JP2898035B2 - Control device for continuously variable transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission mounted on a vehicle and performing a continuously variable transmission, and more particularly to controlling the continuously variable transmission in a predetermined control pattern. The present invention relates to a control device for a continuously variable transmission.

2. Description of the Related Art A continuously variable transmission has been developed in which a continuously variable transmission is continuously performed according to vehicle traveling conditions such as a throttle opening and a vehicle speed. As a method of controlling this continuously variable transmission, for example, There is a control method disclosed in JP-A-59-217048. This control method, the difference between the target engine speed N _e ^* and the actual engine speed N _e N _e ^* -N _e or target torque ratio T
^* Has set shift speed of the continuously variable transmission as a function of the difference T ^* -T _p and the vehicle speed V and the actual torque ratio T _p and.

By setting the speed of the continuously variable transmission in this way, the continuously variable transmission can be controlled more efficiently.

[Problems to be Solved by the Invention] By the way, for example, even if the throttle change speed is the same at the time of requesting acceleration, a certain driver expects a kick down feeling, and a certain driver has a smooth acceleration feeling. And the driver feels differently for acceleration. As described above, even when the amount corresponding to the driver's change request is the same, the shift feeling varies from driver to driver.

However, than it was to determine the transmission rate as described above, the difference T ^* -T _p and the vehicle speed V with the shift speed N _e ^* -N _e or the target torque ratio T ^* and the actual torque ratio T _p Therefore, it is impossible to realize various shift feelings depending on the driver.
For this reason, in the conventional shift control method of the continuously variable transmission, it was not possible to reliably respond to different shift requests depending on the driver.

The present invention has been made in view of such circumstances, and an object of the present invention is to make it possible to surely respond to a different shift request depending on a driver, and to provide a more accurate shift feeling for each driver. An object of the present invention is to provide a control device for a continuously variable transmission capable of performing a combined shift control.

[Means for Solving the Problems] In order to solve the above-mentioned problems, the invention of claim 1 sets a target torque ratio according to at least a throttle opening and shifts an actual torque ratio to the target torque ratio. A control device for a continuously variable transmission that performs a shift control based on a predetermined shift speed in order to detect a rate of change in the throttle opening, and a means for calculating an average value of the rate of change in the throttle opening. Means for setting the shift speed in accordance with a deviation between the rate of change of the throttle opening detected this time and the average value.

According to a second aspect of the present invention, there is provided a continuously variable transmission in which a target torque ratio is set at least according to a throttle opening and a shift control is performed based on a predetermined shift speed so as to shift the actual torque ratio to the target torque ratio. Means for detecting a vehicle speed, means for detecting the rate of change of the throttle opening, means for calculating an average value of the rate of change of the throttle opening, and changing the speed change to the target torque ratio. And a means for setting from a deviation between the average value and a deviation between the vehicle speed and the throttle opening degree detected this time and the actual torque ratio.

[Operation and Effect of the Invention] In the control device for a continuously variable transmission according to the first aspect of the present invention, the change rate of the throttle opening is detected, and the average of the change rates of the throttle opening is detected. Since the shift speed is set according to the deviation between the throttle opening change rate detected this time and the average value, the average value of the throttle opening change rate is determined by the driver's shift feeling. , The continuously variable transmission can reliably meet various shift requests by the driver.

Therefore, it is possible to perform the shift control of the continuously variable transmission according to the shift feeling of each driver. In addition, the shift control is performed based on the deviation between the current change rate of the throttle opening and the average value, thereby improving the shift responsiveness at the time of a sudden shift.

In the control device for a continuously variable transmission according to the second aspect of the present invention, the target torque ratio is set according to the throttle opening, and the rate of change of the throttle opening is detected. Calculate the average value of the rate, further detect the vehicle speed, and calculate the deviation between the actual torque ratio and the target torque ratio,
Since the shift speed is set in accordance with the deviation between the vehicle speed and the rate of change of the throttle opening detected this time and its average value,
Since the average value of the change rate of the throttle opening is a value related to the driver's shift feeling, the continuously variable transmission can reliably respond to various shift requests depending on the driver according to the vehicle speed. Become like Therefore, the shift control of the continuously variable transmission suitable for the shift feeling of each driver can be performed according to the vehicle speed. In addition, by controlling the shift based on the deviation between the current rate of change of the throttle opening and its average value,
Shift responsiveness during a sudden shift is improved.

Embodiment An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 is a sectional view of an example of a V-belt type continuously variable transmission (CVT) having a torque converter to which an embodiment of the present invention is applied, and FIG. 2 is a system configuration diagram of the embodiment.
In the figure, 1 is an engine, 2 is a starting device, 3 is a forward / reverse switching device, 4 is a V-belt type continuously variable transmission unit, 5 is a hydraulic control device, 6
Denotes an electronic control unit, 7 denotes a pattern selection device, 8 denotes a shift lever, and 9 denotes a brake.

As shown in FIGS. 1 and 2, a starting device 2 is connected to the engine 1, and the starting device 2 is connected to a V-belt type continuously variable transmission (CVT) 4 via a forward / reverse switching device 3. Are connected. Further, the V-belt type continuously variable transmission unit 4 is connected to a differential gear mechanism 104 via a counter gear mechanism 103.

The engine 1 is provided with a throttle opening detecting means 11 and an engine speed detecting means 12. The throttle opening detecting means 11 and the engine speed detecting means 12 are connected to the electronic control unit 6, respectively. The throttle opening detecting means 11 outputs a throttle opening signal θ, and the engine speed detecting means 12 outputs the engine speed. the rotational speed n _e, respectively so as to output to the electronic control unit 6.

The starting device 2 includes a torque converter 22 with a lock-up clutch 21. This torque converter
The pump side of the engine 22 is connected to the output shaft 110 of the engine 1, and the turbine side is connected to the output shaft 23 of the torque converter 22.
It is connected to. The output shaft 23 is also an input shaft of the forward / reverse switching device 3. These lockup clutches
Both the torque converter 21 and the torque converter 22 are controlled by the hydraulic control device 5.

