N _IN ^* dn as the downshift factor is selected and set as the target input shaft rotational speed N _IN ^* , and the kick down is performed. It is executed (time t2 in FIG. 15). Further, for example, when in state 2 in the state transition diagram of FIG. 14, the vehicle speed change amount ΔN _IN ^* v as the vehicle speed factor and the acceleration travel time difference ΔN _IN ^* on as the accelerator factor are selected, A value obtained by adding these differences to the previously set target value (= previously set N _IN ^* + ΔN _IN ^* v + ΔN _IN ^* on) is sequentially set as the target input shaft rotational speed N _IN ^* , and acceleration traveling is executed ( After time t2 in FIG. 15, time t1 to t2 in FIG. 16, time t3 to t4 in FIG. 16, time t5 to t6 in FIG. 16, time t7 to t8 in FIG. Further, for example, when the state is in state 3 in the state transition diagram of FIG. 14, the target input shaft rotational speed N _IN ^* up as the upshift factor is selected and set as the target input shaft rotational speed N _IN ^*. Up is executed (time t2 to t3 in FIG. 16, time t4 to t5 in FIG. 16, time t6 to time t7 in FIG. 16). Further, for example, when the vehicle is in state 4 in the state transition diagram of FIG. 14, the normal travel difference ΔN _IN ^* n as the fuel consumption factor is selected, and a value obtained by adding this difference to the previously set target value ( ^{_{= n iN * + ΔN iN *}} n previously set) are sequentially set as a target input shaft rotational speed _{n iN} ^*, to the time t1 of normal running (mileage running) is performed (FIG. 15 traveling with priority fuel economy t2 time point and after t8 time point in FIG. 16).

As described above, according to the present embodiment, a plurality of shift control modes (control state, control mode) are expressed using one variable (state S), and the target input shaft rotational speed N _IN ^* is stepwise. Since the stepwise control to change and the continuous control to continuously change the target input shaft rotational speed _NIN ^* are selected based on the state S, for example, even if a plurality of shift control modes are mixed, the steps Since the automatic control and the continuous control are selected and executed, the control structure is simplified.

According to the present embodiment, the stepwise control sets the target input shaft rotational speed N _IN ^* as an absolute value, and the continuous control sets the target input shaft rotational speed N _IN ^* from the previous value. Since the difference is sequentially set, for example, stepwise control indicates the target input shaft rotational speed _NIN ^* as an absolute value, so there is no need to consider the flow of control up to that point, and the target input can be made independently. The shaft rotation speed N _IN ^* can be set. In addition, continuous control is expressed by the difference from the previous value, so that it is easy to continuously change the target input shaft rotational speed N _IN ^* and whether or not stepwise control occurs during the control. The target input shaft rotational speed N _IN ^* can be changed.

In addition, according to the present embodiment, the stepwise control operates the stepwise change of the target input shaft rotational speed _NIN ^{* in} a single shot, and therefore, for example, the step of the target input shaft rotational speed _NIN ^{* by} the stepwise control. Change becomes clear.

Further, according to the present embodiment, the plurality of shift control modes are a normal mode control mode, an acceleration control mode, a kick down control mode, and an upshift control mode, the kick down control mode and the The upshift control mode is executed by the stepwise control, and the normal control mode and the acceleration control mode are executed by the continuous control. For example, the stepwise target input shaft rotational speed N _IN ^* Due to this change, the upshift at the time of kickdown and acceleration running is appropriately executed. In addition, normal traveling and accelerated traveling, which are traveling with priority on fuel consumption, are appropriately executed by continuously changing the target input shaft rotational speed _NIN ^* .

In addition, according to the present embodiment, a necessary factor is selected based on the state S from a plurality of factors serving as basic information for setting the target input shaft rotational speed N _IN ^* , and based on the selected factor. because setting a target input shaft rotational speed N _iN ^* Te, for example, appropriately setting the target input shaft rotational speed N _iN ^* as with the continuous control and the phase control is selected in accordance with the current state S Is done.

In addition, according to the present embodiment, the plurality of factors are the upshift factor, the downshift factor, the fuel consumption factor, the vehicle speed factor, and the accelerator factor. For example, the upshift request, the downshift request, From the previous value of the target input shaft rotational speed N _IN ^* according to the change from the previous value of the target input shaft rotational speed N _IN ^* calculated from the shift map as shown in FIG. Of the target input shaft rotation speed N _IN ^* corresponding to the change in the accelerator opening Acc and the change from the previous value in accordance with the current state S is appropriately selected, and the target input shaft rotation Speed N _IN ^* is set appropriately. Therefore, In its rotation changes extension of the input shaft rotational speed N _IN ^* with a sense of elongation performed stepped upshifting during acceleration traveling can cause rotational change of the engine rotational speed N _E. Further, In its rotational change extension downshift specific input shaft rotational speed N _IN ^* when the accelerator fully open time and the accelerator suddenly depression cause rotational change of the engine rotational speed N _E, the driving force can be properly ensured. In addition, it is possible to appropriately execute traveling that prioritizes fuel consumption. Also, have the input shaft rotational speed N _IN ^* extended in accordance with the increase of the vehicle speed V during acceleration traveling can increases the engine rotational speed N _E.

