JP3465445B2 - Transmission control device for continuously variable transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an improvement of a shift control device for a continuously variable transmission mounted on a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a continuously variable transmission used in a vehicle such as an automobile, a V-belt type or a toroidal type (friction wheel type) has been known, and a shift control device for such a continuously variable transmission. Then, the target value of the engine speed input to the continuously variable transmission is set based on the engine throttle opening (or accelerator opening, the same applies below) and the gear ratio corresponding to this target input speed. It is known to control continuously so that

In the above-described shift control device for a continuously variable transmission, the smaller the throttle opening is, the higher the gear ratio is set (the smaller the target input speed is), while the larger the throttle opening is, the shift is changed. Since the ratio is set to the low speed side (the target input speed is large), the driver releases the accelerator pedal to reduce the throttle opening when driving downhill, and the gear ratio is set to the high speed side. Since the input speed decreases, engine braking is controlled in the direction in which it does not work. For this reason, the driver may feel a sense of extra acceleration despite releasing the accelerator pedal, and the frequency of operation of the brake may increase during traveling on a downhill, which may promote wear of the braking device. Conceivable.

Thus, when coasting downhill,
Japanese Patent Application Laid-Open No. Hei 6 (1999) -6 is a method for reducing frequent braking operations.
No. 81932 is known, in which the lower limit value of the target input speed of the continuously variable transmission is set to a large value in accordance with the increase of the absolute value of the weight gradient resistance of the vehicle, and the engine braking is actively performed. It is intended to operate automatically.

[0005]

However, in the above-mentioned conventional shift control device, the lower limit value of the target input speed is set to a large value in accordance with the increase in the absolute value of the weight gradient resistance of the vehicle, so that the accelerator pedal is used. The target input speed when coasting downhill is set higher than when coasting downhill, so the acceleration when the accelerator pedal is depressed while coasting downhill is flat. The acceleration will be greater than that when the accelerator pedal is depressed equally during coasting. Therefore, when accelerating during coasting, the acceleration differs depending on the gradient even though the accelerator pedal operation amount is the same, and the driver predicts the behavior of the vehicle with respect to the accelerator pedal operation amount. There was a problem that it became difficult to get a feeling of strangeness.

On the contrary, when the accelerator pedal is released as described above to request engine braking and the target input speed is corrected as described above, the accelerator pedal is depressed even a little. The engine brake correction control is stopped, but if the target input speed is suddenly returned to the small value before correction at this time, a sudden upshift will occur and the torque to the acceleration side will suddenly increase, causing shock and driving. There was a problem that it gives a person a feeling of discomfort or discomfort.

Therefore, the present invention has been made in view of the above problems, and when performing acceleration from inertial running with the accelerator pedal released, the acceleration according to the operation amount of the accelerator pedal is obtained and a rapid shift-up is performed. An object of the present invention is to provide a shift control device for a continuously variable transmission that can easily grasp the behavior of a vehicle without suppressing an excessive change in acceleration caused by the above and giving a driver a feeling of discomfort or discomfort.

[0008]

The first invention, as shown in FIG. 16, is a gear ratio changing means 5 for changing the gear ratio of a continuously variable transmission 2 and a continuously variable gear shift according to the operating state of the vehicle. And a shift control means 50 for calculating the control target input speed of the input shaft of the machine 2 and controlling the speed ratio changing means 5 so that the input shaft speed matches the control target input speed. In a shift control device for a stepped transmission, an acceleration detecting means 51 for detecting an acceleration generated in a vehicle, an opening degree detecting means for detecting an operation state of an accelerator pedal, and the opening degree detecting means detect a release of an accelerator pedal. On the basis of this, the coasting command means 61 for commanding the coasting of the vehicle so that the acceleration is within a predetermined range, the acceleration command means 51 for commanding the acceleration of the vehicle, and the coasting command when the coasting is commanded. Acceleration The engine brake correction value setting means 53 for setting the correction target value of the target input speed, and the acceleration command from the acceleration command means 62 are detected while the engine brake correction value setting means 53 is correcting the target input speed. Then, the correction target value is compared with the control target input speed according to the operating state at the time of the acceleration command and the previous correction target value,
If the previous correction target value is higher than the control target input speed,
Change the positive target value toward the control target input speed at a predetermined rate of change so that the previous correction target value is less than or equal to the control target input speed.
At this time, the engine brake correction control is terminated and the control target is entered.
An engine brake correction control terminating unit 54 for changing to a force rotation speed is provided, and the shift control unit 50 controls the gear ratio changing unit 5 based on the correction target value of the target input rotation speed.

The second invention, as shown in FIG. 17, is a gear ratio changing means 5 for changing the gear ratio of the continuously variable transmission 2.
And the control target input speed of the input shaft of the continuously variable transmission 2 is calculated according to the operating state of the vehicle, and the speed ratio changing means 5 is arranged so that the input shaft speed matches the control target input speed. In a shift control device for a continuously variable transmission including a shift control unit 50 for controlling the acceleration, an acceleration detection unit 51 for detecting an acceleration generated in a vehicle, an opening degree detection unit 52 for detecting an operation state of an accelerator pedal, An engine brake correction value setting means 53 for setting a correction target value of the target input speed so that the acceleration falls within a predetermined range when the opening detection means detects the release of the accelerator pedal; and the engine brake correction value. When the opening degree detecting means 52 detects the depression of the accelerator pedal while the setting means 53 is correcting the target input rotation speed, the correction target value is detected when the depression of the accelerator pedal is detected. Control target input rotation speed corresponding to the rolling state
And the previous correction target value are compared, and the previous correction target value is controlled.
If the target input speed is higher than the target input speed, set the correction target value to the control target
Change to the force rotation speed at a predetermined rate of change, and
When the standard value is below the control target input speed, the engine break
The engine brake correction control ending means 54 for ending the correction control and changing to the control target input rotation speed, and the shift control means 50, based on the correction target value of the target input rotation speed, the gear ratio changing means. Control 5

In a third aspect based on the first or second aspect, the engine brake correction control terminating means 54 compares the previous correction target value with the control target input rotational speed, When the correction target value is equal to or higher than the control target input rotation speed, a value obtained by subtracting a constant subtraction value per predetermined time from the previous correction target value is set as the correction target value.

In a fourth aspect based on the third aspect, the subtraction value is set such that the difference between the previous correction target value and the current correction target value is a predetermined value or less.