The forward / reverse switching device 3 includes a sun gear provided on the output shaft 23.
34, a carrier 36 connected to the output shaft 35 of the forward / reverse switching device 3, a double pinion gear 37 supported by the carrier 36, and a ring gear 38 disposed so as to surround the double pinion gear 37. . Further, a forward clutch 31 disposed between the torque converter output shaft 23 and the carrier 36 and a reverse brake 32 disposed between the ring gear 38 and the transmission case 105 are provided. The forward clutch 31 and the reverse brake 32 are controlled by the hydraulic control device 5 to perform forward / reverse switching control.

The forward / reverse switching device 3 is provided with an automatic transmission (A / T) oil temperature detecting means 33. The A / T oil temperature detecting means 33 is similarly connected to the electronic control unit 6 and outputs an oil temperature signal t of the hydraulic oil in the A / T to the electronic control unit 6.

The V-belt type continuously variable transmission 4 includes a primary sheave 41, a secondary sheave 42, and a V-belt 43 wound around both sheaves 41,42. The primary sheave 41 includes a fixed sheave 41a and a movable sheave 41b, and the fixed sheave 41a is supported on the primary shaft 35 so as to be relatively rotatable and relatively slidable in the axial direction.
The movable sheave 41b is supported by the cylindrical portion 41c of the fixed sheave 41a via a ball spline mechanism 41d so as to be movable only in the axial direction. Similarly, secondary sheave 42 is fixed sheave
42a and a movable sheave 42b, and the fixed sheave
The movable sheave 42b is mounted on the cylindrical portion 42c of the fixed sheave 42a by a ball spline. It is supported movably only in the axial direction via the mechanism 42d.

In the primary sheave 41, a pressure adjusting cam mechanism 41e is provided between the carrier 36 and the primary shaft 35 and the fixed sheave 41a. The pressure-adjusting cam mechanism 41e includes an input-side cam 41f and an output-side cam 41g each having an opposing surface formed in a wavefront shape, and a roller 41h disposed between the opposing surfaces of these two cams 41f and 41g. Have been. The input side cam 41f is spline-coupled to the carrier 36, and is also threadedly coupled to the primary shaft 35. Further, the output side cam 41g is spline-fitted to the fixed sheave 41a, and the surface opposite to the surface in contact with the roller 41h is in contact with the back surface of the fixed sheave 41a via a disc spring.

A ball screw device 41i is provided on the back of the movable sheave 41b.
The ball screw device 41i is provided with a male screw 4
1j and the female screw portion 41k and a number of balls 41m, 41m,... Disposed between the screw grooves of these screw portions 41j, 41k. The external thread 41j is supported by a flange 35a formed at the end of the primary shaft 35 via an adjusting member 41n, a bearing 41o, and an automatic alignment mechanism 41p. By rotating the adjusting member 41n and rotating the male screw portion 41j relative to the female screw portion 41k, the belt 43 in the primary sheave 41 is rotated.
And the center of the belt in the width direction in the rotational movement of the belt is adjusted. Further, the female screw portion 41k is connected to the movable sheave 41 via the self-centering mechanism 41q and the bearing 41r.
b is supported on the back.

Therefore, the transmission torque input from the carrier 36 and the primary shaft 35 to the input cam 41f is converted by the pressure adjusting cam mechanism 41a into an axial force corresponding to the magnitude of the transmission torque, and the axial force is The output cam 41g is applied to the fixed sheave 41a. On the other hand, the reaction force of this axial force is transmitted from the input side cam 41f to the primary shaft 35, the flange portion 35a, the self-centering mechanism 41p, the bearing 41o, the adjusting member 41n, and the male screw portion 41 of the ball screw device 41i.
j, female screw part 41k of ball screw device 41i, self-centering mechanism 41q
And, it is transmitted to the movable sheave 41b via the bearing 41r. The axial force applied to the fixed sheave 41a and the movable sheave 41b becomes the holding force of the belt 43, and thus the holding force of the belt 43 has a magnitude corresponding to the transmission torque input from the carrier. Further, the transmission torque from the carrier 36 is transmitted to the primary sheave 41 via the pressure adjusting cam mechanism 41i, and further transmitted to the secondary sheave 42 by the V-belt 43.

Further, a gear 41s is formed on the outer periphery of one end of the female screw portion 41k, and the gear 41s is meshed with a gear 44c provided on the counter shaft 44b. The counter shaft 44b is connected to a CVT speed change motor 4 via a reduction gear mechanism 44c.
4 is connected to the output shaft 44d.

On the other hand, in the secondary sheave 42, a pressure adjusting cam mechanism 42e is provided between the output shaft 45 and the fixed sheave 42a. The pressure adjusting cam mechanism 42e is connected to the primary sheave 4 described above.
1, the input side cam 42f and the output side cam 42g each having an opposing surface formed in a wavefront shape, and disposed between the opposing surfaces of these two cams 42f, 42g. Roller 42h. The input side cam 42f is spline-fitted to the fixed sheave 42a, and the surface opposite to the surface in contact with the roller 42h is in contact with the back surface of the fixed sheave 42a via a disc spring. on the other hand,
The output side cam 42g is fixed to the output shaft 45 of the V-belt type continuously variable transmission unit 4.

A ball screw device 42i is provided on the back of the movable sheave 42b.
The ball screw device 42i has a male screw 4
2j, a female screw portion 42k, and a number of balls 42m, 42m,... Disposed between the screw grooves of these screw portions 42j, 42k. The external thread portion 42j is connected to an output gear 45a formed at the end of the output shaft 45 via the adjusting member 42n, the bearing 42o, and the self-centering mechanism 42p.
It is supported by. By rotating the adjusting member 42n and rotating the male screw portion 42j relative to the female screw portion 42k, the initial tension of the belt 43 in the secondary sheave 42 and the center in the width direction in the belt rotating motion are adjusted. Has become.

