JP4222181B2 - Control device for vehicle equipped with continuously variable transmission - Google Patents

Description

  The present invention relates to a control device that controls a transmission ratio of a continuously variable transmission mounted on a vehicle and a torque of a power source in association with each other.

  Recently, the rotation speed of an internal combustion engine for a vehicle such as a gasoline engine is controlled to a rotation speed at which the fuel consumption is optimum (minimum) by a continuously variable transmission connected to the output side thereof. This is due to the fact that the output torque of the internal combustion engine can be electrically controlled by an electronic throttle valve or the like in addition to continuously changing the gear ratio in the continuously variable transmission. Therefore, in a vehicle equipped with a continuously variable transmission, shift control with an emphasis on fuel efficiency is widely performed. For example, a required drive based on a drive request amount represented by an accelerator opening degree and a vehicle drive state such as a vehicle speed. The target output is calculated based on the required driving force and the driving state of the vehicle, and the target rotational speed of the internal combustion engine (the input rotational speed of the continuously variable transmission) that is the optimum fuel consumption for the target output is calculated. Then, the continuously variable transmission is controlled so as to achieve the target rotational speed. On the other hand, a target output torque of the internal combustion engine is obtained based on the target output, and an output control device such as an electronic throttle valve is controlled so as to obtain the target output torque.

  In such control with an emphasis on fuel consumption, the change in driving torque is relatively slow. Therefore, there are cases where the acceleration / deceleration response is not always sufficient. Therefore, conventionally, the gear ratio is transiently and rapidly changed in accordance with the change rate (change speed) of the accelerator opening, and further, a so-called manual shift (manual change) in which the gear ratio is changed based on a manual operation. A continuously variable transmission is also configured to be capable of shifting. An example of the latter device capable of manual shifting is described in Patent Document 1 or Patent Document 2.

The invention described in Patent Document 1 is configured to change the engine torque during the shift so as to give a sports feeling when a manual shift is performed. Further, in Patent Document 2, in the case of an upshift in which the gear ratio of the continuously variable transmission is changed stepwise in response to depression of the accelerator pedal or by manual operation, the engine torque is set so as to cancel the inertia torque. There is described an invention configured to reduce the upshift speed when the torque reduction is not permitted.
Japanese Patent Publication No. 2001-524178 Japanese Patent Laid-Open No. 11-20513

  As described above, in a vehicle equipped with a continuously variable transmission, the shift control of the continuously variable transmission is performed so that the rotational speed of the internal combustion engine has optimum fuel efficiency, while the output torque of the internal combustion engine is controlled to the target output. This is done by controlling the electronic throttle valve so that the torque is calculated based on the above. That is, there is a degree of freedom in controlling the output torque of the internal combustion engine. In the inventions described in the above-mentioned patent documents, the engine torque control peculiar to so-called manual shift is performed by taking advantage of the degree of freedom. . However, since the manual shift operation is performed artificially, the operation or control state of the internal combustion engine at the time when the manual shift operation is executed is various, and the torque control of the internal combustion engine accompanying the manual shift operation is different at that time. There are cases where it is inappropriate for the operating state of the internal combustion engine, or there is a possibility that unintended torque fluctuations may occur in combination with other torque control.

  The present invention has been made paying attention to the above technical problem, and in a vehicle equipped with a continuously variable transmission, effectively prevents an unintended torque change due to torque control of a power source accompanying manual gear shifting. It is an object of the present invention to provide a control device capable of performing the above.

In order to achieve the above object, the invention of claim 1 changes the speed ratio of the continuously variable transmission connected to the output side of the power source based on the manual speed change operation, and shifts based on the manual speed change operation. the control apparatus of a vehicle installed with a continuously variable transmission for changing the output torque of said power source in response to control content ratios, the establishment of prohibition condition for prohibiting the speed ratio control based on the manual shift operation, wherein and prohibiting condition determining means for determining at least one of the establishment of control prohibition condition for prohibiting the control of the output torque of the power source in accordance with the control content of the gear ratio based on the manual shift control, the transmission ratio control When it is determined that at least one of the prohibition condition and the output torque control prohibition condition is satisfied, the speed ratio control based on the manual speed change operation and the movement corresponding to the control content of the speed ratio are determined. A control device, characterized in that a control prohibiting means for prohibiting the control of the output torque of the source.