[0012]

Therefore, according to the first aspect of the invention, the shift control means controls the gear ratio changing means so that the input shaft speed of the continuously variable transmission matches the control target input speed corresponding to the operating condition of the vehicle. However, when the driver or the like commands coasting, the target input speed is corrected so that the acceleration of the vehicle falls within a predetermined range, and for example, when coasting downhill, the engine brake is applied while a predetermined value is applied. Inertial running that maintains the acceleration range is started. When an acceleration command is detected during coasting in which the target input speed is corrected, the engine brake correction control for maintaining the predetermined acceleration range ends, and the target input speed is the control target according to the operating state. Although it shifts to the input rotation speed, at this time, the target input rotation speed is gradually changed from the correction target value to the control target input rotation speed at a predetermined change rate, so that a rapid change in the gear ratio is prevented, It is possible to achieve a smooth acceleration by smoothly shifting from coasting, which performs correction control of the engine brake, to an acceleration state.

According to a second aspect of the present invention, the shift control means controls the gear ratio changing means so that the input shaft speed of the continuously variable transmission matches the control target input speed corresponding to the operating condition of the vehicle. However, when the driver releases the accelerator pedal,
The target input speed is corrected so that the acceleration of the vehicle falls within a predetermined range. For example, when coasting downhill, coasting is started to maintain a predetermined acceleration range while applying engine braking. . When the accelerator pedal is depressed during coasting in which the target input speed is corrected, the engine brake correction control that maintains the predetermined acceleration range ends, and the target input speed is the control target input according to the operating state. Although the speed shifts toward the rotational speed, at this time, the target input rotational speed is gradually changed from the correction target value to the control target input rotational speed at a predetermined rate of change, so that a rapid change in the gear ratio is prevented. , It becomes possible to realize a smooth acceleration by smoothly shifting from the inertia running which performs the correction control of the engine brake to the acceleration state.

According to a third aspect of the present invention, when shifting from the engine brake correction control to the acceleration state, the previous correction target value is compared with the control target input rotation speed, and the previous correction target value is set to the control target input rotation speed. When the number is equal to or more than the number, the target input speed is gradually reduced to the control target input speed by gradually decreasing the target input speed by subtracting the constant subtraction value per predetermined time from the previous correction target value. It is possible to shift, and acceleration from coasting can be always performed in response to an acceleration command such as an operation amount of an accelerator pedal regardless of a change in operating conditions such as a gradient of a road surface.

According to a fourth aspect of the present invention, the subtraction value per predetermined time when the engine brake correction control is shifted to the control target input rotation speed is such that the difference between the previous correction target value and the current correction target value is less than or equal to the predetermined value. Therefore, it is possible to prevent the gear ratio from excessively changing such that the target input rotational speed sharply decreases, and to smoothly perform acceleration from coasting.

[0016]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings.

As shown in FIG. 1, a continuously variable transmission 2 (C in the figure)
VT) is set to a predetermined gear ratio according to the operating state of the vehicle by the gear ratio changing means 5 controlled by the gear shift controller 7. The continuously variable transmission 2 is, for example, a V-belt type or toroidal type. It is composed of expressions, etc.

The shift control controller 7 is mainly composed of a microprocessor, etc., and has a vehicle speed sensor 8 for detecting a vehicle speed VSP, a throttle opening sensor 9 for detecting a throttle opening TVO, a drive wheel rotation sensor 11, a braking device. The brake switch 12 for detecting the operating state of the vehicle, the vehicle acceleration sensor 14 for detecting the longitudinal acceleration G of the vehicle, the idle switch 15 for detecting the released state of the accelerator pedal, and the rotational speed No of the output shaft of the continuously variable transmission 2. As a means for detecting the output shaft rotation sensor 13 and the input shaft rotation speed Ni of the continuously variable transmission 2, driving is performed based on a signal indicating a driving state of the vehicle input from the engine rotation sensor 10 that detects the engine rotation speed Ne. Control target input speed D according to the state
In addition to calculating SRREV, the gear ratio changing means 5 composed of an actuator and the like is instructed to the target gear ratio DSRRTO so that the input shaft speed = the engine speed Ne matches the target input speed, and an output shaft (not shown) is output. The driving force from the engine 1 is transmitted to the drive shaft 3 coupled with the.

In this embodiment, the case where the engine 1 and the input shaft of the continuously variable transmission 2 are directly connected is shown. The engine speed Ne = the input shaft speed Ni, but the engine 1 and the continuously variable transmission are When a reduction mechanism, a torque converter, or the like is provided between the transmission 2 and the input shaft, an input shaft rotation sensor may be provided and the detected value may be the input shaft rotation speed Ni.

The shift control controller 7 is also connected to the engine control controller 6 which controls the engine 1 in accordance with the operating state of the vehicle, and sends a shift ratio control signal and the like from the shift control controller 7 to the engine control controller 6. On the other hand, various operation information such as fuel injection cut is sent from the engine controller 6 and the engine 1
The shift control controller 7 constitutes an integrated control system which is controlled synchronously.

The engine controller 6 controls the supercharging pressure in addition to the fuel injection control from the fuel injection nozzle 4 and the ignition timing control according to the operating condition of the vehicle. Control is throttle opening TV
O, engine speed Ne, intake air amount, and other operating conditions. In addition to air-fuel ratio feedback control, when the throttle is fully closed, fuel is cut off at a predetermined engine speed or higher, while fuel is injected when the throttle is fully closed. It controls the recovery. In this embodiment, the case where the engine 1 is configured by a spark ignition type internal combustion engine is shown.

An example of the control performed by the shift control controller 7 is shown in the flow charts of FIGS. 2 to 10, and the details of the control will be described with reference to these flow charts.

Here, in FIG. 2, every predetermined time, for example, 5 ms.
An outline of the main routine of the shift control executed for each ec is shown, and FIG. 3 and subsequent figures show a subroutine for performing engine brake correction control at the time of traveling downhill. The correction control of the brake will be described in detail.

[1. Shift Control] In the main routine of FIG. 2, first, in step S1, the operating state of the vehicle is read from the above-described sensors and the like. In step S2, the throttle opening TVO and the vehicle speed V read in step S1 are read.
Based on SP, the control target input speed DSRREV, which is the target value of the input shaft speed Ni (= engine speed Ne) of the continuously variable transmission 2, is calculated from the shift map shown in FIG.

In step S3, step S1 described later is executed.
From 0 onward, according to the longitudinal acceleration G applied to the vehicle, the control target input speed DSRRE during engine braking is activated.
Correct V.

