JP2012117645A - Continuously variable transmission control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission control device, which can set a hydraulic pressure for supplying oil to the continuously variable transmission at the hydraulic pressure more appropriate than the conventional one, by improving correction precision of a driving torque consumed at air-conditioning unit, in calculation of net driving torque transported from engine output shaft to a continuously variable transmission.SOLUTION: The device includes acquiring: an output rotation number (engine rotation number) NE of an engine 1, detected by a rotation sensor 101; and an inlet pressure and an outlet pressure of a compressor 62 of the air conditioner, detected by an inlet pressure sensor 111 and an outlet pressure sensor 112. Based on the data, the driving torque of the air conditioner unit 60 is calculated. The calculated driving torque of the air conditioner unit 60 is used to calculate the net driving torque transported from a crankshaft 11 of the engine 1 to a continuously variable transmission 3. The line pressure generated at a hydraulic control device 7 is corrected based on the calculated net driving torque.

Description

  The present invention relates to a control device for a continuously variable transmission that transmits driving force from an engine to wheels, and more specifically, by improving the correction accuracy of drive torque consumed by an air conditioner unit, The present invention relates to a control device for a continuously variable transmission that can optimize a required side pressure of a belt.

  Conventionally, by subtracting the friction torque and accessory drive torque from the engine output torque, the net torque transmitted from the engine output shaft to the transmission (here, continuously variable transmission) is calculated, and the transmission torque is calculated based on this net torque. A power transmission device that sets a line pressure of a hydraulic control device is known (see, for example, Patent Document 1).

  In the power transmission device disclosed in Patent Document 1, the engine output torque and the friction torque are calculated and estimated based on the engine speed and the intake negative pressure, and the engine speed and the AC generator (hereinafter referred to as “ACG”). ), And accessory drive torque (torque consumed by auxiliary equipment such as ACG) is calculated and estimated.

Japanese Patent No. 3969993

  By the way, in addition to the above ACG, there is an air conditioner unit (hereinafter referred to as “air conditioner unit”) for air conditioning the vehicle interior as an auxiliary machine mounted on the vehicle. The air conditioner unit includes a compressor (A / C compressor) that operates with the driving force of the engine output shaft (crankshaft), and is driven using part of the driving torque transmitted from the engine output shaft to the transmission side. It has come to be.

  The drive torque consumed by the air conditioner unit (hereinafter sometimes referred to as “A / C drive torque”) is not always constant, and varies depending on the driving status of the vehicle, the operating status of the air conditioner unit, and the like. It is. However, in the conventional transmission hydraulic control apparatus, information on the fluctuation of the A / C drive torque has not been transmitted to the transmission side. Therefore, in the calculation of the net torque transmitted from the output shaft of the engine to the transmission side, the value of the air conditioner unit obtained from the test results of the air conditioner unit performed in advance as a value for correcting the A / C drive torque. The maximum drive torque value and the minimum drive torque value were used. Specifically, when the vehicle is accelerated, the minimum driving torque obtained from the above test result is determined as the net torque, and when the vehicle is decelerated, the maximum driving torque obtained from the test result is determined as the net of the A / C driving torque. Control was performed by determining the torques and using them as correction values.

  In this case, in consideration of the error between the correction value of the A / C driving torque and the actual value of the A / C driving torque, a belt required for the drive pulley and the driven pulley of the continuously variable transmission for safety. The side pressure (the pressure on the side surface of each belt of the belt hung between both pulleys) was set high. Therefore, not only the loss of energy transmission efficiency between the pulley and the belt is caused, but also there is a possibility that a problem in durability is caused due to wear of each pulley or belt.

  The present invention has been made in view of the above points, and an object thereof is to correct a driving torque consumed by an air conditioner unit in calculating a net driving torque transmitted from an engine output shaft to a continuously variable transmission. An object of the present invention is to provide a hydraulic control device for a continuously variable transmission that can generate an appropriate hydraulic pressure in the hydraulic control of the continuously variable transmission and improve the lateral pressure of the belt by improving the accuracy.

  In order to solve the above problems, a control device for a continuously variable transmission according to the present invention is a belt-type continuously variable transmission having a drive pulley (31) and a driven pulley (35) for shifting the rotation of an engine (1). Pump for supplying hydraulic oil from a hydraulic pressure supply source (70) to the oil chambers (34, 38) of the drive pulley (31) and the driven pulley (35) in the control device (20) of the machine (3) (71), an air conditioner unit (60) having a compressor (62) driven by the driving force transmitted from the engine (1), and an engine speed detecting means for detecting the speed of the engine (1) ( 101), pressure detection means (111, 112) for detecting the suction pressure and discharge pressure of the compressor (62), and the engine detected by the engine speed detection means (101). On the compressor (62) of the air conditioner unit (60) based on the rotation speed of the compressor (1) and the suction pressure and discharge pressure of the compressor (60) detected by the pressure detection means (111, 112). The air conditioner unit driving torque calculating means (20, 30) for calculating the consumed driving torque and the driving torque of the air conditioner unit (60) calculated by the air conditioner unit driving torque calculating means (20, 30) are used. Net driving torque calculating means (20, 30) for calculating net driving torque transmitted from the output shaft (11) of the engine (1) to the continuously variable transmission (3), and the net driving torque calculating means (20 , 30) is supplied to the oil chambers (34, 38) of the drive pulley (31) and the driven pulley (35) based on the net driving torque calculated in (30). A hydraulic adjusting means (20,7,72) for adjusting the oil pressure supplied to be, characterized in that it comprises a.

  By configuring the control device for the continuously variable transmission in this way, it is possible to more accurately compensate (correct) the fluctuation of the driving torque of the air conditioner unit that fluctuates depending on the driving situation. Can be set to an appropriate value. Therefore, during fuel injection, the hydraulic pressure of the hydraulic oil can be made lower than before, so that the friction of the pump can be reduced and the fuel efficiency (fuel economy) of the vehicle can be improved. In addition, since the lateral pressure of each belt of the continuously variable transmission between the drive pulley and the driven pulley can be set to an appropriate value, the durability of each pulley and belt can be improved. .

  In the control device for a continuously variable transmission according to the present invention, the net driving torque calculating means (20, 30) drives the air conditioner unit (60) calculated by the air conditioner unit driving torque calculating means (20, 30). It is determined whether or not the torque is in a stable state. When determining that the torque is in a stable state, the output shaft (11) of the engine (1) is determined based on the calculated drive torque (C, D) of the air conditioner unit (60). When the net driving torque transmitted to the continuously variable transmission (3) is calculated and it is determined that the continuously variable transmission (3) is not in a stable state, a predetermined constant value (A, B) is driven to the air conditioner unit (60). It is preferable to calculate a net driving torque transmitted from the output shaft (11) of the engine (1) to the continuously variable transmission (3) by using the torque. According to this configuration, when the air conditioner unit driving torque calculated by the air conditioner unit driving torque calculating means is not determined to be in a stable state, the calculated air conditioner unit driving torque is transmitted from the engine output shaft to the continuously variable transmission. By avoiding the calculation of the net driving torque that is performed, the lateral pressure of the belt of the continuously variable transmission can be controlled more appropriately.

  In the continuously variable transmission control device according to the present invention, it is possible to switch whether or not the driving force is transmitted from the output shaft (11) of the engine (1) to the compressor (62) of the air conditioner unit (60). The net drive torque calculating means (20, 30) includes a clutch (69), and the air conditioner unit drive torque calculating means (20) is obtained when a predetermined time (T1) elapses after the clutch (69) is engaged. 20 and 30) may be determined that the driving torque of the air conditioner unit (60) is in a stable state.