The invention of claim 2 is the invention according to claim 1, prohibiting condition of the gear ratio control is likely to drive state or non-driven state of the power source by changing the speed ratio based on the manual operation is reversed There is a control device characterized in that.

Further, the invention of claim 3, the control prohibition condition of the output torque in the invention of claim 1 or 2, by another control for the output torque of the power source is already running ahead The control apparatus is characterized in that output torque control according to the control content of the gear ratio is not executed.

Then, the invention of claim 4, the control inhibition condition of the output torque in any one of the claims 1 to 3, the control of the output torque, driving of the vehicle to be generated by the shift based on the manual operation movement · Ru controller der, characterized in that the non-driven state of a potential state of the opposite driving dynamic and non-driven.
According to a fifth aspect of the present invention, in the first to fourth aspects of the invention, the continuously variable transmission changes the speed ratio without being based on a manual operation, in addition to a manual speed change that changes the speed ratio based on the manual operation. The control device is configured to be capable of automatic shifting, and is characterized in that the shifting speed in the case of manual shifting is faster than the shifting speed in the case of automatic shifting.

According to the first to fifth aspects of the present invention, when a manual speed change operation for increasing or decreasing the speed ratio set in the continuously variable transmission is executed, speed ratio control based on the manual operation is executed, At the same time, the output torque of the power source is controlled. If either the speed ratio control prohibition condition based on the manual speed change operation or the output torque control prohibition condition is satisfied, the speed change based on the manual speed change operation is established. Both ratio control and output torque control are prohibited. Therefore, it is possible to prevent a shock from occurring and an unintended driving state or a non- (driven) driving state from occurring.

  Next, the present invention will be described based on specific examples. First, a power train of a vehicle to which the present invention can be applied and a control system of the vehicle are shown in FIG. In the vehicle Ve shown in FIG. 3, a fluid transmission device 3, a lockup clutch 4, a forward / reverse switching mechanism 5, a continuously variable transmission 6, and the like are provided on a power transmission path between the power source 1 and the wheels 2. Yes. As the power source 1, for example, at least one of an internal combustion engine and an electric motor can be used, and an internal combustion engine having a mechanism capable of electrically controlling output, such as an internal combustion engine having an electronic throttle valve 7, is preferably used. The As the electric motor, it is possible to use a motor generator having a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electrical energy. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, or a natural gas engine having an electronic throttle valve 7 is used as the power source 1 will be described.

  Further, the fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the power source 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are in parallel with each other. Has been placed. The fluid transmission device 3 is a device that transmits power by the kinetic energy of the fluid, specifically a fluid torque converter, and the lockup clutch 4 is a device that transmits power by frictional force, and is a torque converter. An input side member such as a pump impeller and an output side member such as a turbine runner are directly connected. The forward / reverse switching mechanism 5 is a device that selectively reverses and outputs an input torque, and is configured mainly by a planetary gear mechanism, for example.

  The continuously variable transmission 6 is basically a mechanism capable of continuously changing the gear ratio, and a belt-type or toroidal-type continuously variable transmission can be used. FIG. 3 shows a belt type, and the continuously variable transmission 6 is provided in a power transmission path between the forward / reverse switching mechanism 5 and the wheels 2. More specifically, the continuously variable transmission 6 is provided with a primary shaft 8 and a secondary shaft 9 arranged in parallel to each other. The primary shaft 8 is provided with a primary pulley 10, and the secondary shaft 9 is provided with a secondary pulley 11. The primary pulley 10 includes a fixed sheave 12 fixed to the primary shaft 8 and a movable sheave 13 configured to be movable in the axial direction of the primary shaft 8. A V-shaped groove M <b> 1 is formed between the fixed sheave 12 and the movable sheave 13.

  In addition, a hydraulic servo mechanism 14 is provided that moves the movable sheave 13 in the axial direction of the primary shaft 8 to bring the movable sheave 13 and the fixed sheave 12 closer to or away from each other. The hydraulic servo mechanism 14 includes a hydraulic chamber 15 and a piston (not shown) that operates in the axial direction of the primary shaft 8 according to the oil amount or hydraulic pressure of the hydraulic chamber 15 and is connected to the movable sheave 13. Yes.