Then, in step S4, the control target input rotational speed DSRREV after correction by engine braking is performed.
The target speed ratio DS so that the input shaft speed Ni matches
RRTO is calculated, and in step S5, a control signal is output to the gear ratio changing means 5 of the continuously variable transmission 2 to make the continuously variable transmission 2
Control the gear ratio of.

[2. Engine Brake Correction Control] The flowchart of FIG. 3 shows an outline of a subroutine of the engine brake correction control performed in step S3, and the details of this subroutine are configured as in the flowcharts of FIGS. 4 to 10 described later. First, the outline of the engine brake correction control will be described.

At step S10, the control target input speed DSRRE obtained at step S2 of the main routine is determined.
According to V, the input shaft speed Ni of the continuously variable transmission 2 (hereinafter,
The correction control range in which the input shaft speed is simply changed is determined.

In step S11, in order to determine whether the engine brake needs to be further strengthened or weakened compared to the present, the longitudinal acceleration of the vehicle (hereinafter,
The threshold value of (acceleration is simply used) is calculated.

Then, in step S12, the acceleration generated in the vehicle is detected, and the magnitude of this acceleration is compared with the threshold value obtained in step S11 to further strengthen or weaken the engine brake. Is determined based on the operation status of the accelerator pedal.

In step S13, the amount of correction of the target input speed per unit time, which is the speed at which the engine braking force is changed, is calculated according to the magnitude of the acceleration obtained in step S12.

Then, in step S14, step S
Based on the correction amount obtained in step 13, the correction target input speed DS for generating the engine braking force according to the acceleration
RENBR (correction target value) is calculated, and step S15
Then, after newly setting the corrected target input rotation speed DSRENBR as the control target input rotation speed DSRREV, the control target input rotation speed DSRRE to which the engine brake correction is added is returned to the main routine after step S4.
The target speed ratio DSRRTO is calculated from V.

Details of the engine brake correction control will be described below with reference to the flow charts of FIGS.

[2.1 Determination of Correction Range of Control Target Input Rotational Speed and Acceleration Threshold] FIG. 4 shows the subroutine processing performed in step S3 shown in the main routine of FIG. 2, and steps S101 to S104. Corresponds to steps S10 and S11 of the outline shown in FIG.

In step S101, based on the vehicle speed VSP read in step S1, the upper limit input speed DSR which is the upper limit value of the correction control range from the map shown in FIG. 11 is used.
Calculate HLMT. Note that the map shown in FIG. 11 is one in which the input rotational speed according to the vehicle speed VSP is preset using the throttle opening (or accelerator opening) TVO as a parameter, and is stored in a storage means such as a ROM (not shown) of the shift control controller 7. It is stored.

On the other hand, in step S102, similarly,
Lower limit input speed DSRHL which is the lower limit value of the correction control range
MT is calculated based on the vehicle speed VSP.

Next, in steps S103 and S104, it is determined in FIG. 1 whether the engine brake needs to be further strengthened or weakened compared to the present.
Based on the map shown in FIG. 2, the acceleration-side threshold value VSPOVLM and the deceleration-side threshold value VSPUDL are set.
M is calculated according to the vehicle speed VSP.

The map shown in FIG. 12 is preset according to the sensory acceleration expected by the driver when the accelerator pedal is released (idle switch 15 = ON), and changes according to the speed. Is set around a constant velocity range having a predetermined acceleration range, and this constant velocity range does not indicate a physical constant velocity (acceleration = 0G), but the driver does not release the accelerator pedal. Is a region where the driver feels that the vehicle is traveling at a substantially constant speed. Above this constant velocity region, the driver feels the acceleration of the vehicle, and below the constant velocity region, the driver feels the vehicle decelerating. It is the deceleration region, and the boundary between the constant velocity region and the acceleration region is the acceleration side threshold value VSPOVLM,
The boundary between the constant velocity area and the deceleration area is the threshold value VSPUDLM on the deceleration side.
Is.

Here, the outline of the acceleration / deceleration determination map of FIG. 12 will be described. The deceleration expected when the driver releases the accelerator pedal is almost independent of the vehicle speed VSP as shown in FIG. About 0.06G (acceleration =-
It was found to be around 0.06 G) by experiments by the applicant of the present application. However, when the deceleration ≈ 0.06 G is simply applied, the sensory acceleration of the driver may give an uncomfortable feeling because the engine braking force is too strong in the low vehicle speed range, while the engine braking force may be insufficient in the high vehicle speed range. .

Therefore, the target deceleration is 0.06 G in the low vehicle speed range in accordance with the sensory acceleration of the driver.
On the other hand, the engine braking force is increased so that the deceleration is increased to secure the engine braking force in the high vehicle speed range, and the vehicle acceleration when the accelerator pedal is released is in the constant speed range which is the predetermined acceleration range. Is continuously changed. In FIG. 12, an area above the constant speed area is an acceleration area where the driver feels acceleration of the vehicle, and a lower area is set as a deceleration area where the driver feels deceleration of the vehicle.
Boundaries between the constant speed region and the acceleration and deceleration regions are set as the threshold values VSPOVLM and VSPUDLM as described above. In the present embodiment, these threshold values VSPO
Although VLM and VSPUDLM are maps, they may be treated as functions.

An example in which the idle switch 15 is used as the opening degree detecting means for detecting the operation state of the accelerator pedal is shown. However, in a premixed internal combustion engine such as a gasoline vehicle or a gas fuel vehicle, it is based on the throttle opening TVO. Thus, the released state of the accelerator pedal may be detected.

Thus, in steps S101 to S104, the upper limit input speed DSRHLMT, the lower limit input speed DSRLLMT of the correction control range, and the acceleration / deceleration threshold value VSPO.
After setting VLM and VSPUDLM respectively, the process proceeds to the acceleration / deceleration determination process of step S110 shown in FIG.

[2.2 Acceleration / Deceleration Judgment Process] In steps S110 to S118 of FIG. 5, it is judged which region the current acceleration of the vehicle is in the map of FIG. 12, and the flowchart of FIG. Corresponds to step S12.

First, in step S111, it is determined whether the vehicle speed VSP read in step S1 is within a predetermined low speed range, for example, 10 km / h or less. Acceleration TKRAM
While S6 is set to 0, otherwise, the process proceeds to step S112.

In step S112, the vehicle acceleration T is calculated from the difference between the current vehicle speed VSP and the vehicle speed VSP _-5 before a predetermined time, for example, 5 cycles before (50 msec before).
Find KRAMS6. Incidentally, as the acceleration detecting means,
Although the case where the differential value of the vehicle speed VSP is used is shown, the differential value of the detected value G of the vehicle acceleration sensor 14 or the detected value of the drive wheel rotation sensor 11 may be used.