  Since the calculated value of the driving torque of the air conditioner unit immediately after the clutch is engaged tends to hunting, the driving torque of the air conditioner unit may not be accurately calculated in this state. Therefore, it may be determined that the drive torque of the air conditioner unit (60) has become stable after a predetermined time for the drive torque of the air conditioner unit to stabilize after the clutch is engaged.

  In the control device for continuously variable transmission according to the present invention, air conditioner unit control means for controlling on / off switching of the air conditioner unit (60) by controlling engagement / disengagement of the clutch (69). (20, 30), and the net driving torque calculating means (20, 30) is the air conditioner unit driving torque calculating means (20, 30) at the time when the clutch (69) is requested to be disengaged. It is determined that the calculated driving torque of the air conditioner unit (60) is not in a stable state, and the air conditioner unit control means (20, 30) determines a predetermined time (T2) from when the clutch (69) is requested to be disengaged. The clutch (69) should be kept engaged until () elapses.

  According to this, when the net drive torque transmitted from the engine output shaft to the continuously variable transmission is calculated using the calculated value of the drive torque of the air conditioner unit, the clutch of the air conditioner unit is released. The clutch of the air conditioner unit can be released after a state in which a predetermined value is used as the driving torque of the air conditioner unit. As a result, after securing the lateral pressure of the belt of the continuously variable transmission for the net driving torque that is not corrected using the calculated value of the driving torque of the air conditioner unit, the oil of the drive pulley and the driven pulley is Control of supply hydraulic pressure supplied to the chamber can be switched. Accordingly, the durability of the pulley and belt can be improved.

  In the control device for a continuously variable transmission according to the present invention, the hydraulic pressure correction means (20, 7, 72) is a driving torque of the air conditioner unit (60) calculated by the air conditioner unit driving torque calculation means (20, 30). It may be corrected so that the larger the is, the lower the supply hydraulic pressure becomes. When the calculated driving torque of the air conditioner unit is large, the net driving torque transmitted from the engine output shaft to the continuously variable transmission is substantially reduced. Therefore, in such a case, the control device for a continuously variable transmission according to the present invention uses the hydraulic pressure supplied to the oil chambers of the drive pulley and the driven pulley so as to reduce the side pressure of the belt of the continuously variable transmission. The correction which reduces is performed.

  In the control device for continuously variable transmission according to the present invention, the hydraulic pressure correction means (20, 7, 72) is more effective when the engine (1) is performing fuel cut than when the engine is operating normally. Correction may be made so that the supply hydraulic pressure becomes higher. When the engine is performing fuel cut, the torque transmitted from the drive wheels of the vehicle to the continuously variable transmission via the differential mechanism increases, and the belt may slip with respect to the drive pulley and the driven pulley. End up. Therefore, in order to prevent the belt from slipping, correction is performed to increase the hydraulic pressure supplied to the oil chambers of the drive pulley and the driven pulley.

  In the control device for a continuously variable transmission according to the present invention, the hydraulic pressure correction means (20) may increase or decrease the line pressure (PL) in accordance with the increase or decrease of the supply hydraulic pressure.

  In addition, the code | symbol described in the parenthesis above illustrates the figure reference code of the corresponding component in embodiment mentioned later for reference.

  According to the present invention, in the calculation of the net driving torque transmitted from the output shaft of the engine to the continuously variable transmission, as a correction for the driving torque consumed by the air conditioner unit, the rotational speed of the engine and the compressor of the air conditioner unit are corrected. By using the correction value considering the suction pressure and the discharge pressure, it is possible to improve the correction accuracy for the driving torque consumed by the air conditioner unit. Therefore, an appropriate hydraulic pressure can be generated in the hydraulic control of the continuously variable transmission.

1 is a schematic configuration diagram of a vehicle to which a control device for a continuously variable transmission according to the present invention is applied. It is a block diagram which mainly shows the control system of an engine and a continuously variable transmission. FIG. 3 is a hydraulic circuit diagram showing a hydraulic mechanism of a continuously variable transmission and a torque converter shown in FIG. 2. It is a block diagram which shows the line pressure setting process which sets the line pressure according to an engine output torque at the time of driving | running | working. It is a flowchart which shows the procedure of the process which calculates the drive torque of an air-conditioner unit, and calculates the correction term of the drive torque transmitted to an continuously variable transmission from an engine. It is a graph which shows the relationship between the estimated value of the drive torque of an air-conditioner unit at the time of fuel injection and a fuel cut, and the calculated value of the corrected drive torque which correct | amended the dispersion | variation in the estimated value of this drive torque. It is a flowchart which shows the procedure of ON-OFF control of an air-conditioner unit. It is a time chart which shows the control when the ON request | requirement of an air-conditioner unit is made | formed at the time of fuel injection. It is a time chart which shows the control when the OFF request | requirement of an air-conditioner unit is made | formed at the time of fuel injection.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a schematic configuration diagram of a vehicle to which a control device for a continuously variable transmission according to the present invention is applied. As shown in FIG. 1, the vehicle includes an engine (drive source) 1, a torque converter 2, a continuously variable transmission (hereinafter also referred to as “CVT”) 3, a forward / reverse switching device 4, and a differential mechanism 6. Is provided.

  The drive of the engine 1 is output to the crankshaft 11. The rotation of the crankshaft 11 is input to the CVT 3 via the torque converter 2. The torque converter 2 transmits torque via a fluid (hydraulic oil), and includes a front cover 21, a pump impeller 22 formed integrally with the front cover 21, a front cover 21, A turbine impeller (turbine runner) 23 disposed opposite to the pump impeller 22 between the pump impeller 22 and a stator 24 is provided. As shown in FIG. 1, the crankshaft 11 is connected to the pump impeller 22 of the torque converter 2, and the turbine impeller 23 is connected to the main shaft (CVT input shaft) 12.

  A lockup clutch 25 is provided between the turbine impeller 23 and the front cover 21. The lock-up clutch 25 is engaged with the front cover 21 by being pressed toward the inner surface of the front cover 21 under the control of the hydraulic control device 7 based on a command of the AT-ECU 20 described later, and the pressure is released. Thus, lockup control for releasing the engagement with the front cover 21 is performed. Hydraulic oil (ATF: Automatic Transmission Fluid) is sealed in a container formed by the front cover 21 and the pump impeller 22.

  When the lockup control is not performed, relative rotation between the pump impeller 22 and the turbine impeller 23 is permitted. In this state, when the rotational torque of the crankshaft 11 is transmitted to the pump impeller 22 via the front cover 21, the hydraulic oil filling the container of the torque converter 2 is driven by the rotation of the pump impeller 22. Circulation from the vehicle 22 to the turbine impeller 23 and then to the stator 24. Thereby, the rotational torque of the pump impeller 22 is transmitted to the turbine impeller 23 to drive the main shaft 12.

  On the other hand, during the lock-up control, the lock-up clutch 25 is engaged, and the front cover 21 and the turbine impeller are not rotated from the front cover 21 to the turbine impeller 23 via hydraulic oil. 23 rotate integrally, and the rotational torque of the crankshaft 11 is directly transmitted to the main shaft 12.

  As with the torque converter 2, the continuously variable transmission 3 is controlled in its shifting operation by controlling the hydraulic pressure by the hydraulic control device 7 based on a command from the AT-ECU 20 described later. The continuously variable transmission 3 is hung between the drive pulley 31 disposed on the main shaft 12, the driven pulley 35 disposed on the counter shaft 13 parallel to the main shaft 12, and the drive pulley 31 and the driven pulley 35. And a metal belt 39 to be rotated.