  On the other hand, the secondary pulley 11 has a fixed sheave 16 fixed to the secondary shaft 9 and a movable sheave 17 configured to be movable in the axial direction of the secondary shaft 9. A V-shaped groove M <b> 2 is formed between the fixed sheave 16 and the movable sheave 17. The belt 18 is wound around the pulleys 10 and 11 while being sandwiched between the grooves M1 and M2.

  Further, a hydraulic servo mechanism 19 is provided that moves the movable sheave 17 in the axial direction of the secondary shaft 9 to bring the movable sheave 17 and the fixed sheave 16 closer to or away from each other. The hydraulic servo mechanism 19 includes a hydraulic chamber 20 and a piston (not shown) that operates in the axial direction of the secondary shaft 9 according to the hydraulic pressure or oil amount of the hydraulic chamber 20 and is connected to the movable sheave 17. Yes.

  On the other hand, a hydraulic control device 21 having a function of controlling the hydraulic servo mechanisms 14 and 19 and the lockup clutch 4 and the forward / reverse switching mechanism 5 of the continuously variable transmission 6 is provided. Further, an electronic control device 22 is provided as a controller for controlling the power source 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the hydraulic control device 21, and the electronic control device 22 An arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly including an input / output interface are included.

  The automatic transmission control for controlling the gear ratio of the continuously variable transmission 6 shown in FIG. 3 based on the traveling state of the vehicle Ve, that is, the accelerator opening, the vehicle speed, and the like, and the manual transmission for performing the gear shifting based on the manual operation (manual shift) ) Control and can be executed. The shift device 23 is configured to select the automatic shift control and the manual shift control. For example, a guide groove for guiding the shift lever 24 is formed in a deformed H-shape as schematically shown in FIG. 3, and a parking position (P), a reverse position, a neutral position, a drive are formed on one straight line portion. Position (D) and brake position (B) are assigned, and the center of the other straight line portion branched from the drive position is assigned to manual position (M). Upshift position (+) A downshift position (-) is provided. A sensor (not shown) such as a switch for detecting each position is provided, and an output signal of the sensor is input to the electronic control unit 22. Further, a ring gauge (not shown) such as a cable for transmitting the movement of the shift lever to the hydraulic control device 21 is provided.

  The signals input to the electronic control unit 22 are exemplified as follows: engine speed, accelerator pedal operating state, brake pedal operating state, throttle valve opening, shift position, primary shaft 8 rotational speed, secondary shaft 9, the signal of a sensor for detecting whether or not the solenoid valve of the hydraulic control device 21 has failed, the amount of intake air of the engine, whether it is an uphill road, a signal indicating the shift position selected by the shift device 23, An upshift signal from a sensor provided at the upshift position, a downshift signal from a sensor provided at the downshift position, and the like are input. Various data are stored in the electronic control device 22, and a signal for controlling the power source 1 from the electronic control device 22 based on the signal input to the electronic control device 22 and the stored data. A signal for controlling the continuously variable transmission 6, a signal for controlling the forward / reverse switching mechanism 5, a signal for controlling the lockup clutch 4, a signal for controlling the hydraulic control device 21, and the like are output.

  The data stored in the electronic control unit 22 includes an engine torque control map, a transmission control map, a lockup clutch control map, and the like. The engine torque control map is a map in which, for example, a temporary increase amount of the control amount of the electronic throttle valve 7 is set. The transmission control map includes a gear ratio control map, a torque capacity control map, and the like. The transmission ratio control map is a map for setting the transmission ratio of the continuously variable transmission 6 or the target rotational speed of the power source 1 based on the vehicle speed, the accelerator opening, the deceleration, or the operating state of the brake. When an engine is used as the power source 1, the engine speed can be controlled to approach the optimum fuel consumption line by controlling the speed ratio of the continuously variable transmission 6. This rotational speed control is mainly performed by feedback control based on the deviation between the target rotational speed and the actual rotational speed, and feedforward control is executed or used together as necessary. The torque capacity control map is a map used when controlling the torque capacity of the continuously variable transmission 6 based on a gear ratio, torque to be transmitted, and the like. The lockup clutch control map is a map for setting the torque capacity of the lockup clutch 4 based on the vehicle speed, the accelerator opening, and the like.