Next, in step S113, the vehicle acceleration TKRAMS6 is compared with the acceleration side threshold value VSPOVLM obtained in step S103, and the vehicle acceleration TKR is calculated.
When AMS6 is larger than the threshold value VSPOVLM, it is determined that the current vehicle acceleration TKRAMS6 is in the acceleration range in which the engine brake needs to be increased in the map shown in FIG. 12, and the process proceeds to step S117,
If the acceleration flag VSPPLS is set to 1, otherwise, the process proceeds to step S114 to determine whether the vehicle is in the deceleration range.

Step S114 is the vehicle acceleration TKRA.
If MS6 is smaller than the deceleration side threshold value VSPUDLM obtained in step S104, step S11
6, the deceleration flag VSPMNS is set to 1; otherwise, it is determined that the vehicle is in the constant velocity range of FIG. 12, and the process proceeds to step S115 to set 1 to the constant velocity flag VSPEQS. In step S118, the vehicle acceleration TK
Even in the low speed range where RAMS6 = 0 is set, step S
At 115, the constant velocity flag is set to 1.

Thus, the threshold values VSPOVLM, VS
By comparing the PUDLM and the vehicle acceleration TKRAMS6, which region of the map in FIG. 12 the vehicle acceleration is in is discriminated by the acceleration, deceleration, and constant velocity flags. After that, the process proceeds to step S120 in FIG. The correction amount of the target input speed is searched and the mode is classified according to the accelerator pedal operation.

[2.3 Setting of Target Input Rotational Speed Correction Amount and Mode Classification According to Driving Operation] Step S120 to FIG.
In S131, after setting the correction amount of the target input rotational speed according to the vehicle acceleration TKRAMS6, the operation situation of the accelerator pedal, that is, the case classification according to the driver's intention is performed, and step S13 of the flowchart of FIG. 3 is performed. Equivalent to.

In steps S121 and S122, FIG.
The correction amount of the target input rotation speed per unit time is obtained as the downshift correction amount DDSRNN or the upshift correction amount DDSRUP from the map shown in FIG. 2 according to the magnitude and sign of the vehicle acceleration TKRAMS6.

When the vehicle acceleration TKRAMS6 is positive, the engine braking force is increased, and therefore the downshift correction amount DDSRDN in the direction of increasing the target input speed.
However, in the case of a negative value, to reduce the engine braking force,
The upshift correction amount DDSRUP in the direction of decreasing the target input rotation speed is selected, where the unit time indicates the execution interval of the processing, and in this case, the target input rotation speed correction amount for every 5 msec.

The map of FIG. 13 is set in advance based on the experiment of the applicant of the present application, and the downshift correction amount DDSRDN or the upshift correction amount DDSRUP is changed according to the acceleration of the vehicle to change the engine. The speed at which the braking force is increased or decreased is changed, and this map is stored in a storage means such as a ROM (not shown) of the shift control controller 7.

Next, in steps S123 to S131,
The driver's intention of acceleration / deceleration is estimated from the change of the previous value and the current value of the operation state of the accelerator pedal to classify the cases.

First, in step S123, it is determined whether or not the flag OLDIDLE indicating the state of the idle switch 15 in the previous processing (5 msec before) is 0, that is, the accelerator pedal is depressed, and if it is depressed. If it is released to step S124 (OLDIDL
E = 1) The process proceeds to step S125.

In step S124, whether the flag IDLE indicating the current status of the idle switch 15 is 0,
In other words, determine whether the accelerator pedal is depressed,
If it is stepped on, it proceeds to step S126, and if it is released (IDLE = 1), it proceeds to step S127.

In step S126, the accelerator pedal is continuously depressed both last time and now, and the idle switch 15 is in the OFF or OFF state, and the process proceeds to step S150, which will be described later.

On the other hand, if it is determined in step S124 that the accelerator pedal is currently released, the accelerator pedal depression state has changed from the previous value, so that the current state of the idle switch 15 is OLDIDLE = in step S127. The value is updated as 1, and in step S128, it is determined that the idle switch 15 is turned from OFF to ON and the accelerator pedal that was being depressed is released, and the process proceeds to step S160.

On the other hand, the last idle switch 15 is turned on.
Also in step S125, which is the same as above, it is determined whether the flag IDLE indicating the current state of the idle switch 15 is 0, that is, whether the accelerator pedal is depressed, and if so, the process proceeds to step S130. If it is released (IDLE = 1), the process proceeds to step S129.

In step S129, since the accelerator pedal is continuously released, step S1 is performed without changing the idle switch flag OLDIDLE last time.
Continue to release 40 and proceed to processing.

On the other hand, when it is determined in step S125 that the accelerator pedal is currently depressed, the accelerator pedal depression state has changed from the previous value.
In step S130, the current status of the idle switch 15 is updated to OLDIDLE = 0, and in step S131
Then, the idle switch 15 is switched from ON to OFF,
It is determined that the released accelerator pedal is depressed, and the process proceeds to step S150.

In this way, by comparing the previous value OLDIDLE of the idle switch 15 with the current value IDLE, the change in the depression state of the accelerator pedal is determined in step S.
The target input speed is corrected in each of the three cases of 140, S150, and S160.
40 and subsequent steps correspond to step S14 in FIG.

Although the operation state of the accelerator pedal is detected by the idle switch 15 in the above, it may be performed based on the detected value TVO of the throttle opening sensor 9.

[2.4 When the accelerator pedal is continuously released] In FIG. 7, the idle switch 15 is set to the previous value,
The correction process of the target input speed when the accelerator pedal is continuously released, in which both the current values are ON, is shown.
Then, it is determined whether or not the acceleration flag VSPPLS set in steps S110 to 118 is 1, and if it is 1, the current vehicle acceleration is in the acceleration range of the map of FIG. , 0, the process proceeds to step S142.

In step S143, in order to increase the engine braking force to decelerate the vehicle acceleration from the acceleration range of FIG. 12 to the constant speed range, the downshift correction amount DDSRDN obtained in step S121 of FIG. The target input rotation speed is increased by adding it to the previous value of the rotation speed DSRENBR.

DSRENBR = DSRENBR ₋₁ + DDSRDN Note that “ ₋₁ ” indicates the previous value. The same applies below.

Then, in step S144, the correction control flag NOWCNT indicating that the correction control is in progress is set to 1, and the process proceeds to the rotation check in step S170.