Therefore, the transmission torque input from the primary sheave 41 to the secondary sheave 42 is transmitted to the input cam 42f, and is converted by the pressure adjusting cam mechanism 42e into an axial force corresponding to the magnitude of the transmission torque. This axial force is applied from the output side cam 42g to the output shaft 45, the output gear 45a, the self-centering mechanism 42p, the bearing 42o, the adjusting member 42n, and the ball screw device 4.
2i male thread 42j, ball screw device 42i female thread 42k,
Movable sheave via self-centering mechanism 42q and bearing 42r
Conveyed to 42b. On the other hand, the reaction force of this axial force is applied to the fixed sheave 42a via the input cam 42f. The axial force applied to the fixed sheave 42a and the movable sheave 42b becomes the clamping force of the belt 43 of the secondary sheave 42. Therefore, the holding force of the belt 43 has a magnitude corresponding to the transmission torque input from the primary sheave 41.

In addition, the female screw part 42k is provided with the self-aligning mechanism 42q and the bearing.
It is supported by the back of the movable sheave 42b via 42r. Further, a gear 42s is formed around one end of the female screw portion 42k, and the gear 42s is meshed with a gear 44e provided on the counter shaft 44b.

The rotation of the CVT speed change motor 44 is reduced by the reduction gear mechanism 44c.
Is transmitted to the counter shaft 44b
Further, it is transmitted to the female screw portion 41k via the gear 44c. Thereby, the female screw portion 41k relatively rotates with respect to the male screw portion 41j. On the other hand, the decelerated rotation from the CVT speed change motor 44 transmitted to the counter shaft 44b is transmitted to the gear 42s via another counter shaft (not shown). As a result, the female screw portion 42k relatively rotates with respect to the male screw portion 42j. Due to the relative rotation of the female screw portions 41k and 42k, both movable sheaves 41 are connected via the respective ball screw devices 41i and 42i.
b and 42b move between the underdrive side shown by the solid line and the overdrive side shown by the two-dot chain line while being synchronized with the fixed sheaves 41a and 42a in the axial direction. Thus, a continuously variable transmission is performed.

Therefore, by controlling the CVT transmission motor 44 according to various traveling conditions, the movable sheaves 41a and 42a of both sheaves 41 and 42 are appropriately controlled, and automatic transmission control according to various traveling conditions is performed. become.

A holding brake 49 for the CVT speed change motor 44 is provided. These CVT shifting motor 44 and brake 4
The operation of each 9 is controlled based on a control signal from the electronic control unit 6. Further, the CVT speed change motor 44 is provided with a motor speed detection means 46, and the motor speed detection means 46 controls the speed _nm of the CVT speed change motor 44 by the electronic control unit 6.
Output. Furthermore, primary sheave rotation speed detecting means 47 and secondary sheave rotation speed detecting means
48 are respectively connected to the electronic control unit 6, and these detecting means 47, 48 detect the rotational speeds of the corresponding sheaves 41, 42, respectively, and output the rotational speed signals n _p , n _s to the electronic control unit 6. 6 is output.

The hydraulic control device 5 includes a pump 51, a line pressure control device 52,
Lock-up controller 53, speed selector 54, and back pressure controller
It has 55. Lock-up control unit 53 is operated in the lock-up control signal solenoid 56 is turned on and off by P _t from the electronic control unit 6, so as to control the lock-up clutch 21. In addition, speed selector
Numeral 54 controls the forward clutch 31 and the reverse brake 32. Furthermore, back pressure control device 55 controls the back pressure of the accumulator with the forward clutch 31 and reverse brake 32 are actuated by the solenoid 57 is turned on and off by the back pressure control signal P _b from the electronic control unit 6 It has become.

Pattern selection means 7 is for selecting and setting economy mode E, the power mode P or normal mode N, the selection signal P _s is adapted to output to the electronic control unit 6. In the economy mode E, the shift control is performed so that the engine speed becomes the target engine speed along the best fuel efficiency curve. In the power mode P, the target engine speed is adjusted along the maximum power curve. The gear shift control is performed so as to obtain the number. Further, in the normal mode N, the shift control is performed between the best fuel consumption curve and the maximum power curve.

The shift lever 8 for automatic shifting is provided with shift position detecting means 81 and 81. The shift position detecting means 81 detects the shift position of the shift lever 8 and outputs a detection signal s to the electronic control device 6.

Further, the brake 9 is a brake for braking the vehicle,
The brake 9 is provided with brake detection means 91, and a brake signal b from the brake detection means 91 is similarly input to the electronic control unit 6.

Therefore, the electronic control unit 6 determines the throttle opening signal θ, the A / T oil temperature signal t, the engine speed signal _ne , the motor speed signal _nm , the primary sheave speed signal _np , and the secondary sheave speed signal n. _s , the shift position signal s, and the brake operation signal b, the lock-up pressure control signal _Pt signal, the back pressure control signal _Pb , the CVT shift motor 44 control signal m, and the motor holding brake signal b _m Each of them is output to control the hydraulic control device 5 and CVT4.

FIG. 3 is a block diagram of functions performed by the electronic control unit 6.

As shown in FIG. 3, the electronic control unit 6 includes an input unit 6a, a calculation unit 6b, and an output unit 6c.