  As described above, the continuously variable transmission 6 can function so as to control the rotational speed of the power source 1 to the rotational speed at which the fuel efficiency is optimized. In this so-called normal control, for example, the required driving force is obtained from an appropriate map based on the required driving amount represented by the accelerator opening and the vehicle speed, and the target output of the power source is calculated from the required driving force and the vehicle speed. Is calculated. The target rotational speed at which the target output can be output with the optimum fuel efficiency is obtained from a map etc. as the rotational speed at the intersection of the so-called optimal fuel efficiency line and the target output line, and the target rotational speed and the actual power source rotational speed The speed ratio of the continuously variable transmission 6 is feedback-controlled using the difference as a control deviation. On the other hand, a target torque is calculated based on the target output and the vehicle speed at that time, and the output torque of the power source 1 is controlled by the electronic throttle valve 7 or the like so as to achieve the target torque.

  In this so-called normal control, the continuously variable transmission 6 is controlled based on the traveling state determined by the vehicle speed, the turbine rotational speed of the fluid transmission device 3 and the required driving amount such as the accelerator opening. As control of the gear ratio of the machine 6, control based on manual operation is also possible. The control is such that a switch or sensor provided in the upshift position or downshift position of the shift device 23 is turned on by the shift lever 24 to output a signal, and the target rotation of the power source 1 is based on the signal. In this control, the number of steps is changed stepwise or the target rotational speed is continuously changed while a signal is output. Such shift control is manual shift control (manual shift control).

  Since the manual speed change operation is executed in anticipation of an agile operation of the vehicle, the continuously variable transmission 6 is controlled so that the speed change speed (speed change ratio) is increased. For example, when a manual downshift operation is performed during deceleration, the gear ratio is increased at a speed faster than usual. Conversely, when a manual upshift is performed during acceleration, the gear ratio is reduced at a speed higher than usual. Such shift control is executed as normal manual shift control.

  In the case of such a manual shift, since the shift speed is high, engine torque control is also executed in order to reduce or prevent a shock. Specifically, in the case of a manual downshift at the time of deceleration, control for rapidly increasing the engine torque is executed. This is control in which the opening degree of the electronic throttle valve 7 is increased and then gradually returned in the vehicle shown in FIG. When this engine torque control is executed in cooperation with the speed change control, the so-called engine braking force accompanying the increase in the speed change ratio is reduced by the engine torque control, and the change in the drive torque due to the speed change increasing rapidly. Suppress and prevent or alleviate shock. Further, in the case of manual upshift, since the gear ratio is rapidly decreased, the rotational speed of the power source 1 and the rotating member related thereto is reduced and inertia torque is generated, which causes a shock. The engine torque is reduced so as to cancel the torque. Thus, the engine torque control is also included in the normal manual shift control.

  The manual shift control is connected to the input side of the continuously variable transmission 6 because the shift speed is increased as compared with the normal shift control because the shift execution factor is an artificial shift operation. The rotational speed of the power source 1 changes rapidly. Therefore, for example, when the speed ratio is rapidly increased (downshift) in a state where the accelerator pedal is depressed slightly and the power source 1 is driving the vehicle Ve, the output rotational speed of the power source 1 is increased depending on the vehicle speed at that time. On the other hand, the input rotation speed of the continuously variable transmission 6 may increase, and the power source 1 may be in a non- (driven) drive state. When the accelerator pedal is returned and the power source is in a non- (driven) drive state and the gear ratio is suddenly reduced by a manual upshift, depending on the vehicle speed at that time, the output rotational speed of the power source 1 In some cases, the rotational speed becomes smaller than the input rotational speed of the continuously variable transmission 6, and the power source 1 is in a driving state. In any of these cases, the driving / non- (driven) driving state of the power source 1 is reversed by a manual shift, so that a shock may occur.