On the other hand, if it is determined in step S141 that the vehicle is not in the acceleration range, the process proceeds to step S142 to determine whether the correction control is in progress. If the correction control is in progress, step S1
While proceeding to 45, it is judged whether or not the vehicle is in the deceleration range, while when the correction control is not carried out, the routine proceeds to step S146.

In step S146, since it is not necessary to correct the target input speed, the corrected target input speed DSREN
The control target input speed DSRREV obtained in step S2 of FIG. 2 is set in BR, and the flow advances to step S170.

In step S145, it is determined whether or not the deceleration flag VSPMNS is set in step S116 of FIG. 5, and if the current vehicle acceleration is in the deceleration range of the map shown in FIG. 12, the process proceeds to step S147, while If not, the process proceeds to step S170.

In step S147, the output signal BRK of the brake switch 12 is checked to see if the brake is depressed.
Determined by If the brake is not pressed (BR
(K = 0), the process proceeds to step S148 to perform correction processing in the deceleration range while the brake is being pressed (BR
For K = 1), even in the deceleration region where the engine brake needs to be weakened, the deceleration region is corrected in order to prohibit the correction of the target input speed to be small and give priority to the braking operation of the driver. Instead, it proceeds to step 170.

In step S148, in order to weaken the engine brake and increase the speed from the deceleration range shown in FIG. 12 to the constant speed range, the upshift correction amount DDSRUP obtained in step S122 of FIG. 6 is set to the corrected target input rotation speed DSREN.
In addition to the previous value of BR, the target input rotation speed is gradually reduced (the upshift correction amount DDSRUUP becomes a negative value, so adding this to the previous value causes correction target input rotation speed D
SRENBR is subtracted).

DSRENBR = DSRENBR ₋₁ + DDSRUP Then, the process proceeds to the rotation check in step S170.

[2.5 When the accelerator pedal is depressed] Steps S150 to 155 in FIG. 8 are the target input rotation at the moment when the accelerator pedal at which the current value of the idle switch 15 is OFF is depressed or when the accelerator pedal is continuously depressed. The number correction process is shown.

In step S151, from the state of the correction control in-progress flag NOWCNT, it is determined whether or not the target input speed is being corrected for changing the engine brake, and the correction control is NOWCNT = 1. Sometimes the routine proceeds to step S152, where the correction target input speed DS
Depending on the magnitude of RENBR and the control target input speed DSRREV obtained from the map of FIG. 11 according to the current operating state, the engine brake correction control is changed to the normal shift control (control according to the map of FIG. 11). On the other hand, while the shift process is performed, if not, the process proceeds to step S153 to perform normal shift control.

In step S152, the corrected target input rotation speed DSRENBR _{-1 of the} previous processing and the current control target input rotation speed DSRREV obtained in step S2 of FIG.
When the control target input speed DSRREV is equal to or lower than the previous correction target input speed DSRENBR _-1 , the target input speed suddenly decreases when the engine brake correction control is suddenly switched to the normal shift control. In order to prevent a sudden shift-up, the process proceeds to step S154 while the control target input speed DSRREV
Is larger than the correction target input rotation speed DSRENBR, the gear shifts down in accordance with the acceleration expected by the driver who depresses the accelerator pedal, so the routine proceeds to step S153, where engine brake correction control is switched to normal gear shift control. .

In step S154, the control target input rotation speed corresponding to the map of FIG. 11 is gradually reduced while subtracting a predetermined value from the previous correction target input rotation speed DSRENBR _-1 which has been set largely by the engine brake correction control. In order to bring it closer to the number DSRREV, the value obtained by slightly lowering the target input speed is set to the corrected target input speed DSRE of this time.
The NBR is set as follows.

DSRENBR = DSRENBR ₋₁ −1 In this case, every predetermined time (5
every msec), the correction target input speed DRENBR is subtracted by a constant subtraction value, for example, 1 rpm, and the correction target input speed D
SRENBR control target input speed DS with a predetermined change rate
By gradually approaching the RREV, the control target input rotation speed DSRREV is smoothly changed from the correction target value of the engine brake correction control to the control target input rotation speed by the normal shift control to prevent a sudden shift-up.

At this predetermined rate of change, the correction target input speed D
SRENBR The subtraction value to be reduced is the previous correction target input rotation speed DSRENBR _-1 and this correction target input rotation speed D.
The difference of SRENBR is set to be less than or equal to a predetermined value,
This predetermined value is set in advance so that the change in the gear ratio when accelerating does not make the driver feel uncomfortable.

The process for shifting from the engine brake correction control to the normal shift control is performed until the previous correction target input rotation speed DSRENBR _-1 becomes equal to the control target input rotation speed DSRREV in step S152.

Then, the process proceeds to step S171 without the rotation limiter.

On the other hand, in step S153, the correction control flag N
After resetting OWCNT to 0, step S155
In order to switch to the normal shift control, the control target input speed DSRREV obtained in step S2 is stored in the corrected target input speed DSRENBR, and the process proceeds to step S171 in the same manner as above.

[2.6 When the accelerator pedal is released] In steps S160 to 164 of FIG. 9, the target input rotation speed at the moment when the accelerator pedal is released when the previous value of the idle switch 15 is OFF and the current value is ON A correction process is shown.

In step S161, the corrected target input rotational speed DSRENBR _{-1 of the} previous process and the upper limit input rotational speed DS of the correction control range obtained in step S101 of FIG.
Comparing with RHLMT, the previous correction target input speed D
When SRENBR _-1 exceeds the upper limit input speed DSRHLMT, the process proceeds to step S162, while when SRENBR _-1 is equal to or lower than the upper limit input speed DSRHLMT, step S163.
Go to.

In step S162, the upper limit input speed DSRHLMT of the correction control range is set as the correction target input speed DSRENBR, and then the process proceeds to the rotation check process in step S170.

On the other hand, if the upper limit input speed DSRHLMT or less, it is determined in step S163 whether the correction control is being performed. If the correction control is not being performed, the step S16 is performed.
4, the control target input speed DSRREV is set in the correction target input speed DSRENBR, and step S17 is performed.
Although the process proceeds to 0, if the correction control is being performed, step S1 is performed as it is.
Proceed to the process of 70.

[2.7 New Control Target Input Rotational Speed DSRR
EV Setting] In the above 2.4 to 2.6, the accelerator pedal operation status is divided into three cases, and the correction target input rotation speed DSRENBR is set respectively, and then the process proceeds to step S170 or S171, and the engine is operated. The control target input speed DSRREV after the brake correction control is set in step S170 and subsequent steps in FIG.
Steps after 170 correspond to step S15 in FIG.