  The drive pulley 31 includes a fixed pulley half 32 that is fixedly disposed on the main shaft 12 and a movable pulley half 33 that is movable relative to the fixed pulley half 32 in the axial direction. A drive side cylinder chamber (oil chamber) 34 is formed on the side of the movable pulley half 33. The driven pulley 35 includes a fixed pulley half 36 that is fixed to the counter shaft 13 and a movable pulley half 37 that can move relative to the fixed pulley half 36 in the axial direction. A driven cylinder chamber (oil chamber) 38 is formed on the side of the movable pulley half 37. By supplying hydraulic oil to the drive side cylinder chamber 34 and the driven side cylinder chamber 38 by a hydraulic control device 7 which will be described later, the movable pulley halves 33 and 37 can be moved in the axial direction. Drive side pressure and driven side pressure are generated. The details of the hydraulic control device 7 will be described later with reference to FIG. The fixed pulley half 32 of the drive pulley 31 is connected to the forward / reverse switching device 4 disposed on the main shaft 12.

  The forward / reverse switching device 4 includes a forward clutch 46, a reverse brake 47, and a planetary gear mechanism 41 disposed therebetween. The planetary gear mechanism 41 includes a sun gear 42 connected to the main shaft 12, a ring gear 45 connected to the fixed pulley half 32 of the drive pulley 31, and a pinion gear 43 that is provided between the sun gear 42 and the ring gear 45 and meshes therewith. With. The pinion gear 43 is connected to the reverse brake 47 via the planetary carrier 44.

  When the forward clutch 46 is operated (engaged) in the forward / reverse switching device 4, the ring gear 45 of the planetary gear mechanism 41 is connected to the main shaft 12, and the sun gear 42 and the ring gear 45 rotate integrally with the main shaft 12. Therefore, the drive pulley 31 is rotationally driven in the same direction (forward direction) as the main shaft 12 by the rotational drive of the engine 1. When the reverse brake 47 is actuated (engaged) in the forward / reverse switching device 4, the planetary carrier 44 is fixedly held, so that the ring gear 45 is rotationally driven in the direction opposite to that of the sun gear 42. Therefore, the drive pulley 31 is rotationally driven in the reverse direction (reverse direction) to the main shaft 12 by the rotational drive of the engine 1.

  In the continuously variable transmission 3, speed change control is performed between the drive pulley 31 and the driven pulley 35, and the counter shaft 13 is rotationally driven. The rotation of the counter shaft 13 is transmitted to the secondary shaft 14 via the reduction gears 51 and 52. Then, the rotation of the secondary shaft 14 is transmitted to the differential mechanism 6 via the reduction gears 53 and 54, and is divided by the differential mechanism 6 and left and right drive wheels (not shown) via the left and right drive shafts 15 and 16. Is transmitted to.

  Further, a drive sprocket 66 installed on the crankshaft 11 so as not to rotate relative to the crankshaft, an air conditioner shaft 65 installed parallel to the crankshaft 11, a driven sprocket 67 installed on the air conditioner shaft 65 so as not to rotate relative to the crankshaft 11, and a drive. The chain 68 spanned between the sprocket 66 and the driven sprocket 67, the compressor 62 driven by the rotation of the air conditioner shaft 65, and the rotary shaft 62a of the compressor 62 and the air conditioner shaft 65 were installed. And a clutch 69. Whether or not the driving force is transmitted from the crankshaft 11 side to the compressor 62 is switched by switching the engagement / disengagement of the clutch 69. The compressor 62 is a component of the air conditioner unit 60 described later.

  FIG. 2 is a block diagram mainly showing a control system of the engine 1 and the continuously variable transmission 3. In the present embodiment, the vehicle controls the engine-ECU 10 for controlling the engine 1, the torque converter 2, the continuously variable transmission 3, the forward / reverse switching device 4, and the hydraulic control device 7 in addition to the above-described configuration. An AT-ECU 20. The vehicle also includes an air conditioner unit (hereinafter referred to as “air conditioner unit”) 60. The air conditioner unit 60 includes an evaporator 61 that vaporizes the refrigerant, a compressor 62 that sucks and compresses the refrigerant gas evaporated by the evaporator 61, a capacitor 63 that cools and liquefies the high-temperature and high-pressure gaseous refrigerant compressed by the compressor 62, and a high-pressure liquid An expansion valve 64 or the like that converts the refrigerant into a low-pressure, low-temperature mist refrigerant is provided. The vehicle includes an A / C-ECU 30 for controlling the air conditioner unit 60.

  A rotational speed sensor 101 for detecting the output rotational speed of the engine 1 is provided in the vicinity of the crankshaft 11 of the engine 1. A rotation speed sensor 102 that detects the input rotation speed of the continuously variable transmission 3 is provided in the vicinity of the main shaft 12 on the output side of the torque converter 2. Further, rotation speed sensors 103 and 104 for detecting the rotation speeds of the drive pulley 31 and the driven pulley 35 are provided in the vicinity of the drive pulley 31 and the driven pulley 35 of the continuously variable transmission 3. In the vicinity of the reduction gear 52, a rotation speed sensor 105 is provided for detecting the rotation speed of the reduction gear 52 corresponding to the rotation speed of the counter shaft 13 that is the output shaft of the continuously variable transmission 3. An electrical signal corresponding to the rotation speed detected by each of the rotation speed sensors 101 to 105 is output to the AT-ECU 20. The detection signal of the rotation speed sensor 105 may be used for detecting (calculating) the vehicle speed V of the vehicle.

  A water temperature sensor 106 for detecting an engine cooling water temperature TW that is the temperature of the cooling water for the engine 1 is provided in the vicinity of a cooling water channel (not shown) of the engine 1. An electrical signal corresponding to the engine coolant temperature TW detected by the water temperature sensor 106 is output to the engine-ECU 10. An intake pipe (not shown) to the engine 1 is provided with a pressure sensor (intake negative pressure sensor) 107 that measures a negative pressure (intake negative pressure) PB generated in the intake stroke of the engine 1. An electric signal corresponding to the intake negative pressure PB measured by the pressure sensor 107 is output to the engine-ECU 10. Although not shown, the intake pipe of the engine 1 is provided with an air flow sensor or the like for measuring the intake air amount.

  Furthermore, the vehicle according to the present embodiment includes a shift lever 8 and an accelerator pedal 9 that are operated by the driver while the vehicle is running or parked. In the vicinity of the shift lever 8, a shift lever position sensor 108 for detecting the position POS of the shift lever 8 operated by the driver is provided. As is well known, the position POS of the shift lever 8 includes, for example, P (parking), R (reverse travel), N (neutral), D (forward travel), and the like. The shift lever position sensor 108 outputs an electrical signal corresponding to the position POS such as R, N, and D selected by the driver to the AT-ECU 20.

  Further, in the vicinity of the accelerator pedal 9, an accelerator pedal opening sensor 109 for detecting an accelerator pedal opening APAT corresponding to the depression of the accelerator pedal 9 and an opening corresponding to the depression of the accelerator pedal 9 are set. A throttle opening sensor 110 for detecting the throttle opening (throttle opening) TH of the engine 1 is provided. Electric signals corresponding to the accelerator pedal opening APAT detected by the accelerator pedal opening sensor 109 and the throttle opening TH detected by the throttle opening sensor 110 are output to the engine-ECU 10.

  As shown in FIG. 2, a suction pressure sensor (pressure detection means) 111 for detecting the suction pressure of the compressor 62 and a discharge pressure are respectively provided in the suction portion 62a and the discharge portion 62b of the compressor 62 provided in the air conditioner unit 60. A discharge pressure sensor (pressure detection means) 112 for detection is provided. An electric signal corresponding to the suction pressure and the discharge pressure of the compressor detected by the suction pressure sensor 111 and the discharge pressure sensor 112 is output to the A / C-ECU 30.

  Note that the operation of the engine-ECU 10 is not a characteristic part of the present invention, and a detailed description thereof will be omitted. The operations of the AT-ECU 20 and the A / C-ECU 30 will be described later in detail based on the block diagram of FIG. 4 and the flowchart of FIG.