Further, according to the present embodiment, the plurality of shift control modes are selected based on at least one of the actual input shaft rotation speed N _IN , the accelerator opening Acc, and the operating state of the kick down switch 72. Since one of the states 1-4 as a predetermined state is assigned using the state S, a plurality of shift control modes can be appropriately represented using, for example, one variable (state S). .

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  For example, in the above-described embodiment, the belt-type continuously variable transmission 18 is exemplified as the vehicle continuously variable transmission. However, the power transmission wound around another type of continuously variable transmission such as a pair of variable pulleys 42 and 46 is exemplified. A continuously variable transmission whose member is not a transmission belt 48 but a chain, a well-known traction type continuously variable transmission, a differential mechanism connected to the engine so as to be able to transmit power, and connected to the differential mechanism so as to be able to transmit power. Even in the case of an electric continuously variable transmission or the like in which the differential state of the differential mechanism is controlled by controlling the operating state of the differential motor. Can be applied. In short, a continuously variable transmission for a vehicle that sets a target rotational speed of a rotary element that is subject to shift control based on the vehicle state and executes a shift so that the actual rotational speed of the rotary element becomes the target rotational speed. This embodiment can be applied to any machine.

In the above-described embodiment, the input shaft 32 is exemplified as the rotation element to be subjected to the shift control. However, the present invention is not limited thereto, and for example, the rotation element to be subjected to the shift control is the turbine shaft 30 or the crankshaft 13. However, the present invention can be applied. In such a case, the target rotational speed of the rotating element that is the subject of the shift control is, for example, the target turbine rotational speed _NT ^* or the target engine rotational speed _NE ^* .

  In the above-described embodiment, the present invention is applied to the hydraulic control circuit 100 configured to generate the primary pressure Pin by controlling the flow rate of the hydraulic oil to the primary hydraulic cylinder 42c. For example, the present invention may be applied to the hydraulic control circuit 100 configured to directly control the primary pressure Pin to the primary hydraulic cylinder 42c.

  In the above-described embodiment, the torque converter 14 provided with the lock-up clutch 26 is used as the fluid transmission device. However, the lock-up clutch 26 is not necessarily provided. Instead, other fluid type power transmission devices such as a fluid coupling (fluid coupling) having no torque amplification action may be used.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

18: continuously variable transmission for vehicle 32: input shaft (rotating element subject to shift control)
50: Electronic control device (control device)
72: Kickdown switch

Claims (7)

Control of a continuously variable transmission for a vehicle that sets a target rotational speed of a rotary element to be subjected to shift control based on a vehicle state and executes a shift so that the actual rotational speed of the rotary element becomes the target rotational speed A device,
A plurality of shift control modes are expressed by using one variable, and step-by-step control for changing the target rotation speed step by step and continuous control for continuously changing the target rotation speed are selected based on the contents of the variable. A control device for a continuously variable transmission for a vehicle. The stepwise control is to set the target rotational speed as an absolute value,
2. The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the continuous control sequentially sets the target rotational speed with a difference from a previous value.   3. The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the stepwise control causes a stepwise change in the target rotational speed to be executed in a single shot. 4. The plurality of shift control modes include a normal mode control mode for driving with priority on fuel consumption, an acceleration control mode for accelerating driving, a kickdown control mode for executing kickdown, and an acceleration driving mode. It is an upshift control mode for executing an upshift,
The kickdown control mode and the upshift control mode are executed in the stepwise control,
The control device for a continuously variable transmission for a vehicle according to any one of claims 1 to 3, wherein the normal control mode and the acceleration control mode are executed by the continuous control. A plurality of factors are output as basic information for setting the target rotational speed,
5. The target rotational speed is set by selecting a factor related to each of the plurality of shift control modes from the plurality of factors based on the contents of the variable. The control device for a continuously variable transmission for a vehicle according to the item.   The plurality of factors include an upshift request determined based on the vehicle state, a downshift request determined based on the vehicle state, and a predetermined basic target rotational speed for traveling with priority on fuel consumption from the previous value. 6. The change from the previous value of the target rotation speed according to a change, a change in vehicle speed, and a change from the previous value of the target rotation speed according to a change in accelerator opening. Control device for continuously variable transmission for vehicles.   The plurality of shift control modes may be selected based on at least one of a current target rotational speed of the rotating element, an accelerator opening, and an operating state of a kick down switch for mechanically detecting the accelerator fully open. 7. The control device for a continuously variable transmission for a vehicle according to claim 1, wherein a predetermined state is assigned using the one variable.

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