  Further, the electronic throttle valve 7 is electrically controlled with various requirements in addition to the control associated with the manual shift. Therefore, if the electronic throttle valve 7 has already been subjected to other controls when the manual shift operation is performed. In order to avoid interference or superimposition of control, control of the subsequent electronic throttle valve 7 corresponding to the manual shift operation may be rejected or delayed, and may not be substantially executed. Further, when the torque change amount or timing due to the control of the output torque of the power source 1 does not correspond to the rapid change of the gear ratio due to the manual shift control, the torque change of the power source 1 appears as the change of the drive torque. There is. In any of these cases, there is a possibility that a shock or a change in driving force accompanying a rapid shift occurs, or that a sense of incongruity may occur due to an unintended change in driving force.

  Therefore, when the manual shift operation is performed, the control device according to the present invention determines whether or not the rapid shift based on the manual shift operation is possible, and the output torque of the power source 1 according to the rapid shift. At least one of the determination as to whether or not the control is possible is performed, and control according to the determination result is performed. An example of this is shown in the flowchart of FIG.

  The routine shown in FIG. 1 is repeatedly executed every predetermined short time, and it is first determined whether or not a manual shift determination has been made (step S1). This determination can be made, for example, by detecting whether or not a sensor provided at the upshift position of the shift device 23 described above or a sensor provided at the downshift position outputs a signal. If a negative determination is made in step S1, this routine is temporarily terminated without performing any particular control.

  On the other hand, when a positive determination is made in step S1, it is determined whether or not the shift by the manual shift operation is a downshift (step S2). If the sensor provided at the downshift position of the shift device 23 outputs a signal, a positive determination is made in step S2. The downshift based on the manual shift operation increases the gear ratio or the input rotation speed of the continuously variable transmission 6 at a faster speed than a so-called normal downshift not based on the manual shift operation. Therefore, if an affirmative determination is made in step S2, it is determined whether or not the power source 1 is switched from the driving state to the non- (driven) driving state when the downshift at such a high speed is executed. (Step S3).

  For example, when a downshift by a manual gearshift operation is executed while the power source 1 is maintained in the driving state by slightly depressing an accelerator pedal (not shown), the gear ratio is increased rapidly and continuously. When the input rotational speed of the transmission 6 is increased and exceeds the rotational speed in the driving state of the power source 1, the power source 1 is switched from the driving state to the non- (driven) driving state. In step S3, it is determined whether or not such a change occurs. The determination is based on the output rotational speed of the power source 1 when a manual downshift operation is performed, the gear ratio when it is assumed that a manual downshift is performed, and the output shaft rotational speed of the continuously variable transmission 6. This can be done by comparing the input rotational speed obtained as the product of.

  If a negative determination is made in step S3, it is determined whether or not the dashpot control is in progress (step S4). The dashpot control determined here is a throttle opening reduction rate (decrease) in order to prevent the power source 1 from stalling when the accelerator opening (the depression angle of the accelerator pedal) is sharply reduced. (Gradient). Therefore, since this dashpot control is control for the electronic throttle valve 7, if the torque control of the power source 1 according to manual downshift is performed, the control on the electronic throttle valve 7 is superimposed or interferes. Therefore, the determination in step S4 is made.

If a negative determination is made in step S4, it is determined whether or not rapid deceleration is in progress (step S5). This determination can be made based on, for example, the rate of change of the output shaft rotation speed or the wheel rotation speed. The torque control of the response Ji has the dynamic power source 1 to the manual downshift, as described above, is temporarily controlled to increase the output torque of the power source 1, thus the electronic throttle valve 7 is in its increasing amount (specifically If there is a shift in the return opening amount), the return timing to return to the original state, etc., acceleration may occur due to an increase in torque or deceleration may be reduced despite deceleration. In order to deal with such a situation, the determination in step S5 is made.

  When a negative determination is made in step S5, there is no factor that hinders manual downshift with a high shift speed and torque control of the power source 1 corresponding thereto. In other words, no particular inconvenience arises with these shift control and torque control. Therefore, torque control of the power source 1 by the electronic throttle valve 7 is permitted, and speeding up of the gear shifting speed based on the manual gear shifting operation is permitted (step S6).