When the routine proceeds to the rotation check processing in step S170, it is determined in step S172 whether the corrected target input rotation speed DSRENBR is less than or equal to the lower limit input rotation speed DSRLLMT of the correction control range obtained in step S102 of FIG. If it is determined that the corrected target input rotation speed DSRENBR is less than or equal to the lower limit input rotation speed, the process proceeds to step S173. If not, the process proceeds to step S175.

In step S173, the lower limit input rotation speed DSRLLMT of the correction control range is newly set as the correction target input rotation speed DSRENBR, and then the correction control in-progress flag NOWCNT is reset to 0 to end the correction control, and then in step S177. Go to.

On the other hand, it is determined in step S172 that the corrected target input speed DSRENBR is the lower limit input speed DSRL.
If it exceeds LMT, in step S175, the upper limit input rotational speed D of the correction control range obtained in step S101 is obtained.
It is determined whether SRHLMT is exceeded, and if it exceeds, a new correction target input rotation speed D is obtained in step S176.
Upper limit input speed DS of correction control range as SRENBR
After setting RHLMT, the process proceeds to step S177.

From the processing of [2.5] above, step S1
When the process proceeds to the process without the rotation limiter in 71, the process directly proceeds to step S177.

In step S177, the correction target input speed DSR set by the engine brake correction control is set.
ENBR is set as a new control target input speed DSRREV, and the process returns to step S4 in FIG.

In this way, the gear ratio changing means 5 of the continuously variable transmission 2 is driven so that the target gear ratio DSRRTO corresponding to the corrected target input rotational speed DSRENBR after the engine brake correction control is achieved.

[3. Overall Action] In the engine brake correction control, the vehicle acceleration TKRAMS6 deviates from the constant velocity region of the map shown in FIG. 12 to become the acceleration region or the deceleration region (steps S113 and 114), and the accelerator pedal is continuously released. It is started on condition that it is done (step S129, step S140 and thereafter).

Thus, while the accelerator pedal is continuously released and the vehicle is coasting downhill, the speed at which the engine brake is increased or decreased according to the downshift correction amount DDSRDN or the upshift correction amount DDSRUP obtained from the map of FIG. 13 (unit time The target input rotational speed correction amount per hit) is continuously controlled, the engine braking force is smoothly changed, and the vehicle acceleration is converged to a constant speed range, thereby realizing a feeling of deceleration according to the driver's expectation.

If the driver depresses the accelerator pedal even a little to increase the speed during the inertia running, the stepping process from step S150 onward is performed by the case classification process from step S123 onward depending on the operation state of the accelerator pedal. Move to.

In this depression process, the driver expects acceleration, and the engine brake correction control is switched to the normal shift control.

Depending on the state of the correction control flag NOWCNT, it is determined whether or not the engine brake correction control is being performed, and if the engine brake correction control is to be ended due to the depression of the accelerator pedal, step S1
At 52, the previous corrected target input rotational speed DSRENBR _-1 by the engine brake correction control and the control target input rotational speed DSRRE obtained from the map of FIG. 11 based on the operating state.
By determining the magnitude of V, the transition from the engine brake correction control to the normal shift control is smoothly performed while responding to the driver's acceleration request.

On the other hand, in the state where the accelerator pedal is continuously depressed during the normal running where NOWCNT = 0, step S15 is executed.
3, the control target input rotation speed DSRREV (hereinafter, referred to as map rotation speed) obtained from the map of FIG. 11 is set to a target value, and normal shift control is performed.

Here, in step S152, the vehicle speed VS
The map rotation speed obtained from the map of FIG. 11 according to P and the throttle opening TVO and the previous correction target input rotation speed DS
RENBR _-1 (hereinafter referred to as the previous value) is compared, and when the map rotation speed is equal to or less than the previous value, the shift from the engine brake correction control to the normal gear shift control is upshifted. Since it is necessary to prevent shocks due to excessive changes in acceleration as in the example, step S
Proceeding to 154, as shown in FIG. 15A, the map rotation speed is gradually approached from the previous value largely set by the engine brake correction control.

On the other hand, when the map rotation speed is larger than the previous value, the engine brake correction control is switched to the normal shift control downshifting, so that the target input rotation speed is changed according to the driver's intention to accelerate. The number may be set to a large value, and the process proceeds to steps S153 and 155.
As shown in (B), the engine brake correction control is ended and the target input speed is switched to the map speed.

In case of upshifting, step S
At 154, the corrected target input rotation speed DSRENBR is decreased from the previous value by a constant subtraction value (for example, 1 rpm), and the control target input rotation speed DSRREV is gradually decreased by 1 rpm at every predetermined time (processing execution interval = 5 msec). It is decreased and gradually decreased to the final control target map rotational speed.
In other words, after the engine brake correction control is completed, the previous value can be brought closer to the map rotation speed while continuously decreasing it at a predetermined change rate, and the control target input rotation speed DSRREV can be smoothly decreased to achieve the engine brake correction. Even if the shift from the control to the normal shift control is an upshift, it is possible to smoothly accelerate without giving the driver a feeling of strangeness.

Thus, when the accelerator pedal is depressed during coasting and the engine brake correction control is ended, the previous value obtained by the engine brake correction control is compared with the map rotation speed obtained by the normal gear shift control, and the engine brake is controlled. If the shift from the correction control to the normal shift control is a downshift, the map rotation speed is set as it is to the target input rotation speed, and the downshift according to the driver's acceleration request is performed to accelerate the vehicle. , When the shift from the engine brake correction control to the normal shift control is upshifted, the correction target input rotation speed DSRENBR by the engine brake correction control does not suddenly shift to the map rotation speed, but the previous value DSRENBR _-1. The specified subtracted value from is gradually reduced every predetermined time according to the processing execution interval, It becomes possible to continuously and gradually change the control target input speed DSRREV toward the corresponding map speed, and the target input speed does not suddenly change as in the conventional example, and a sudden shift occurs. The increase does not cause the driver to feel uncomfortable or uncomfortable, and it is possible to accelerate according to the driver's intention while smoothly performing normal shift control from engine brake correction control.

Further, the correction target input speed DSRENB
Since the subtraction value per unit time for bringing R close to the map rotation speed according to the operating state is always a constant value (1 rpm in this embodiment), the rate of change of the target input rotation speed is always constant. The driver can easily grasp the behavior of the vehicle due to the acceleration operation regardless of the fluctuation of the driving condition such as the size of the slope on the downhill.
It is possible to eliminate the discomfort and dramatically improve the drivability and the riding comfort of the vehicle equipped with the continuously variable transmission.