Input unit 6a, the motor rotation speed calculation unit 611 where the signal n _m from the motor rotation detecting means 46 is input, the throttle opening degree detecting unit 612 the signal θ is inputted from the throttle opening detecting means 11, a soft timer Taking into account the throttle change rate detecting section which detects the throttle change rate based on the throttle opening degree θ input to the throttle opening degree detecting section 612.
613, the signal n _p from the primary sheave speed detecting means 47
Is input, the secondary sheave rotation speed detector 615 to which the signal n _s from the secondary sheave rotation speed detector 48 is input, and the secondary sheave input to the secondary sheave rotation speed detector 615. A vehicle speed detector 61 for detecting a vehicle speed v based on the rotation speed n _s
6, an engine rotation speed detector 617 signals n _e from the engine speed detecting means 12 is inputted, the pattern switch detecting section 618 signal ps of economy mode E or power mode P from pattern selection means 7 is inputted, A shift position detecting section 619 to which a signal s from the shift position detecting means 81 is input, a shift position change detecting section 620 for detecting a shift position change based on the shift position s input to the shift position detecting section 619, a brake detection brake signal detecting section 621 of the brake actuation signal b from the means 91 is input, a battery voltage detecting unit 622 that the battery voltage signal vat from the battery voltage detecting means 101 is input, the signal i _m from the motor current detecting means 102 The input motor current detection unit 623 and the oil temperature detection unit 624 to which the signal t from the oil temperature detection unit 33 is input. Going on.

The calculation unit 6b includes an acceleration request determination unit 625, an actual torque ratio calculation unit 626, a best fuel efficiency and maximum power determination unit 627, a target torque ratio upper and lower limit calculation unit 628, a CVT unit shift determination unit 629, and a CVT unit shift speed. It consists of a calculation unit 630.

The output unit 6c is a control signal output unit 6 for the CVT speed change motor 44.
c ₁ , the back pressure control signal output unit 6c ₂ of the accumulator of the hydraulic control device 5 in the CVT 4 and the lock-up control signal output unit 6c ₃ .

Control signal output unit 6c of the CVT speed change motor 44 _1, the shift motor controller 631, motor abnormality detection unit 632, a driver drive signal generating section 633, a motor brake drive signal generating section 634 and the motor brake abnormality judging section 635, Consists of

The back pressure control signal output unit 6c2 of the accumulator of the hydraulic control device 5 in the CVT ₄ includes a back pressure control unit 636, a back pressure control solenoid drive signal generation unit 637, and a back pressure control solenoid abnormality determination unit 638. .

Lock-up control signal output unit 6c _3, the lock-up pressure control section 639 consists of a Rokkuapppu solenoid driving signal generating unit 640 and the lock-up solenoid abnormality judging section 641,.

Then, the acceleration request determination unit 625 receives the signal from the throttle opening degree detection unit 612, the signal from the throttle change rate detection unit 613, and the signal from the vehicle speed detection unit 616, and performs acceleration based on these signals. Determines whether a request has been made, and uses the result of the determination to determine the best fuel efficiency and maximum power.
Output to 627.

The actual torque ratio calculation unit 626 receives the signal from the primary rotation speed detection unit 614 and the signal from the secondary rotation speed detection unit 615, calculates the actual torque ratio based on these signals, and calculates the calculation result. Is output to the CVT section shift determining section 629.

The best fuel consumption and maximum power determination unit 627 includes an acceleration request determination unit 6
The signal from the control signal 25, the signal from the pattern switch detection unit 618, and the signal from the shift position detection unit 619 are input, and control is performed based on these signals based on the best fuel consumption characteristics or the maximum power characteristics. And outputs the determination result to the target torque ratio upper and lower limit calculation unit 628.

The target torque ratio upper / lower limit calculation unit 628 includes a signal from the best fuel consumption and maximum power determination unit 627, a throttle opening detection unit 612.
Signals from, and is a signal input from the vehicle speed detection unit 616, on the target torque ratio on the basis of these signals, the lower limit value T _max ^*, calculates the T _min ^*, the calculated result CVT unit shift determination Output to section 629.

The CVT section shift determining section 629 includes a target torque ratio upper and lower limit calculating section.
628, a signal from the motor unit abnormality detecting unit 632, a signal from the actual torque ratio calculating unit 626, a signal from the shift position detecting unit 619, a signal from the throttle opening detecting unit 612, and a vehicle speed detecting unit 616. And determines whether or not to change the belt torque ratio of the CVT section based on each of these signals, and converts the shift signal into a CVT section shift speed calculation section 630, a driver drive signal generation section 633, The signal is output to the motor brake drive signal generator 634.

The CVT section shift speed calculation section 630 includes a signal from the CVT section shift determination section 629, a signal from the shift position change detection section 620,
Signal from shift position detector 619, vehicle speed detector 616
Signal from the throttle change rate detection unit 613,
And a signal from the brake signal detecting unit 621 is input, and based on these signals, the CVT unit shift speed for realizing the current request is calculated and output to the shift motor control unit 631.

The speed change motor control unit 631 includes a motor rotation speed calculation unit 611.
, A signal from the battery voltage detector 622, and a signal from the CVT speed change calculator 630 to output a signal to the driver drive signal generator 633. With this signal, the direction of rotation of the motor 44 and the voltage applied to the motor 44 are controlled in order to realize the required shift of the CVT 4 section.

The motor unit abnormality detection unit 632 includes a motor rotation speed calculation unit 611.
Based on the signal from the battery voltage detection unit 622, the signal from the motor current detection unit 623, and the signal from the motor brake abnormality determination unit 635, the overcurrent of the motor 44, the saturation of the speed of the motor 44, and An abnormality such as a locked state of the motor 44 is detected, and the detection signal is transmitted to the CVT section shift determining section 629.
Output to

The driver drive signal generator 633 is provided with the speed change motor controller 6
Based on the signal from the CVT unit 31 and the signal from the CVT unit shift determining unit 629, a voltage signal to be given to a motor drive driver when a shift command is given to the CVT shift motor 44 is generated.
Output to the T-shift motor 44.

The motor brake drive signal generation section 634 outputs a signal based on the signal from the CVT section shift determination section 629 so as to release the motor holding brake 49 when the CVT shift motor 44 receives a shift command. This signal is also output to the motor brake abnormality determination unit 635.

The motor brake abnormality determination unit 635 monitors the brake operation voltage based on the signal from the motor brake drive signal generation unit 634, detects abnormality such as disconnection and short circuit, and outputs the signal to the motor abnormality detection unit 632. I do.