  On the other hand, if a positive determination is made in either step S3, step S4, or step S5, the speed of the speed change based on the torque control of the power source 1 by the electronic throttle valve 7 and the manual speed change operation is increased. Both are prohibited (step S7). In other words, if the power source 1 is switched from the driving state to the non- (driven) driving state by performing a high-speed downshift based on the manual shift operation, a shock may occur due to this. Therefore, in order to prevent a shock, the high-speed shift based on the manual shift operation and the torque control of the power source 1 by the electronic throttle valve 7 according to the shift control contents are prohibited.

  Further, if the electronic throttle valve 7 is controlled according to the manual downshift simultaneously with the dash pot control, it becomes difficult to perform the desired control due to the overlap or interference of a plurality of controls. If the determination is affirmative, the high-speed shift based on the manual shift operation and the torque control of the power source 1 by the electronic throttle valve 7 according to the shift control content are prohibited. Furthermore, when acceleration occurs due to an increase in output torque during sudden deceleration, an unintended change in behavior becomes uncomfortable. Therefore, in this case as well, high-speed shift based on manual shift operation and torque control of the power source 1 by the electronic throttle valve 7 according to the shift control contents are prohibited.

  On the other hand, if a negative shift is determined in step S2 because the shift by the manual shift operation is not a downshift (that is, an upshift), the upshift is performed at a higher speed than usual based on the manual shift operation. Then, it is determined whether or not the power source 1 changes from the non- (driven) driving state to the driving state (step S8). For example, when the accelerator pedal is returned due to an increase in the vehicle speed, the power source 1 is brought into a non- (driven) drive state due to a decrease in the load of the power source 1, and in order to reduce the rotational speed of the power source 1 in that state When the upshift is performed by an operation, the input rotational speed of the continuously variable transmission 6 decreases due to a decrease in the gear ratio. When the output rotational speed of the power source 1 is higher than the input rotational speed, the continuously variable transmission 6 is driven by the power source 1. In step S8, it is determined whether or not the inversion of the driving / non- (to-be-driven) state occurs. Note that this determination can be made based on the rotational speed of the power source 1, the speed ratio when upshifting, the output shaft rotational speed of the continuously variable transmission 6, and the like, similar to the determination in step S3 described above. .

  If the determination in step S8 is affirmative, the process proceeds to step S7 described above in order to prevent a shock associated with the power source 1 changing from the non- (driven) drive state to the drive state, and the manual shift operation is performed. Based on the high-speed shift based on this, the torque control of the power source 1 by the electronic throttle valve 7 according to the shift control content is prohibited. On the other hand, if a negative determination is made in step S8, there is no particular problem even if a high-speed upshift based on a manual shift operation is performed, so that the torque control of the power source 1 by the electronic throttle valve 7 is not performed. Permitted, and speeding up of the shift speed based on the manual shift operation is permitted (step S9).

  As described above, in the control device according to the present invention, even when the output torque of the power source 1 is controlled when a high speed shift is executed based on the manual shift operation, the power source 1 is driven / not driven by the manual shift control itself. When a shock occurs due to the reversal of the driven state, or when the torque control of the power source 1 cannot be executed, or when the torque control itself of the power source 1 causes a sense of incongruity due to a change in driving force. Since the gear speed is relatively slow and the torque control of the power source 1 is not performed at the same time, it is possible to prevent shocks and unintentional behavior changes, improve drivability, or avoid deterioration thereof. .

  By the way, when the speed change control of the continuously variable transmission 6 is performed based on a manual speed change operation, the speed change speed is increased to meet the demand, which results from a change in the speed ratio and a corresponding change in the rotation speed of the predetermined rotating member. In order to prevent a shock, the output torque of the power source 1 is simultaneously controlled. However, there are cases where the control of the output torque of the power source 1 cannot be executed during manual shifting, or the case where the output torque is not effective. In that case, control is performed as follows.

FIG. 2 is a flowchart for explaining the control example, and this routine is repeatedly executed every predetermined short time. First, it is determined whether or not it is a manual shift, that is, whether or not a shift based on a manual shift operation is executed (step S11). If a negative determination is made in step S11, this routine is temporarily terminated without performing any particular control. On the other hand, if a positive determination is made in step S11, it is determined whether the shift is an upshift or a downshift (step S12). If a negative determination is made in step S12, no change in the gear ratio occurs, so this routine is terminated once without performing any particular control. If this respect an affirmative determination is made in step S12, the control execution determination of the output torque of the electronic throttle valve 7 by that dynamic power source 1 in is performed (step S13).