In the above embodiment, the start of coasting, that is, the start of engine brake correction control is determined according to the released state of the accelerator pedal. However, the vehicle is equipped with a constant speed running control device (cruise controller) or the like. Then, the start of the engine brake correction control may be determined according to the operation of the deceleration command switch or the like, or the engine brake correction control may be started based on the inertia running command from the constant speed running control device.

Further, in the above embodiment, the end of the engine brake correction control is determined according to the depression state of the accelerator pedal. However, in a vehicle equipped with a constant speed running control device (cruise controller) or the like, an acceleration command switch or the like is used. The end of the engine brake correction control may be determined according to the operation, or the end of the engine brake correction control may be detected based on the acceleration command from the constant speed traveling control device.

[0106]

As described above, according to the first aspect of the present invention, when an acceleration command is detected during coasting by engine brake correction control, engine brake correction control for maintaining a predetermined acceleration range is terminated, Target input speed is acceleration command
For the process moves to the control target input rotational speed corresponding to driving state, this time, the target input rotational speed is gradually changed toward the engine speed control target input from the correction target value at a predetermined rate, abruptly It is possible to smoothly shift from inertial running to perform correction control of the engine brake to the acceleration state and realize smooth acceleration by preventing a change in the gear ratio, and to accelerate acceleration due to a sudden shift-up as in the conventional example. It is possible to prevent excessive fluctuations in the vehicle, to prevent the driver from feeling uncomfortable and uncomfortable, and to dramatically improve the drivability and riding comfort of the vehicle equipped with the continuously variable transmission.

Further, according to the second aspect of the invention, when the accelerator pedal is depressed during coasting to maintain the predetermined acceleration range while the engine brake is being applied, the engine brake correction control for maintaining the predetermined acceleration range ends. , The target input rotation speed shifts to the control target input rotation speed according to the operating state when the accelerator pedal depression is detected .
The target input speed is gradually changed from the correction target value toward the control target input speed at a predetermined rate of change, so sudden change in the gear ratio is prevented and engine brake correction control is performed to accelerate from coasting. It becomes possible to smoothly shift to the state and realize smooth acceleration according to the operation amount of the accelerator pedal, prevent excessive fluctuation of acceleration due to sudden shift up as in the conventional example, and give the driver It is possible to dramatically improve the drivability and the riding comfort of the vehicle equipped with the continuously variable transmission without giving a feeling of strangeness or discomfort.

Further, in the third aspect of the present invention, when shifting from the engine brake correction control to the acceleration state, the previous correction target value is compared with the control target input rotation speed, and the previous correction target value is set to the control target input rotation speed. When the number is equal to or more than the number, the target input speed is gradually reduced to the control target input speed by gradually decreasing the target input speed by subtracting the constant subtraction value per predetermined time from the previous correction target value. It is possible to shift, and acceleration from coasting can be always performed in response to an acceleration command such as the operation amount of the accelerator pedal, regardless of changes in driving conditions such as the slope of the road surface. The behavior of the vehicle due to the acceleration operation can be easily grasped, and the drivability of the vehicle equipped with the continuously variable transmission can be further improved.

Further, in the fourth aspect of the present invention, the subtraction value per predetermined time when the engine brake correction control is shifted to the control target input rotation speed is such that the difference between the previous correction target value and the current correction target value is less than the predetermined value. Therefore, it is possible to prevent an excessive change in the gear ratio that causes the target input speed to drastically decrease, to smoothly perform acceleration from coasting, and to drive road gradients. Regardless of the change in conditions, it is possible to always obtain acceleration according to the operation amount of the accelerator pedal, and the driver can easily grasp the behavior of the vehicle due to the acceleration operation during coasting, and the stepless The drivability of the vehicle equipped with the transmission can be further improved.

[Brief description of drawings]

FIG. 1 is a block diagram of a shift control device showing an embodiment of the present invention.

FIG. 2 is a flowchart showing a main routine of control performed by a shift control controller.

FIG. 3 is a flowchart showing an outline of a subroutine of engine brake correction control.

FIG. 4 shows details of engine brake correction control, and shows a flowchart showing a search process of a correction control range and an acceleration / deceleration determination threshold value.

FIG. 5 is a flow chart showing acceleration calculation and acceleration / deceleration determination processing.

FIG. 6 is a flow chart showing a case-by-case process according to a target input speed correction amount search and an operating state.

FIG. 7 is a flowchart showing the setting of a corrected target input rotation speed DSRENBR when the accelerator pedal is continuously released.

FIG. 8 is a flowchart showing a shift process from engine brake correction control to normal shift control when the accelerator pedal is depressed.

FIG. 9 is a flowchart showing the setting of a corrected target input rotation speed DSRENBR at the moment when the accelerator pedal is released.

FIG. 10 is a flow chart showing a rotation limit check process of the same.

FIG. 11 shows the throttle opening TVO as a parameter.
The shift map which shows the control target input rotation speed DSRREV according to the vehicle speed VSP.

FIG. 12 is a map showing a relationship between a vehicle speed VSP and a threshold value of vehicle acceleration.

FIG. 13 is a downshift correction amount DDSRDN and an upshift correction amount DD per unit time according to vehicle acceleration.
A map showing SRUP.

FIG. 14 is a graph showing the relationship between the vehicle speed VSP and the deceleration expected by the driver during coasting.

FIG. 15 is a graph showing the relationship between the input shaft rotation speed and the map rotation speed or the correction target input rotation speed for explaining the operation of the present invention, (A) shows a case where the map rotation speed is upshift smaller than the previous value, (B) shows the case of downshift in which the map rotation speed is larger than the previous value.

FIG. 16 is a claim correspondence diagram corresponding to claim 1.