The back pressure controller 636 includes a signal from the throttle opening detector 612, a signal from the shift position detector 619, a signal from the shift position change detector 620, and an oil temperature detector 624.
Signal from the controller and the back pressure control solenoid abnormality determination unit 638
A control signal is output to the back pressure control solenoid drive signal generator 637 in order to control the shift feeling at the time of switching N → D and N → R based on the signal from

The back pressure control solenoid drive signal generation unit 637 is configured to control the back pressure control solenoid 5 based on a signal from the back pressure control unit 636.
7, and outputs a signal to the back pressure control solenoid abnormality determination unit 638.

The back pressure control solenoid abnormality determination unit 638 is based on a signal from the back pressure control solenoid drive signal generation unit 637,
An abnormality such as disconnection or short circuit of the back pressure control solenoid 57 is determined and output, and the signal is output to the back pressure control unit 636.

The lock-up pressure controller 639 is provided with a throttle opening detector 6
12; a signal from the primary rotational speed detector 614; a signal from the engine rotational speed detector 617;
Based on the signal from 24 and the signal from the lock-up solenoid abnormality determination unit 641, one of lock-up ON, OFF, and duty is determined, and the result is output to the lock-up solenoid drive signal generation unit 640. I do.

The lock-up solenoid drive signal generator 640 outputs a solenoid drive signal to the lock-up solenoid 56 based on a signal from the lock-up pressure controller 639, and also sends a signal to the lock-up solenoid abnormality determiner 641. Output.

The lock-up solenoid abnormality determination unit 641 determines and detects an abnormality such as disconnection or short circuit of the lock-up solenoid 56 based on a signal from the lock-up solenoid drive signal generation unit 640, and controls the signal to perform lock-up pressure control. Part 63
Output to 9.

Next, control performed by the electronic control unit 6 will be described. FIG. 4 is a diagram showing a main flow of the control.

First, it is determined whether a predetermined time t ₁ has elapsed at step 1000. To start the control of the CVT at the time of a certain period of time t ₁ elapsed. In step 1001, input data from each detection unit is read. That is, the signal from each detecting means is read as a digital value so that the input unit 6a can process the electronic control unit 6. Next, in step 1002, the average value of the throttle change rate Perform calculation processing. As shown in FIG. 5, the process, first in step 1024 previously put the value of the current throttle change rate _P to previous throttle change rate _B, the next time the throttle opening theta _P and the previous throttle opening Difference θ from degree θ _B
Calculates the _P - [theta] _B, the difference current throttle change rate
Defined as _P. Next, at step 1025, it is determined whether or not the previous throttle change rate _B is not zero. If the throttle has been stopped so far, it is determined in step 1026 whether or not the current throttle change rate _P is not zero. If it is determined that _P is not 0 when the throttle opening starts moving this time, whether the direction of movement in step 1027 is a plus (+) direction or a minus (-) direction, that is,
It is determined whether _P > 0. When it is determined that the moving direction is the direction of (+) and _P > 0, in step 1028 the throttle change rate _P of this time is set to the maximum value _CMAX of the throttle change rate in the (+) direction, and
For the time being, 0 is set to the maximum value _DMAX of the throttle change rate in the (-) direction. The direction of movement is (-)
_If it is determined that _P > 0 is not satisfied, the current throttle change rate _{P is set} to the maximum value ( _DMAX ) of the throttle change rate in the (-) direction in step 1029, and the throttle change rate _P is set to the maximum value _CMAX of the throttle change rate in the (+) direction. Enter 0. If it is determined in step 1026 that _P ≠ 0, the state is maintained.

If _B ≠ 0 because of the previous movement in step 1025, whether or not this time is moving in step 1030,
It is determined whether or not _P = 0. This time, _P =
If it is determined that it is not 0, the current throttle change rate _P has been stored in the memory at step 1031 (+).
It is determined whether or not the throttle change rate in the direction is greater than the maximum value _CMAX , that is, whether or not _P > _CMAX .
_If it is determined that _P > _CMAX , in step 1032, the current throttle change rate _P is inserted into the maximum value _CMAX of the throttle change rate in the (+) direction. In step 1031, _P >
_If it is determined that the _value is not _CMAX , in step 1033, it is determined whether the current throttle change rate _P is smaller than the maximum value _{DMAX of the} (-) throttle change rate stored in the memory, that is, _P < _DMAX . It is determined whether or not. _If it is determined that _P < _DMAX , step 1034
Then, the current throttle change rate _P is put into the maximum value _DMAX of the throttle change rate in the (-) direction. _{P in} step 1033
If it is determined that it is not < _DMAX , the state is maintained.

If it is determined in step 1030 that _P = 0, in step 1035 the maximum value of the throttle change rate in the (-) direction
It is determined whether or not _DMAX is 0. _If it is determined that _DMAX = 0, in step 1036, _{n-1 is changed} to _n and _{n-2
Into n-1} and ………, ₁ into ₂ at a time,
Put in ₁ . And the average value of n data Is calculated. If it is determined in step 1035 that the maximum value _DMAX of the throttle change rate in the (-) direction is not 0, the state is maintained.

Thus, the average value calculation process of the throttle change rate is performed.

Next, in step 1003, acceleration request determination processing is performed. First,
In step 1050, it is determined whether or not the acceleration request flag A is 0. When it is determined that the acceleration request flag A is 0,
In step 1051, the current throttle change rate _P is the average value of the throttle change rate obtained in the average throttle change rate calculation process. Is larger than a value β that changes according to the running conditions of the vehicle, that is, Is determined. In this case, the value β is determined by vehicle running conditions such as the throttle opening θ, the vehicle speed V, and the vehicle speed change rate, and is represented by β = f (θ, V,). The reason for providing β is to achieve both smoothness and acceleration demand. As an example of the value β, the seventh
When V, is constant and β is a function of θ, as shown in FIG. 7A, when β is a function of V, with θ, constant, as shown in FIG. As shown in FIG. 3C, there are cases where θ and V are fixed and β is a function of.