  Next, the configuration of the hydraulic control device 7 will be described in detail with reference to FIG. FIG. 3 is a hydraulic circuit diagram showing a specific configuration of the hydraulic mechanism of continuously variable transmission 3 and torque converter 2 shown in FIG.

  As shown in FIG. 3, the hydraulic control device 7 includes a hydraulic pump 71 for supplying hydraulic oil to the entire hydraulic control device 7. The hydraulic pump 71 is driven by the engine 1, pumps up the hydraulic oil stored in the oil tank (hydraulic supply source) 70, and pumps it to the line pressure regulator valve 72 through the oil passage 81.

  The line pressure regulator valve 72 adjusts the hydraulic oil pumped from the hydraulic pump 71 to generate the line pressure PL. The hydraulic fluid of the line pressure PL adjusted by the line pressure regulator valve 72 is supplied to the first and second regulator valves 76a and 76b through the oil passages 82 and 83, and CR is supplied through the oil passage 84. Supplied to the valve 74.

  The CR valve 74 reduces the line pressure PL of the hydraulic oil to generate a CR pressure (control pressure), and the first to third linear solenoid valves (electromagnetic valves) 75a to 75c via the oil passages 86 to 88. Supply hydraulic oil with CR pressure. The first and second linear solenoid valves 75a and 75b generate output pressures determined according to the excitation control of the corresponding solenoids, respectively, and act on the first and second regulator valves 76a and 76b. As a result, the hydraulic oil of the line pressure PL supplied from the oil passages 82 and 83 passes through the oil passages 91 and 92 and the cylinder chambers of the movable pulley halves 33 and 37 on the drive side and driven side of the continuously variable transmission 3. (Oil chambers) 34 and 38 are supplied, and accordingly, pulley side pressure is generated so that the belt 39 does not slip.

  In this way, by supplying hydraulic oil of the line pressure PL to the drive side and driven side cylinder chambers 34 and 38 and moving the movable pulley halves 33 and 37 in the axial direction, an appropriate pulley side pressure is generated. The pulley widths of the drive pulley 31 and the driven pulley 35 are changed, and the winding radius of the belt 39 is changed. Therefore, by adjusting the pulley side pressures of the drive pulley 31 and the driven pulley 35, the gear ratio for transmitting the output of the engine 1 to the drive wheels (not shown) can be changed steplessly.

  The third linear solenoid valve 75c causes the oil passages 93 and 94 to generate an output pressure determined according to the excitation control of the solenoid. The hydraulic oil supplied to the oil passage 93 is supplied to the manual valve 80 via the CR shift valve 78a. The CR shift valve 78a is on / off controlled by a first (electromagnetic) on / off solenoid 79a. When the driver selects the D (forward) shift position of the shift lever 8, a spool (not shown) of the manual valve 80 moves accordingly, and hydraulic oil is discharged from the reverse brake 47, while the forward clutch The hydraulic pressure is supplied to 46 and the forward clutch 46 is engaged (fastened). When the driver selects the R (reverse) shift position of the shift lever 8, hydraulic oil is discharged from the forward clutch 46, while hydraulic pressure is supplied to the reverse brake 47 and the reverse brake 47 is engaged ( Conclude).

  Further, the hydraulic oil having the line pressure PL is also supplied to the TC regulator valve 73 via the oil passage 85. The TC regulator valve 73 controls the supply of hydraulic oil to the torque converter 2, and the hydraulic oil having the line pressure PL supplied from the line pressure regulator valve 72 is supplied to the LC control valve 77 via the oil passage 95. Supply. The LC control valve 77 supplies the hydraulic oil having the line pressure PL supplied via the TC regulator valve 73 and the oil passage 95 to the LC shift valve 78b via the oil passage 96. The hydraulic oil having the line pressure PL supplied in this way is used for lock-up control of the torque converter 2.

  The LC shift valve 78b controls the engagement (on) / release (off) of the lockup clutch 25 by a second (electromagnetic) on / off solenoid 79b. The lockup clutch 25 is supplied with hydraulic oil from the front side through the LC shift valve 78b and the oil passage 97, and is discharged from the rear side to the oil passage 98. Thereby, the lockup clutch 25 is engaged (fastened). On the other hand, when the hydraulic oil is discharged from the front side to the oil passage 97, the lockup clutch 25 is released (not fastened). The slip amount of the lock-up clutch 25, that is, the engagement capacity when the torque converter 2 is slipped between engagement (at the time of lock-up) and release is the pressure of hydraulic oil supplied to the front side and the back side ( Hydraulic pressure).

  The third linear solenoid valve 75 c supplies CR pressure hydraulic oil to the LC shift valve 78 b via the oil passage 94 and the LC control valve 77. The engagement capacity (slip amount) of the lock-up clutch 25 is adjusted (controlled) by excitation / non-excitation of the solenoid of the third linear solenoid valve 75c by the CR pressure hydraulic oil supplied in this way.

  Thus, in the hydraulic control device 7 of the present embodiment, the hydraulic pump 71 supplies the hydraulic oil from the oil tank 70 to the line pressure regulator valve 72, and the line pressure regulator valve 72 uses the supplied hydraulic oil for the line pressure. PL is generated. By supplying hydraulic oil of this line pressure PL to the drive side and driven side cylinder chambers 34 and 38, the movable pulley halves 33 and 37 of the continuously variable transmission 3 are operated. Further, by supplying the hydraulic oil having the line pressure PL or the hydraulic oil having the CR pressure to the torque converter 2, the lock-up control and the engagement capacity (slip amount) of the torque converter 2 are performed. Further, by supplying the hydraulic oil of CR pressure to the forward clutch 46 or the reverse brake 47 of the forward / reverse switching device 4 through the manual valve 80, the same direction (forward direction) or reverse direction (reverse direction) as the main shaft 12 is achieved. The rotational drive of the engine 1 is transmitted to the left and right drive wheels (not shown).

  Next, the operation of the control device for the continuously variable transmission will be described. FIG. 4 is a block diagram showing a line pressure setting process for setting a line pressure according to the engine output torque during traveling. A line pressure setting process for setting the line pressure PL of the hydraulic control device 7 by the AT-ECU 20 shown in FIG. 2 will be described with reference to FIG.

  First, the AT-ECU 20 acquires the intake negative pressure PB of the engine 1 detected by the pressure sensor 107 via the engine-ECU 10 (block B1), and the rotational speed of the engine 1 detected by the rotational speed sensor 101. NE is acquired (block B2). Then, the AT-ECU 20 is obtained in advance through experiments, calculations, and the like, and is stored in a memory (not shown) in the AT-ECU 20 and is three-dimensional: engine speed NE—intake negative pressure PB—engine output torque (theoretical value) TQ. A reference torque TQTB corresponding to these detected values is calculated using a map (three-dimensional table) (block B3). This reference torque TQTB is a total torque obtained from the engine 1 under an operation condition (reference operation state) under a reference operation parameter, for example, an operation parameter of a predetermined exhaust gas recirculation rate and no retard in a stoichiometric (stoichiometric air-fuel ratio) state. Are previously set in a three-dimensional table corresponding to the intake negative pressure PB and the rotational speed NE. The AT-ECU 20 reads the reference torque TQTB corresponding to the detected intake negative pressure PB and the rotational speed NE from this table, and determines the reference torque TQTB.

  As can be seen from the above description, the reference torque TQTB is the total torque generated from the engine 1 under the reference operation parameter. When the actual operation parameter is different from the reference operation parameter, the actual torque corresponding to this difference is obtained. Is also different. For this reason, the AT-ECU 20 measures actual operating parameters, calculates a correction coefficient KTQ based on the measured operating parameters (block B5), multiplies the reference torque TQTB by the correction coefficient KTQ (block B6), and calculates the actual torque TQTR. calculate.