  The electric throttle control execution determination process in step S13 is a process of determining whether or not the electronic throttle valve 7 can be controlled, a control amount, a control timing, and the like based on the accelerator opening, the vehicle speed, the opening of the electronic throttle valve 7, and the like. It is. Next, it is determined whether or not the control content of the electronic throttle valve 7 includes torque down or torque up control (step S14). This determination is, in essence, a determination as to whether or not torque control of the power source 1 is executed in accordance with the content of the shift control during manual shift based on the manual shift operation. Is determined, the desired manual shift using the torque control of the power source 1 is possible, so the shift speed is increased to improve the shift response (step S15). On the other hand, if a negative determination is made in step S14, the intended manual shift using the control of the output torque of the power source 1 together with the manual shift for increasing the shift speed cannot be executed. Then, the speed is reduced to reduce the shock (step S16).

  Therefore, according to the control device of the present invention, when the torque control of the power source 1 cannot be executed, or when the torque control is not performed due to the ineffective effect, the shift speed is changed even if the shift is based on the manual shift operation. Is relatively slow. As a result, torque fluctuations caused by gear shifting are alleviated and shock can be prevented or suppressed.

  Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means of steps S3 to S5 and step S8 shown in FIG. 1 correspond to the prohibition condition determining means of the present invention, and step S7. These functional means correspond to the control prohibiting means of the present invention.

  Note that the present invention is not limited to the above-described specific example, and the preceding torque control that overlaps or interferes with the torque control of the power source at the time of manual shifting is not limited to the above-described dashpot control. Control may also be used. The target continuously variable transmission may be other than a belt type, and may be a toroidal type continuously variable transmission. Further, torque control of the power source may be performed by means other than the electronic throttle valve described above, or may be used in combination.

It is a flowchart for demonstrating the example of control by the control apparatus of this invention. It is a flowchart for demonstrating the other control example by the control apparatus of this invention. It is a conceptual diagram which shows the power train and control system of the vehicle which can apply the control apparatus of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source (engine), 6 ... Continuously variable transmission, 22 ... Electronic control unit, 23 ... Shift device.

Claims (5)

The transmission ratio of the continuously variable transmission connected to the output side of the power source is changed based on the manual transmission operation, and the output torque of the power source is changed according to the control content of the transmission ratio based on the manual transmission operation. In a control device for a vehicle equipped with a continuously variable transmission,
And establishment of prohibition condition for prohibiting the speed ratio control based on the manual shift operation, the control prohibition condition for prohibiting the control of the output torque of the power source in accordance with the control content of the gear ratio based on the manual shift control Prohibition condition determination means for determining at least one of establishment,
When it is determined that at least one of the transmission ratio control prohibition condition and the output torque control prohibition condition is satisfied, the transmission ratio control based on the manual transmission operation and the control content of the transmission ratio are A control device for a vehicle equipped with a continuously variable transmission, comprising control prohibiting means for prohibiting control of the output torque of the power source in response. The prohibition conditions of the gear ratio control is continuously variable according to claim 1, the driving state and the non-driven state of the power source by changing the speed ratio based on the manual operation, characterized in that might be reversed Control device for a vehicle equipped with a machine. Control prohibition condition of the output torque, the control of the output torque corresponding to the control content of said gear ratio by another control for the output torque of the power source is already running ahead is not performed A vehicle control device equipped with the continuously variable transmission according to claim 1 or 2. Control prohibition condition of the output torque, the control of the output torque, resulting the state of the opposite driving dynamic and non-driving and driving dynamic and non-driven state of the vehicle to be generated by the shift based on the manual operation A control device for a vehicle equipped with a continuously variable transmission according to any one of claims 1 to 3, wherein there is a possibility.   The continuously variable transmission is configured to be capable of an automatic shift that changes a gear ratio without being based on a manual operation, in addition to a manual shift that changes a gear ratio based on the manual operation, and
  5. The control device for a vehicle equipped with a continuously variable transmission according to claim 1, wherein a shift speed in the case of manual shift is faster than a shift speed in the case of automatic shift.

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