If it is determined that there is an acceleration request, it is determined that there is an acceleration request, and the acceleration request flag A is set to 1 in step 1052. Step 1051
so, If not, it is determined that there is no acceleration request, and the state is maintained.

If it is determined in Step 1050 that the acceleration request flag A is not 0, it is determined in Step 1053 whether or not the vehicle speed V is 0. If the vehicle speed V is determined to be 0, the step
At 1054, the acceleration request flag A is reset to 0. If it is determined in step 1053 that the vehicle speed V is not 0, step 10
In 55, it is determined whether or not the maximum value _DMAX of the throttle change rate in the (-) direction is equal to or _smaller than a set value δ (negative constant).
_If it is determined that _DMAX is equal to or less than the set value δ, step 10
At 54, the acceleration request flag A is reset to 0. Steps
If it is determined in step 1055 that _DMAX is not equal to or _smaller than the set value δ, it is determined in step 1056 whether or not the throttle opening θ is equal to or smaller than a certain set value ξ. Set value が あ る with throttle opening θ
If it is determined to be below, the acceleration request flag A is reset to 0 in step 1054. If it is determined in step 1056 that the throttle opening θ is larger than a certain set value。, the state is maintained. As described above, the acceleration request is made according to any one of the condition that the vehicle speed V is 0, the throttle change rate _{DMAX in} the (-) direction is equal to or less than the set value δ, and the throttle opening is the set value ξ. The flag is reset to zero.

 Thus, the acceleration request determination processing is performed.

Next, in step 1005, the actual torque ratio is calculated. This is the primary speed n _p , the secondary speed n _s
More, the actual torque ratio (belt ratio) T _p, is calculated based on the equation _{T p = n p / n s} .

Next, in step 1006, upper and lower limit calculation processes for the target torque ratio are performed. This corresponds to the actual throttle opening θ, vehicle speed v,
From the current driving mode ps (power mode P or economy mode E), the upper and lower limit values of the target rotation speed are obtained, and the upper and lower limit values of the target rotation speed and the vehicle speed v are used to obtain the upper and lower limit values of the target torque ratio. Is calculated. As a method of calculating the upper and lower limits of these target torque ratios, for example, as shown in FIG. 8 (b), based on the best fuel consumption curve f ₁ (θ) or the maximum power curve f ₂ (θ). There is a method of calculating the upper and lower limits of the target torque ratio from the determined target engine speed N ^* . That is, as shown in FIG. 11A, it is determined in step 1057 whether or not there is an acceleration request, that is, whether or not A = 1. If it is determined that A = 1, the target engine speed N ^{* is changed} to the maximum power curve f _{2 in} step 1058.
(Θ). Therefore, when it is determined that there is an acceleration request in the above-described acceleration request determination processing, A = 1 is always set. Therefore, when the driver requests acceleration, the control always follows the maximum power curve f ₂ (θ). Set to pattern.

If it is determined in step 1057 that A is not 1, it is determined in step 1059 whether the pattern switch 7 is set to the economy mode (E) or the power mode (P). If it is determined that the pattern switch 7 is set to P, the target engine speed N ^* is similarly set at step 1058 to the maximum power curve f.
₂ Determined based on (θ). If it is determined in step 1059 that the pattern switch 7 is set to E, in step 1060 the target engine speed N ^{* is changed} to the best fuel consumption curve f.
₁ Determined based on (θ). Then, the thus from the target engine speed N ^* of the target engine speed determined limit value in step _{^{1061 N * L (= N *}} -ΔN L) and the target engine speed upper limit N ^{* U} ₍₌ N ^* + ΔN _U)
Ask for. Here, .DELTA.N _L is a target engine speed of the lower hysteresis, .DELTA.N _U is above the hysteresis width of the target engine rotational speed. Next, at step 1062, the target torque ratio upper limit T ^* _max ｛= (N ^* _U / V) × α｝ and the target torque ratio lower limit T ^* _min ｛= (N ^* _L / V) × α｝ are calculated. Here, α is a constant determined by the gear ratio of the gear train of the transmission.

As another method for calculating the upper and lower limit values of the target torque ratio, for example, as shown in FIG.
Between f ₁ (θ) and the maximum power curve f ₂ (θ), the throttle opening θ and the average value of the throttle change rate from the maximum value _max of the throttle change rate _P while the acceleration request flag is set. To calculate the upper and lower limits of the target torque ratio from the target engine speed N ^* obtained based on a preset curve, which is expressed by a function f ₃ (θ, γ) with a value γ obtained by subtracting There is. That is, as shown in FIG.
At 63, it is determined whether or not there is an acceleration request, that is, whether or not A = 1. If it is determined that A = 1, this throttle change rate _P in step 1064 it is determined whether or not larger than the maximum value _max throttle rate of change that is a memory to date. _{When P} is determined to _max greater than, the _P after the memory to the newly _max at step 1065, also directly when _{the P} is determined to _max greater wards, the maximum value _max in step 1066
Γ is calculated by subtracting the average value θ of the throttle change rate from the above. Next, at step 1067, a target engine speed N ^* is obtained based on the function f ₃ (θ, γ). Therefore,
The shift control is performed more reliably in response to the driver's acceleration request.

On the other hand, in step 1063, there is no acceleration request, that is, A =
If it is not 1, after setting 0 to the maximum value _max in step 1068, it is determined in step 1069 whether the pattern switch 7 is set to the economy mode (E) or the power mode (P). . If it is determined that the pattern switch 7 is set to P, the target engine speed N ^* is similarly obtained at step 1070 based on the maximum power curve f ₂ (θ), and the pattern switch 7 is set to E. If it is determined that the target engine speed has been reached, the target engine speed N ^* is determined based on the best fuel consumption curve f ₁ (θ) in step 1071.