  The correction coefficient KTQ is a ratio between the reference torque and the actual torque corresponding to the ratio between the reference operation parameter and the actual operation parameter. For example, the correction coefficient KTQAF based on the air-fuel ratio, the correction coefficient KTQEGR based on the exhaust gas recirculation rate in the exhaust gas recirculation control, the correction coefficient KTQIG based on the retard amount, the correction coefficient KTQTA based on the outside air temperature, the KTQPA based on the outside air pressure, the partial cylinder operation KTQCYL or the like based on the state is used, but detailed description thereof is omitted here. Since the actual torque TQTR is calculated in this way, only the reference torque in the reference operation state and the correction coefficient KTQ corresponding to the operation parameter are required, and the amount of data necessary for the actual torque calculation can be reduced. . Thereby, the capacity | capacitance (ROM capacity | capacitance) of the storage medium (memory) which is not illustrated in AT-ECU20 can be made small.

  On the other hand, in parallel with the calculation of the actual torque, the AT-ECU 20 obtains the engine speed NE, intake negative pressure PB, engine friction, which is obtained in advance by experiments, calculations, etc. and stored in a memory (not shown) in the AT-ECU 20. An engine friction torque TQFR corresponding to the detected engine speed NE and intake negative pressure PB is calculated using a three-dimensional map (three-dimensional table) of torque TQFR (block B4). The friction torque TQFR is generated from the resistance torque due to the reciprocating motion of the piston or the shaft rotation and the resistance torque due to the intake / exhaust pumping loss, and is not affected by the above operating parameters, and the intake negative pressure (engine load) PB of the engine 1 and It is determined corresponding to the rotational speed NE of the engine 1. Therefore, the AT-ECU 20 reads the friction torque TQFR corresponding to the detected intake negative pressure PB and the rotational speed NE from this table, and determines the friction torque TQFR.

  Then, the AT-ECU 20 subtracts the friction torque TQFR from the actual torque TQTR calculated as described above (block B7) to calculate the net torque TQOB. Next, the AT-ECU 20 calculates the drive torque TQAC of the engine accessory device (auxiliaries such as the compressor 62 and the hydraulic pump 71 of the air conditioner unit 60) (block B8), and subtracts the accessory drive torque TQAC from the net torque TQOB. (Block B9), the reference output torque TQOPB is calculated. A method for correcting the driving torque consumed by the compressor 62 of the air conditioner unit 60 (hereinafter referred to as “A / C driving torque”) in calculating the driving torque of the engine accessory device will be described later.

  Then, the AT-ECU 20 determines the reference output torque TQOPB calculated in this way as a drive torque transmitted to the input shaft of the continuously variable transmission (transmission) 3 (block B10), and this continuously variable transmission 3 The line pressure PL to be set by the line pressure regulator valve 72 of the hydraulic control device 7 is set (determined) based on the input shaft torque (block B11). The line pressure PL set in this way accurately corresponds to the torque actually transmitted from the crankshaft 11 of the engine 1 to the main shaft 12. For this reason, the lateral pressure of the belt 39 in the drive pulley 31 and the driven pulley 35 set using the line pressure PL can be set accurately (properly). As a result, energy transmission loss between the pulleys 31 and 35 and the belt 39 can be reduced, and wear of the pulleys 31 and 35 and the belt 39 is reduced to improve durability of the belt 39. be able to. In addition, by suppressing the engine energy (hydraulic pump drive energy) used to create the line pressure PL to the minimum necessary, the friction of the hydraulic pump 71 can be reduced and the fuel efficiency of the engine 1 can be improved.

  Next, referring to FIGS. 2 and 5, a correction term for correcting the drive torque transmitted from the crankshaft 11 of the engine 1 to the continuously variable transmission 3 using the calculated A / C drive torque is described. The calculation process (hereinafter referred to as “torque correction term calculation process”) will be described. FIG. 5 is a flowchart showing a procedure of torque correction term calculation processing. This torque correction term calculation processing is executed by the AT-ECU 20 and the A / C-ECU 30 every predetermined time (for example, 10 milliseconds) when the forward clutch 46 or the reverse brake 47 is in gear, for example.

  In the torque correction term calculation process, the AT-ECU 20 first determines whether or not the air conditioner unit 60 is off (step 1). Specifically, this determination is made based on whether or not the clutch 69 of the air conditioner unit 60 is engaged. As a result, if it is determined that the air conditioner unit 60 is off (YES), the A / C drive torque value is set to 0 and output to the AT-ECU 20 (step S12), and the torque correction term calculation process is terminated. On the other hand, when it is determined that the clutch 69 is engaged (NO), the output rotational speed (engine rotational speed) NE of the engine 1 detected by the rotational speed sensor 101 is acquired (step S2) and suction is performed. The suction pressure and discharge pressure of the compressor 62 detected by the pressure sensor 111 and the discharge pressure sensor 112 are acquired (step S3). Then, the A / C-ECU 30 calculates an estimated value of the A / C drive torque from the engine speed NE acquired in step S2 and the suction pressure and discharge pressure of the compressor 62 acquired in step S3 (step S4). .

  Next, it is determined whether or not the estimated value of the A / C driving torque is in a stable state by reading the A / C driving torque stabilization flag (step S5). The specific contents of the determination of the stable / unstable state of the A / C drive torque will be described later. As a result, when it is determined that the estimated value of the A / C drive torque is in an unstable state (NO), the AT-ECU 20 determines whether or not the fuel supply to the engine 1 is stopped in a predetermined operation state. That is, it is determined whether or not the fuel cut (F / C) is being performed (step S9). As a result, when it is determined that the fuel cut is being performed (YES), the AT-ECU 20 calculates a deceleration-side A / C load torque base value for normal control (step S10). Here, the deceleration-side A / C load torque base value for normal control is specifically the maximum driving torque value of the air conditioner unit 60 obtained from a test result of the air conditioner unit 60 performed in advance. The maximum drive torque value is acquired as an estimated value of A / C drive torque. Then, a drive torque correction term is calculated using the acquired estimated value of the A / C drive torque (step S13).

  On the other hand, if it is determined in step S9 that fuel cut is not being performed (NO), fuel injection (FI) in which fuel is being supplied to the engine 1 is being performed, and the AT-ECU 20 performs acceleration on the acceleration side A for normal control. A / C load torque base value is calculated (step S11). The acceleration-side A / C load torque base value for normal control here is specifically the minimum drive torque value obtained from the test result of the air conditioner unit 60 performed in advance, and the minimum drive torque value is It is acquired as an estimated value of A / C drive torque. Then, a drive torque correction term is calculated using the acquired estimated value of A / C drive torque (step S13). Hereinafter, the control performed in steps S9 to S11 is referred to as normal drive torque control. This normal drive torque control is a conventionally performed method for calculating the drive torque of the air conditioner unit 60 used to calculate the net drive torque transmitted from the engine 1 to the continuously variable transmission 3. It is.

  Here, the correction value of the A / C driving torque is set to a different value depending on which of the two operating states during the fuel injection (FI) or the fuel cut (F / C). For the following reasons. That is, during the fuel injection of the engine 1, the drive pulley 31 of the continuously variable transmission 3 is obtained by subtracting the A / C drive torque (positive value) from the drive torque (positive value) of the engine 1. Although the belt side pressure required in the driven pulley 35 is set, if the belt side pressure is set with the estimated value of the A / C drive torque as the drive torque larger than the actual value, the actual input to the continuously variable transmission 3 is made. There is a possibility that the driving torque of the engine 1 is excessively large with respect to the side pressure of the belt, which causes a problem that the belt slips. Therefore, in consideration of such a problem, for the sake of safety, during fuel injection, the minimum driving torque value of the air conditioner unit 60 obtained from the test results of the air conditioner unit 60 performed in advance is used as the estimated value of the A / C driving torque. Like to get as. Accordingly, the side pressure of the belt 39 is reduced as compared with the case where the A / C driving torque is not taken into consideration while preventing an excessive engine driving torque from being input to the continuously variable transmission 3 with respect to the belt side pressure. Therefore, it is possible to contribute to improving the fuel consumption of the vehicle.