FIG. 17 is a claim correspondence diagram corresponding to claim 2;

[Explanation of symbols]

1 engine 2 continuously variable transmission 3 drive axis 4 Fuel injection valve 5 Gear ratio changing means 6 Engine control controller 7 Shift control controller 8 vehicle speed sensor 9 Throttle opening sensor 10 Engine rotation sensor 12 Brake switch 14 Vehicle acceleration sensor 15 Idle switch 50 gear change control means 51 Acceleration detection means 52 Opening degree detection means 53 engine brake correction value setting means 54 engine brake correction control ending means 61 coasting command means 62 acceleration command means

Continuation of front page (56) Reference JP-A-3-189464 (JP, A) JP-A-3-189460 (JP, A) JP-A-5-256358 (JP, A) JP-A-1-250653 (JP , A) JP-A 1-106742 (JP, A) JP-A 3-204460 (JP, A) JP-A 6-81932 (JP, A) JP-A 62-166121 (JP, A) JP-A 61-220938 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (6)

(57) [Claims] 1. A gear ratio changing means for changing a gear ratio of a continuously variable transmission, and a control target input rotational speed of an input shaft of the continuously variable transmission, which is calculated in accordance with a driving state of a vehicle, and the input shaft rotation. In a shift control device for a continuously variable transmission, which includes a shift control means for controlling the shift ratio changing means so that the number matches a control target input speed, an acceleration detecting means for detecting an acceleration generated in a vehicle, An opening detection means for detecting the operation state of the accelerator pedal, and an inertial travel command for instructing the inertial travel of the vehicle so that the acceleration falls within a predetermined range based on the opening detection means detecting the release of the accelerator pedal. Means, an acceleration command means for instructing acceleration of the vehicle, and an engine brake correction value setting hand for setting a correction target value of the target input speed so as to be the acceleration when the coasting is instructed. If, during the engine braking correction value setting means of the target input revolution speed modification, when detecting the acceleration command from the acceleration instruction means, and a control target input rotational speed corresponding to the correction target value to the operation state at the time of acceleration command Compare the previous correction target values and
When the correction target value is equal to or higher than the control target input speed, the correction target
Change the value toward the control target input speed at a predetermined rate of change, and if the previous correction target value is less than or equal to the control target input speed.
Stop the engine brake correction control and enter the control target.
An engine brake correction control terminating means for changing to a rotation speed, wherein the shift control means controls the gear ratio changing means on the basis of a correction target value of the target input rotation speed. Shift control device. 2. A gear ratio changing means for changing a gear ratio of a continuously variable transmission, and a control target input rotational speed of an input shaft of the continuously variable transmission, which is calculated in accordance with an operating state of a vehicle, and the input shaft rotation. In a shift control device for a continuously variable transmission, which includes a shift control means for controlling the shift ratio changing means so that the number matches a control target input speed, an acceleration detecting means for detecting an acceleration generated in a vehicle, An opening degree detecting means for detecting an operation state of the accelerator pedal, and a correction target value of the target input speed so that the acceleration is within a predetermined range when the opening degree detecting means detects the release of the accelerator pedal. While the engine brake correction value setting means and the engine brake correction value setting means are correcting the target input speed, when the opening detection means detects the depression of the accelerator pedal, the correction target value is set. Control target input rotational speed before and according to the operating state at the time of the depression detection Serupedaru
The correction target values for the previous
When the target input speed is higher than the target input speed, the correction target value is
Change to the number of turns at a predetermined rate of change, and set the previous correction target value.
Is below the control target input speed, engine brake supplement
And an engine brake correction control ending means for ending the positive control and changing the control target input speed to the control target input speed. The shift control means controls the speed ratio changing means based on the correction target value of the target input speed. A shift control device for a continuously variable transmission, comprising: 3. The engine brake correction control ending means compares a previous correction target value with a control target input rotation speed,
The correction target value is set by subtracting a constant subtraction value per predetermined time from the previous correction target value when the previous correction target value is equal to or higher than the control target input rotation speed. Item 3. A shift control device for a continuously variable transmission according to Item 2. 4. The continuously variable transmission according to claim 3, wherein the subtraction value is set such that a difference between the previous correction target value and the current correction target value is equal to or less than a predetermined value. Shift control device. 5. A gear ratio change for changing the gear ratio of a continuously variable transmission.
Means and Control target of the input shaft of the continuously variable transmission according to the driving state of the vehicle
The input shaft speed is calculated while the input speed is calculated.
Change the gear ratio to match the target input speed Means of change
Control of a continuously variable transmission including a shift control means for controlling
In your device, Acceleration detecting means for detecting the acceleration generated in the vehicle; An opening degree detection means for detecting the operation state of the accelerator pedal, The opening detection means detects that the accelerator pedal is released.
Of the vehicle so that the acceleration is within a predetermined range based on
Coasting command means for commanding coasting, Acceleration command means for commanding acceleration of the vehicle, When the coasting is commanded, the acceleration will be obtained.
To set the target correction value for the target input speed.
Key correction value setting means, The engine brake correction value setting means is the target input speed.
The acceleration command from the acceleration command means is detected during the correction of
Then, the correction target value is controlled according to the operating condition at the time of the acceleration command.
Engine that changes at a predetermined rate of change toward the target input speed
And brake compensation control ending means, The gear shift control means is configured to correct the target input rotation speed correction target value.
Controlling the gear ratio changing means based on The engine brake correction control ending means, Compare the previous correction target value with the control target input speed,
When the previous correction target value is equal to or higher than the control target input speed, Subtract a fixed subtraction value per predetermined time from the previous correction target value
Set the same as the correction target value, The subtracted value is The difference between the previous correction target value and the current correction target value is less than the specified value
Of the continuously variable transmission characterized by being set to
Shift control device. 6. A gear ratio change for changing the gear ratio of a continuously variable transmission.
Means and Control target of the input shaft of the continuously variable transmission according to the driving state of the vehicle
The input shaft speed is calculated while the input speed is calculated.
The gear ratio changing means to match the target input speed
Control of a continuously variable transmission including a shift control means for controlling
In your device, Acceleration detecting means for detecting the acceleration generated in the vehicle; An opening degree detection means for detecting the operation state of the accelerator pedal, When the opening detection means detects the release of the accelerator pedal,
The target input rotation so that the acceleration is within the specified range.
Number of correction target value for engine brake correction value setting
Means and The engine brake correction value setting means is the target input speed.
During correction of the
When it detects that the accelerator pedal is depressed, the correction target value is
Toward the control target input speed depending on the operating condition
Engine brake correction control that changes with a predetermined change rate
And a termination means, The gear shift control means is configured to correct the target input rotation speed correction target value.
Controlling the gear ratio changing means based on The engine brake correction control ending means, Compare the previous correction target value with the control target input speed,
When the previous correction target value is equal to or higher than the control target input speed, Subtract a fixed subtraction value per predetermined time from the previous correction target value
Set the same as the correction target value, The subtracted value is The difference between the previous correction target value and the current correction target value is less than the specified value
Of the continuously variable transmission characterized by being set to
Shift control device.