From the target engine speed N ^* thus obtained, the lower limit value N ^* _L (= N ^* −ΔN _L ) of the target engine speed and the upper limit value N ^* _U of the target engine speed in step 1072 as in the above-described example. (= N ^* + ΔN _U ). Next, at step 1073, the target torque ratio upper limit value T ^* _max ｛= (N ^* _U /
V) × α｝ and target torque ratio lower limit T ^* _min ｛= (N ^*
_L / V) × α｝.

As still another method of calculating the upper and lower limit values of the target torque ratio, as shown in FIG.
There is a method in which the intention of the driver is incorporated in the example shown in FIG. In the description of this example, FIG.
The description of the same parts as in the example shown in FIG. Therefore, FIGS. 10 (a) and (b) also show FIGS. 9 (a) and (b)
Only the parts different from the above are shown, and other parts are omitted. Tenth
As shown in FIG. 11A, in this example, at step 1066, a value γ is calculated by subtracting the average value θ of the throttle change rate from the maximum value θ _max , and at step 1074, the driver calculates the value γ and the throttle opening θ. The inference δ ｛= f ₀ (θ, γ)｝.

As a method of inferring the driver's intention δ, a membership function of γ and θ shown in FIGS. 11B and 11C and a rule represented by a matrix of γ and θ shown in FIG. From fuzzy inference processing. More specifically, the fuzzy inference processing is performed according to the flow shown in FIG. First, in step 1080, γ
Calculate the membership values a, b, and c in. In that case, the first
1 A membership function for γ shown in FIG. a is the small membership value in γ, b
Is the medium membership value at γ, and c is the large membership value at γ. Next, at step 1081, θ
Calculate d, e, f with the membership value at. In that case,
A membership function for θ shown in FIG. d is the small membership value at θ, e
Is the medium membership value at θ, and f is the large membership value at θ. Next, in step 1082, the degrees of conformity g ₀₀ ,..., G ₂₂ for θ and γ are calculated. Thus, a matrix of a, b,..., F as shown in FIG. That is, the smaller of a and d is defined as g ₀₀ ,
b and d of the smaller and g _01, ........., the smaller c and f to create a matrix that was g _22. Similarly, there is the following relationship between γ and θ and the acceleration request as shown in FIG. That is, if γ is small and θ is small, SL (there is little demand for acceleration), if γ is medium and θ is small, LS (there is little demand for acceleration)
If γ is large and θ is small, a matrix is created in which MD (acceleration request is medium), and if γ is large and θ is large, BG (acceleration request is strong).

Then, the driver's intention δ is obtained from these matrices. The driver's intention δ is given by the following equation: δ = f ₀ (θ, γ) = (SL × g ₀₀ + LS × g ₀₁ +... BG × g ₂₂ ) / (g ₀₀ + g ₀₁ +... + G ₂₂ ) Required from.

Next, at step 1075, a target engine speed N ^* is obtained based on the function f ₃ (θ, δ). Hereinafter, the same processing as described above is performed. As described above, according to this example, since the driver's intention δ is taken into account, it is possible to more reliably respond to the driver's acceleration request.

Next, as shown in FIG. 4, in step 1013, a CVT section shift determination process is performed. This means how much speed should be changed in the upshift direction or downshift direction from the actual torque ratio, target torque ratio, vehicle speed, shift position, brake, CVT motor 44, and holding brake 49 state. Judge. This CVT section shift determination process
This is performed according to the flow shown in FIG. That is,
In step 1017, it is determined whether the CVT shift motor 44 is normal. If the CVT shift motor 44 is normal, it is determined in step 1018 whether the shift position is one of D, S _H , and S _L. If the shift position is one of D, S _H , and S _L , it is determined in step 1019 whether the vehicle speed is not zero. Unless the vehicle speed is 0, the actual torque ratio T _p is determined whether the target torque ratio T ^* _min is less than or lower limit in a step 1020. If there is no actual smaller than the target torque ratio T ^* _min of torque ratio T _p is the lower limit, the actual torque ratio T _p is determined whether the upper limit greater than the target torque ratio T ^* _max in step 1021. If actual greater than the target torque ratio T ^* _max of the torque ratio T _p is the upper limit, to direct the transmission direction to the up-shift at step 1022. The smaller than the actual torque ratio T _p is the lower limit target torque ratio T ^* _min in step 1020, an instruction to shift direction downshift at step 1023. After the upshift command in step 1020 or the downshift command in step 1023, in step 1076, whether or not the maximum value _CMAX of the throttle change rate when the throttle is depressed is positive, that is, whether or not _CMAX > 0 Judge. _If it is determined that _CMAX > 0, the maximum value _CMAX of the throttle change rate when the throttle is depressed and the positive throttle change rate are determined in step 1077. Ask for. If it is determined that _{CMAX is not} > 0,
In step 1078, the value of γ is set to 0.

Next, at step 1079, the driver's intention δ ｛= f ₀ (θ, γ)｝ is inferred from the γ and the throttle opening θ. As a method of inferring the driver's intention δ, for example, a method of obtaining the driver's intention δ by fuzzy inference processing from a membership function of γ and θ and a matrix of γ and θ as shown in FIG. There is. Next step
At 1040, the target shift speed is calculated.

The target shift speed is represented by a function {= f (x, v, δ)} of the deviation x between the target torque ratio and the actual torque ratio, the current vehicle speed v, and the driver's intention δ. Accordingly, the target shift speed is determined in consideration of the driver's will. For example, if the driver's will δ is constant, the shift speed for the deviation x between the target torque ratio and the actual torque ratio is determined as shown in FIG. ), And when the vehicle speed V is constant,
FIG. 13B shows the shift speed with respect to the deviation x between the target torque ratio and the actual torque ratio.

In steps 1017 to 1019 and 1021, when each judgment is NO, a shift stop command is issued in step 1041. Therefore, no shift is performed in this case.