  On the other hand, during the fuel cut of the engine 1, the driving torque transmitted to the continuously variable transmission 3 from the driving wheel (not shown) via the differential mechanism 6 (a negative value when the driving torque of the engine 1 is a positive value). The driving torque obtained by subtracting the A / C driving torque (positive value) from the above is used as the belt side pressure required in the drive pulley 31 and the driven pulley 35 of the continuously variable transmission 3. Therefore, if the belt side pressure is set with the estimated value of the A / C drive torque set to a drive torque smaller than the actual value, the drive torque of the engine 1 that is actually input to the continuously variable transmission 3 also becomes the belt torque. There is a possibility of an excessive value with respect to the side pressure, which causes a problem that the belt slips. Therefore, in consideration of such a problem, during the fuel cut, the maximum drive torque value of the air conditioner unit 60 obtained from the test result of the air conditioner unit 60 performed in advance is acquired as the estimated value of the A / C drive torque. I have to. Accordingly, the side pressure of the belt 39 is reduced as compared with the case where the A / C driving torque is not taken into consideration while preventing an excessive engine driving torque from being input to the continuously variable transmission 3 with respect to the belt side pressure. Therefore, it is possible to contribute to improving the fuel consumption of the vehicle.

  On the other hand, if it is determined in the previous step S5 that the estimated value of the A / C drive torque is stable (NO), the AT-ECU 20 stops the fuel supply to the engine 1 in a predetermined operation state. It is determined whether or not fuel cut is in progress (step S6). As a result, when it is determined that fuel cut is in progress (YES), the AT-ECU 20 calculates a deceleration side A / C load torque base value for A / C cooperative control (step S7). The deceleration side A / C load torque base value for A / C cooperative control here is specifically a graph of FIG. 6 to be described later from the estimated value of the A / C drive torque calculated in step S4. Is a calculated value of the corrected A / C driving torque on the deceleration side obtained based on Then, a drive torque correction term is calculated using the obtained calculated value of the corrected A / C drive torque (step S13).

  If it is determined in step S6 that fuel cut is not being performed (NO), fuel injection (FI) in which fuel is being supplied to the engine 1 is in progress, and the AT-ECU 20 is on the acceleration side for A / C cooperative control. An A / C load torque base value is calculated (step S8). The acceleration side A / C load torque base value for A / C cooperative control here is specifically a graph of FIG. 6 to be described later from the estimated value of the A / C drive torque calculated in step S4. Is the calculated value of the corrected acceleration-side A / C drive torque obtained based on Then, a drive torque correction term is calculated using the obtained calculated value of the corrected A / C drive torque (step S13). Hereinafter, the control performed in steps S6 to S8 will be referred to as A / C cooperation drive torque control. This A / C cooperative driving torque control is a method for calculating the driving torque of the air conditioner unit 60 used to calculate the net driving torque transmitted from the engine 1 to the continuously variable transmission 3. This is a characteristic content.

  FIG. 6 is a table of the estimated value of the A / C driving torque calculated in step S4 and the corrected calculated value of the A / C driving torque that corrects the variation in calculating the estimated value of the A / C driving torque. It is a graph which shows the minimum drive torque value and the maximum drive torque value which were obtained from the test result of the data and the air-conditioner unit 60 performed previously. In the normal driving torque control (control performed in steps S9 to S11), the fuel among the minimum driving torque value A and the maximum driving torque value B obtained from the test result of the air conditioner unit 60 shown in the graph of FIG. At the time of injection (acceleration), the minimum drive torque value A is acquired as the A / C drive torque, and at the time of fuel cut (during deceleration), the maximum drive torque value B is acquired as the A / C drive torque. On the other hand, in the driving torque control for A / C cooperation (the control performed in steps S6 to S8), the corrected A / C driving in which the estimated value of the A / C driving torque calculated in step S4 is corrected. Get the calculated value of torque. As shown in FIG. 6, the calculated value of the corrected A / C drive torque includes the calculated value C of the corrected A / C drive torque at the time of fuel injection (acceleration) and the value at the time of fuel cut (during deceleration). There is a calculated value D of the corrected A / C driving torque.

  Here, the content of correcting the estimated value of the A / C drive torque based on the graph of FIG. 6 will be described. First, a predetermined value for correcting the estimated variation is subtracted from the estimated value of the A / C driving torque calculated in step S4. Further, with respect to the value obtained by subtracting the predetermined value, the drive torque value at the time of fuel injection (acceleration side) is replaced with the minimum drive torque value A for a value smaller than the minimum drive torque value A that is the actually measured minimum value. In the drive torque value at the time of fuel cut (deceleration side), a value that is larger than the maximum drive torque value B that is the actually measured maximum value is replaced with the maximum drive torque value B. The values thus obtained are the driving torque value C at the time of fuel injection and the driving torque value D at the time of fuel cut, which are values on the vertical axis in the graph of FIG.

  As described above, the control performed in steps S9 to S11 is the normal drive torque control that has been performed conventionally, and the content of the control is that of the air conditioner unit 60 obtained from the test results of the air conditioner unit 60 performed in advance. Of the maximum and minimum drive torque values, the minimum drive torque value is acquired as the A / C drive torque value during fuel injection (acceleration), and the maximum drive during fuel cut (deceleration) By acquiring the torque value as the value of the A / C driving torque, either the minimum driving torque value or the maximum driving torque value is used as the value of the A / C driving torque. On the other hand, the control performed in step S6 to step S8 is the drive torque control for A / C cooperation according to the present invention, and the content is based on the estimated value of the A / C drive torque calculated in step S4. Based on the graph, the calculated value of the corrected A / C driving torque is acquired.

  Next, the stability determination of the estimated value of the A / C driving torque performed in step S5 will be described. FIG. 7 is a flowchart showing a procedure of ON-OFF control of the air conditioner unit 60 (clutch 69). FIG. 8 is a time chart showing control when the air conditioner unit 60 is requested to be turned on during fuel injection. FIG. 9 is a time chart showing control when the air conditioner unit 60 is requested to be turned off during fuel injection. It is a chart.

  First, in the ON / OFF control of the air conditioner unit 60 shown in FIG. 7, it is determined whether or not there is an ON request for the air conditioner unit 60 from the A / C-ECU 30 to the engine-ECU 10. (Step S14). If there is an ON request (YES), the engine-ECU 10 outputs an ON command for the air conditioner unit 60 to the air conditioner unit 60 and the AT-ECU 20 (step S15). When the ON command for the air conditioner unit is output, the engine-ECU 10 starts the ON timer TM1 (step S16), and then determines whether the ON timer TM1 is equal to or greater than a predetermined value T1 (for example, 2s) (step S16). S17). When it is determined that the ON timer TM1 is equal to or greater than the predetermined value T1 (YES), the stability flag is set to 1 (step S18), and the ON timer TM1 is reset (step S20). On the other hand, when it is determined in step S17 that the ON timer TM1 is not equal to or greater than the predetermined value T1 (NO), the stability flag is set to 0 (step S19), and in step S17, the ON timer TM1 is equal to or greater than the predetermined value T1. Determine whether or not. This process is repeated until the ON timer TM1 reaches a predetermined value T1 or more. The processing from step S14 to step S20 is a procedure when the ON request of the air conditioner unit 60 is made at the time of fuel injection shown in FIG.

  In the control shown in FIG. 8, first, an ON request for the air conditioner unit 60 is output from the A / C-ECU 30 to the engine-ECU 10 (circled symbol 1 in the figure). Next, the engine-ECU 10 outputs an ON command for the air conditioner unit 60 to the air conditioner unit 60 and the AT-ECU 20 (reference numeral 2 in the figure). At the same time, the A / C-ECU 30 calculates an estimated value of the A / C driving torque (reference numeral 3 in the figure). At this time, as shown in FIG. 8, the estimated value of the A / C drive torque immediately after the ON command of the air conditioner unit 60 is output tends to hunt. For this reason, it is inappropriate to use the estimated value of the A / C driving torque at this time as a control value for correcting the driving torque transmitted from the engine 1 to the continuously variable transmission 3. Therefore, when an ON command for the air conditioner unit 60 is output, the engine-ECU 10 sets an A / C drive torque stability flag after a predetermined time (for example, 2 s) has elapsed (reference numeral 4 in the figure). If the AT / ECU 20 determines that the estimated value of the A / C driving torque is stabilized by setting the stability flag of the A / C driving torque, the AT-ECU 20 calculates the normal A / C driving torque for correction in step S11. The drive torque control value is switched to the A / C cooperation drive torque control value calculated in step S8 (reference numeral 5 in the figure). By performing such control, the A / C driving torque can be calculated more accurately, so that the lateral pressure of the belt of the continuously variable transmission 3 can be appropriately controlled.

  On the other hand, if there is no request for turning on the air conditioner unit 60 in the previous step S14 (NO), it is determined whether or not there is a request for turning off the air conditioner unit 60 (step S21). When there is no OFF request of the air conditioner unit 60 (NO), it is determined that the current state is maintained. On the other hand, if there is an OFF request for the air conditioner unit 60 (YES), the OFF timer TM2 is started (step S22), and the stability flag is set to 0 (step S23). Next, it is determined whether or not the OFF timer TM2 is greater than or equal to a predetermined value T2 (for example, 0.1 s) (step S24). If it is determined that the OFF timer TM2 is not equal to or greater than the predetermined value T2, it is determined again in step S24 whether or not the OFF timer TM2 is equal to or greater than the predetermined value T2. This process is repeated until the OFF timer TM2 reaches a predetermined value T2. When it is determined that the OFF timer TM2 is equal to or greater than the predetermined value T2 (YES), the engine-ECU 10 outputs an OFF command for the clutch 69 to the air conditioner unit 60 (step S25). Further, the OFF timer TM2 is reset (step S26). The processing from step S14 to step S26 is a control procedure when the air conditioner unit 60 is requested to be turned off during fuel injection shown in FIG.

  In the control shown in FIG. 9, first, the A / C-ECU 30 outputs an OFF request for the air conditioner unit 60 to the engine-ECU 10 (reference numeral 6 in the figure). At the same time, the engine-ECU 10 releases the A / C driving torque stability flag (= 0) and ends the determination that the estimated value of the A / C driving torque is in a stable state (reference numeral 7 in the figure). . At this time, if the OFF command value of the air conditioner unit 60 is output simultaneously with the OFF request of the air conditioner unit 60, the belt side pressure is reduced to A / C before returning to the normal pressure during normal control from the state where the belt side pressure has been reduced for A / C cooperative control. When the engine torque not subtracted from the / C drive torque is input, an excessive engine torque may be input with respect to the belt side pressure. For this reason, when an OFF request for the air conditioner unit 60 is output, the AT-ECU 20 calculates the A / C driving torque from the driving torque control value for A / C cooperation calculated in step S8 once in step S11. It is switched to the normal drive torque control value (reference numeral 8 in the figure). Then, after a predetermined time (for example, 0.1 s) has elapsed, the engine-ECU 10 outputs an OFF command value for the air conditioner unit 60 to the air conditioner unit 60 (reference numeral 9 in the figure). At the same time, the calculation of the estimated value of the A / C drive torque is terminated (reference numeral 10 in the figure). By controlling in this way, the side pressure of the belt of the continuously variable transmission 3 that had been reduced by the correction by the driving torque control value for A / C cooperation was once corrected by the normal driving torque control value. Since the air-conditioner unit 60 is turned off (the A / C clutch 69 is released) after the state side pressure is increased, the continuously variable transmission 3 of the continuously variable transmission 3 required for the drive torque of the engine 1 that does not subtract the A / C drive torque. The control can be switched after ensuring the belt side pressure. Accordingly, the durability of the pulley and belt can be improved.

  Here, when an OFF request for the air conditioner unit 60 is output, the AT-ECU 20 changes the A / C driving torque from the driving torque control value for A / C cooperation to the normal driving torque control value, and the predetermined time has passed. Although the case where the engine-ECU 10 outputs the OFF command value of the air conditioner unit 60 to the air conditioner unit 60 after the elapse of time has been shown, the AT-ECU 20 also receives the OFF request of the air conditioner unit 60 in addition to this. The A / C drive torque may be immediately changed to 0 (the air conditioner unit 60 is OFF) without changing the A / C cooperation control value from the A / C cooperation control value to the normal drive torque control value. By controlling in this way, it is possible to turn off the air conditioner unit 60 (release the A / C clutch) after more reliably increasing the lateral pressure of the belt of the continuously variable transmission 3 that has been reduced. Accordingly, the durability of the pulley and belt can be improved.

  That is, as shown in FIG. 8, when the air conditioner unit 60 is requested to be turned on at the time of fuel injection, the estimated value of the A / C driving torque is calculated, and the estimated value of the A / C driving torque is determined to be in a stable state. Then, control for changing the A / C drive torque for correction from the normal drive torque control value (value calculated in step S11) to the drive torque control value for A / C cooperation (value calculated in step S8) is performed. As shown in FIG. 9, when it is determined that the A / C drive torque for correction has been returned to the normal drive torque control value when the air conditioner unit 60 is requested to be turned off during fuel injection, the air conditioner unit 60 Control to execute OFF command.

  As described above, the control device for continuously variable transmission 3 according to the present invention is a control device for belt-type continuously variable transmission 3 having drive pulley 31 and driven pulley 35 for shifting the rotation of engine 1. A hydraulic pump 71 for pumping hydraulic oil in the tank 70 to oil passages 82 and 83 connected to the drive side and driven side cylinder chambers 34 and 38 of the movable pulley halves 33 and 37 of the drive pulley 31 and the driven pulley 35, respectively; A line pressure regulator valve 72 that is inserted between the oil passages 82 and 83 and the oil passage 81 and adjusts the pressure of the hydraulic oil supplied to the cylinder chambers 34 and 38, and the driving force transmitted from the engine 1. The auxiliary machines including the air conditioner unit 60 driven by the motor, the rotation speed sensor 101 for detecting the rotation speed NE of the engine 1, and the air conditioner unit 60 are connected. The suction pressure sensor 111 and the discharge pressure sensor 112 for detecting the suction pressure and the discharge pressure of the lesser 62 are provided. The AT-ECU 20 detects the rotation speed NE of the engine 1 detected by the rotation speed sensor 101 and the suction pressure sensor 111. Based on the suction pressure and the discharge pressure of the compressor 62 of the air conditioner unit 60 detected by the discharge pressure sensor 112, the A / C drive torque that is the drive torque consumed in the air conditioner unit 60 is calculated, and the calculated A / C The net driving torque transmitted from the engine 1 to the continuously variable transmission 3 is determined using the C driving torque, and supplied to the cylinder chambers 34 and 38 of the drive pulley 31 and the driven pulley 35 based on the determined driving torque. The supplied hydraulic pressure was corrected.