Next, returning to the main flow, in step 1014, a motor control process is performed. This controls the motor drive signal based on the current motor rotation speed and the battery voltage in order to achieve the shift speed calculated by the CVT transmission unit determination process. That is, in the flow shown in FIG.
It is determined whether or not the CVT transmission has an alarm. If there is no alarm, in step 1043 the actual motor speed MVP
Is calculated. Then calculates the target motor rotational speed MVTGT from the actual torque ratio T _p and the transmission speed in step 1044. The target motor speed MVTGT has a relationship with the shift speed as shown in FIG. Further, in step 1045, a basic duty ratio D _Bas ｛= f ₁ (MVP, V _p )｝ is calculated from the actual motor speed and the actual battery voltage. next,
In step 1046, the correction duty ratio D _CRT ｛= f from the difference between the target rotation speed and the actual rotation speed and the actual battery voltage.
₂ (y, V _p), calculates the y = MVTGT-MVP}. And these D _Bas and D _CRT from the control duty ratio D _CTL (= D _Bas + D
_CRT ). In this case, in calculating each duty ratio, the relationship diagram between the motor speed and the duty ratio shown in FIG. 16 is used. If there is an alarm in step 1042, the control duty ratio D _{CTL in} step 1048
= 0 is set. Finally, in step 1049, the control duty ratio is output to the motor drive driver circuit shown in FIG. 17, and the drive of the motor 44 is controlled based on this duty ratio.

Next, returning to the main flow, in step 1051, back pressure solenoid control processing is performed. This is the throttle opening θ,
The back pressure of the accumulator is controlled based on the shift position and the oil temperature.

Finally, in step 1016, a lock-up solenoid control process is performed. This controls the lock-up pressure solenoid 56 based on the primary rotation speed n _p , the engine rotation speed _ne , the throttle opening θ, and the oil temperature t.

Thus, the electronic control unit 6 controls the CVT speed change motor 44, the motor holding brake 49, the back pressure control solenoid 57, and the lock-up solenoid 56.

As described above, according to this embodiment, the average value of the positive throttle change rate is calculated, and the shift speed is corrected according to the difference between the current throttle change rate and the average value of the throttle change rate. Therefore, the average value of the throttle change rate is a value related to the acceleration feeling of the driver, and the continuously variable transmission can reliably respond to different acceleration requests depending on the driver. Therefore,
The speed change control of the continuously variable transmission that matches the acceleration feeling of each driver can be performed.

[Brief description of the drawings]

FIG. 1 is a sectional view showing an example of a continuously variable transmission provided with a torque converter to which an embodiment of a control device for a continuously variable transmission according to the present invention is applied, and FIG. 2 is a system configuration diagram of this embodiment. FIG. 3 is a block diagram of the electronic control device, FIG. 4 is a diagram showing a main flow of control by the electronic control device, FIG. 5 is a diagram showing a flow for processing for calculating an average value of the throttle change rate, and FIG. FIG. 7 is a diagram showing a flow for an acceleration request determination process, and FIG. 7 shows an example of a relationship among a value β determined by vehicle running conditions, a throttle opening θ, a vehicle speed V, and a vehicle speed change rate. Is a diagram showing the relationship between θ and β, (b) is a diagram showing the relationship between V and β, (c) is a diagram showing the relationship between and β, and FIG. 8 is a process for calculating the upper and lower limits of the target torque ratio. (A) is a diagram showing the flow, and (b) is a diagram showing the throttle opening θ and the target engine speed. Shows the relationship between the number N ^*, FIG. 9 (a), (b) on the target torque ratio, Figure 8 illustrating another example of the lower limit calculation process (a), similar to (b) Fig. FIGS. 10 (a) and 10 (b) are views similar to FIGS. 8 (a) and (b) for explaining still another example of the upper and lower target torque ratio calculation processing, and FIGS. A fuzzy inference process for inferring a driver's will in this embodiment will be described.
(B), (c) are diagrams showing membership functions of γ and θ,
(D) is a diagram showing a matrix of the degree of conformity, (e) is a diagram of a matrix showing the degree of acceleration request when there is a relationship between γ and θ, and FIG. 12 is a flow chart for performing a CVT section shift determination process. FIG. 13 is a diagram showing a relationship between a target shift speed and a deviation x between a target engine speed and an actual engine speed, and FIG. 14 is a diagram showing a flow for performing a shift motor control process. FIG. 15 is a diagram showing a relationship between a shift speed and a target motor speed MVTGT, FIG. 16 is a diagram showing a relationship between a motor speed and a duty ratio, and FIG. 17 is a diagram showing an electric circuit of the motor. DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Starting device, 21 ... Lock-up clutch, 22 ... Torque converter, 4 ... Belt-type continuously variable transmission unit, 41 Primary shaft ... 42, Secondary sheave, 6 ... Electronics Control device 7, pattern selecting means 8, shift lever, θ _p ... current throttle change rate (change rate corresponding to current driver change request), θ ... average throttle change rate Value (average change rate of the quantity corresponding to the driver's change request), δ ... will of the driver

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-63-71437 (JP, A) JP-A-59-205053 (JP, A) JP-A-59-212566 (JP, A) 107669 (JP, A) Fully open 1988-118448 (JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] 1. A control device for a continuously variable transmission, wherein a target torque ratio is set according to at least a throttle opening and a shift control is performed based on a predetermined shift speed to shift an actual torque ratio to the target torque ratio. Means for detecting the rate of change of the throttle opening, means for calculating the average value of the rate of change of the throttle opening, and a deviation between the rate of change of the throttle opening detected this time and the average value, Means for setting the shift speed, the control device for a continuously variable transmission. 2. A control device for a continuously variable transmission which sets a target torque ratio according to at least a throttle opening and controls a shift based on a predetermined shift speed so as to shift an actual torque ratio to the target torque ratio. Means for detecting vehicle speed; means for detecting the rate of change of the throttle opening; means for calculating the average value of the rate of change of the throttle opening; and setting the shift speed to the target torque ratio and the actual torque. A control means for setting the deviation from a ratio, a change rate of the vehicle speed and the throttle opening degree detected this time, and a deviation from the average value.