  By configuring the control device for the continuously variable transmission 3 in this way, it is possible to more accurately compensate (correct) the fluctuation of the A / C drive torque that varies depending on the driving situation, and thereby the line pressure regulator valve. The line pressure PL generated at 72 can be set to an appropriate value. Therefore, the line pressure PL can be set to a lower value than before during fuel injection, so that the friction of the hydraulic pump 71 can be reduced. Further, since the lateral pressure of the belt 39 that is wound between the drive pulley 31 and the driven pulley 35 of the continuously variable transmission 3 is set based on the line pressure PL, the lateral pressure of the belt 39 is reduced. An appropriate value can be set, whereby the durability of the pulleys 31 and 35 and the belt 39 can be improved.

  Further, the estimated value of the A / C driving torque immediately after the clutch 69 is engaged tends to hunting. Therefore, in this state, there is a possibility that the A / C driving torque cannot be accurately calculated. Therefore, in the control device for continuously variable transmission 3 of the present embodiment, as shown in the time chart of FIG. 8, after the clutch 69 of the air conditioner unit 60 is engaged, a predetermined time for the A / C drive torque to be stabilized. Until the time T1 elapses, the net driving torque is not calculated using the calculated value of the A / C driving torque. As a result, the lateral pressure of the belt of the continuously variable transmission 3 can be controlled more appropriately.

  Further, in the control device for continuously variable transmission 3 of the present embodiment, as shown in the time chart of FIG. 9, when there is a request for releasing the clutch 69 of the air conditioner unit 60, the clutch 69 is kept until a predetermined time T <b> 2 elapses. The engagement is maintained. As a result, when the clutch 69 of the air conditioner unit 60 is released from the state in which the driving torque control for A / C cooperation is being performed, the continuously variable transmission 3 reduced by the driving torque control for A / C cooperation has been reduced. The belt side pressure is once increased to the side pressure in the normal driving torque control, and then the clutch 69 of the air conditioner unit 60 is released. Therefore, the control can be switched after ensuring the necessary lateral pressure of the belt of the continuously variable transmission 3 with respect to the driving force of the engine 1 that does not subtract the A / C driving torque. Therefore, durability of the pulley and belt can be improved.

  In the control device for continuously variable transmission 3 of the present embodiment, the AT-ECU 20 increases the supply hydraulic pressure supplied to the cylinder chambers 34 and 38 of the drive pulley 31 and the driven pulley 35 as the A / C drive torque increases. It is corrected so that it becomes lower. When the calculated A / C drive torque is large, the net drive torque transmitted from the engine 1 to the continuously variable transmission 3 is substantially reduced. Therefore, in the control device for continuously variable transmission 3 according to the present invention, in such a case, the oil chambers 34 and 38 of the drive pulley 31 and the driven pulley 35 are provided so as to reduce the side pressure of the belt of the continuously variable transmission 3. Correction is performed to reduce the supply hydraulic pressure supplied to the motor.

  Further, in the control device for continuously variable transmission 3 of the present embodiment, AT-ECU 20 causes each cylinder chamber 34, 38 when the engine 1 is performing fuel cut or engine braking to be performed compared to when the engine 1 is operating normally. The line pressure regulator valve 72 may increase or decrease the line pressure PL in accordance with the increase or decrease of the supply oil pressure.

  As mentioned above, although embodiment of this invention was described in detail based on the accompanying drawing, this invention is not limited to these structures, The technical idea described in the claim, the specification, and drawing Various modifications are possible within the range.

  For example, in the above embodiment, the present invention has been described in detail using the belt-type continuously variable transmission 3 as the continuously variable transmission. However, the present invention is not limited to the belt-type continuously variable transmission 3. The present invention can also be applied to other types of continuously variable transmissions.

1 Engine 3 Continuously variable transmission (CVT)
11 Crankshaft (engine output shaft)
31 Drive pulleys 32, 36 Fixed pulley halves 33, 37 Movable pulley halves 34 Drive side cylinder chamber 35 Driven pulley 38 Driven side cylinder chamber 39 Belt 4 Forward / reverse switching device 46 Forward clutch 47 Reverse brake 60 Air conditioner unit 61 Evaporator 62 Compressor 62a Rotating shaft 62a Suction part 62b Discharge part 63 Capacitor 64 Expansion valve 65 Air conditioner shaft 66 Drive sprocket 67 Driven sprocket 68 Chain 69 Clutch 7 Hydraulic control device 72 Line pressure regulator valve 10 Engine-ECU
20 AT-ECU
30 A / C-ECU
60 Air Conditioner Unit 101 Rotation Speed Sensor 111 Suction Pressure Sensor 112 Discharge Pressure Sensor

Claims (7)

In a control device for a belt-type continuously variable transmission having a drive pulley and a driven pulley for shifting the rotation of an engine,
A pump for supplying hydraulic oil from a hydraulic supply source to the oil chamber of the drive pulley and the driven pulley;
An air conditioner unit having a compressor driven by a driving force transmitted from the engine;
Engine speed detecting means for detecting the engine speed;
Pressure detecting means for detecting the suction pressure and discharge pressure of the compressor;
Based on the engine speed detected by the engine speed detection means and the suction pressure and discharge pressure of the compressor detected by the pressure detection means, the driving torque consumed by the compressor of the air conditioner unit is calculated. An air conditioner unit driving torque calculating means for calculating;
Net driving torque calculating means for calculating a net driving torque transmitted from the engine output shaft to the continuously variable transmission using the driving torque of the air conditioner unit calculated by the air conditioner unit driving torque calculating means;
Hydraulic pressure adjusting means for adjusting the hydraulic pressure supplied to the oil chambers of the drive pulley and the driven pulley based on the net driving torque calculated by the net driving torque calculating means;
A control device for a continuously variable transmission. The net driving torque calculating means determines whether the driving torque of the air conditioner unit calculated by the air conditioner unit driving torque calculating means is in a stable state,
When determining the stable state, the net driving torque transmitted from the engine output shaft to the continuously variable transmission is calculated based on the calculated driving torque of the air conditioner unit.
When it is determined that the engine is not in a stable state, a predetermined constant value is used as the driving torque of the air conditioner unit, thereby calculating the net driving torque transmitted from the engine output shaft to the continuously variable transmission. The control device for a continuously variable transmission according to claim 1. A clutch for switching the presence or absence of transmission of driving force from the output shaft of the engine to the compressor of the air conditioner unit;
The net driving torque calculating means determines that the driving torque of the air conditioner unit calculated by the air conditioner unit driving torque calculating means has become stable after a predetermined time has elapsed after the clutch is engaged. The control device for a continuously variable transmission according to claim 2, wherein An air conditioner unit control means for controlling on / off switching of the air conditioner unit by controlling engagement / disengagement of the clutch;
The net driving torque calculating means determines that the driving torque of the air conditioner unit calculated by the air conditioner unit driving torque calculating means is not in a stable state when the clutch disengagement is requested.
4. The continuously variable air conditioner unit according to claim 2, wherein the air conditioner unit control means maintains the engagement of the clutch until a predetermined time elapses from the time when the clutch disengagement is requested. Transmission control device. 5. The hydraulic pressure correction unit according to claim 1, wherein the hydraulic pressure correction unit corrects the supply hydraulic pressure to be lower as the driving torque of the air conditioner unit calculated by the air conditioner unit driving torque calculation unit is larger. The control device of the continuously variable transmission described. 6. The hydraulic pressure correction unit according to claim 1, wherein the hydraulic pressure correction unit corrects the supply hydraulic pressure to be higher when the engine is performing fuel cut than when the engine is operating normally. The control device of the continuously variable transmission according to the item.   The continuously variable transmission control apparatus according to any one of claims 1 to 6, wherein the hydraulic pressure correction means increases or decreases a line pressure in accordance with an increase or decrease in the supply hydraulic pressure.

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