JP4293720B2 - Shift control device for continuously variable transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a shift control of a continuously variable transmission, and more particularly, to a shift control apparatus that can appropriately perform a shift even with a shift response delay.
[0002]
[Prior art]
Continuously variable transmissions such as toroidal type continuously variable transmissions and V-belt type continuously variable transmissions can output the input rotation from the engine in a continuously variable manner, making it an automatic transmission with variable speed. It is better than that.
In the case of a toroidal continuously variable transmission, for example, FIG. Usually, the control system as shown in FIG.
[0003]
In FIG. 7, the reaching gear ratio calculation unit 1 includes a parking (P) range, a reverse travel (R) range, a neutral (N) range, a forward automatic shift (D) range, an engine brake (Ds) range, and a manual shift (M). While a selection range signal such as a range, a vehicle speed (VSP) signal, and a throttle opening (TVO) signal are input and a forward travel range such as a D range, a Ds range, or an M range is selected, a corresponding shift is performed. Based on the pattern, the target transmission rotational speed Dratio is obtained by dividing the target input rotational speed of the transmission obtained from the vehicle speed VSP and the engine throttle opening TVO by the transmission output rotational speed.
[0004]
The target speed ratio calculation unit 2 is configured by a filter for determining what transient response this real speed ratio Dratio is realized with, and the time time determined by the time constant by passing the ultimate speed ratio Dratio through this filter Various transitional target gear ratios Ratio0 are obtained.
[0005]
By the way, especially when the continuously variable transmission is a toroidal type continuously variable transmission, this is a steady deviation of the actual speed ratio with respect to the designed speed ratio (nominal speed ratio) corresponding to the drive position of a speed change actuator such as a step motor. It is known that a torque shift occurs according to the transmission input torque and the transmission ratio of the continuously variable transmission, thereby reducing the accuracy of the shift control.
Therefore, the target gear ratio Ratio0 is corrected (torque shift compensation) in advance by the amount of torque shift so that the actual gear ratio matches the designed gear ratio even by torque shift.
[0006]
In other words, first, the transmission input torque estimation unit 3 determines the engine torque T _e Is transmitted through a filter having a time constant of 1 / (Tf · s + 1), for example, to obtain the transmission input torque TKTinTRQ, and the torque shift compensation amount calculation unit 4 uses this and the target gear ratio Ratio0 based on a predetermined map. The torque shift compensation amount TSRTO is searched for.
Then, the gear change command calculation unit 5 adds up the target gear ratio Ratio0 and the torque shift compensation amount TSRTO to obtain a command gear ratio DSRRO obtained by correcting the target gear ratio Ratio0 by the torque shift compensation amount TSRTO.
[0007]
This command speed ratio DSRRO is commanded to a step motor (not shown) which is a speed change actuator of the toroidal type continuously variable transmission 6, and when the step motor is in a position corresponding to the command speed ratio DSRRO, the toroidal type continuously variable The actual gear ratio Ratio of the transmission 6 can theoretically be matched with the target gear ratio Ratio0 without being affected by the torque shift.
[0008]
However, there is a shift response delay in the shift control system of the toroidal-type continuously variable transmission 6, and the case where the accelerator pedal operation for changing the throttle opening TVO from 4/8 to 0/8 as shown in FIG. As apparent from the time-series change of the gear ratio in the D range, the actual gear ratio Ratio initially follows the target gear ratio Ratio0 with a time delay as shown by the broken line, and in the latter period, due to the gear ratio error. As a result, an undershoot occurs in which the actual gear ratio Ratio falls below the target gear ratio Ratio0.
This late undershoot causes a temporary large decrease in the engine speed. Here, the fuel cut (stopping the fuel supply to the engine) started by the operation of the accelerator pedal is stopped and the fuel supply is stopped. Resuming (fuel recovery) causes a problem of reducing fuel consumption reduction effect by fuel cut and causing fuel recovery shock.
[0009]
Therefore, conventionally, the torque shift compensation amount TSRTO in the torque shift compensation amount map used in the torque shift compensation amount calculation unit 4 is set to be larger than the value necessary for compensation of the original torque shift indicated by the solid line at the bottom of FIG. As much as necessary for eliminating the undershoot is raised as indicated by a broken line, and the actual gear ratio Ratio is controlled as indicated by a one-dot chain line in the D range, thereby preventing the occurrence of undershoot. It was done.
[0010]
[Problems to be solved by the invention]
Conventionally, however, the torque shift compensation amount map used in the torque shift compensation amount calculation unit 4 is fixed, and the degree of increase in the torque shift compensation amount TSRTO is determined so that the intended purpose is achieved in the frequently used D range. Therefore, the problem described below with respect to FIG. 8 occurs.
[0011]
In other words, in the case of the accelerator pedal operation in which the throttle opening TVO is also changed from 4/8 to 0/8 in the Ds range, as will be apparent from the time-series change in the gear ratio in the Ds range, the D in the range as well. Similar to the range, initially, the actual transmission ratio Ratio follows the target transmission ratio Ratio0 with a time delay as shown by the broken line, and in the latter period, the actual transmission ratio Ratio becomes the target transmission ratio due to the inclusion of the transmission ratio error. Undershoot below Ratio0 occurs.
[0012]
Therefore, in the Ds range, the speed ratio width is smaller than the D range, as is apparent from the comparison of the step of the target speed ratio Ratio0 in FIG. 8, and in this case, the follow-up delay of the initial actual speed ratio Ratio to the target speed ratio Ratio0 is small. The undershoot with respect to the target speed ratio Ratio0 of the actual speed ratio Ratio in the latter period is also small.
Conventionally, as described above, since the torque shift compensation amount TSRTO is determined in the Ds range based on the same torque shift compensation amount map as in the D range, the torque shift compensation amount TSRTO is excessive in the Ds range, and the actual gear ratio Ratio is As indicated by the alternate long and short dash line, the target speed ratio Ratio0 cannot be reached at any time, resulting in a first problem that the drivability is deteriorated.
[0013]
Further, conventionally, since the logic for obtaining the torque shift compensation amount TSRTO based on the torque shift compensation amount map is always the same regardless of the direction of the shift, the following problem has occurred.
That is, the torque shift is steadily determined according to the transmission input torque and the gear ratio, but the generation speed of the transient torque shift differs depending on whether it is a downshift or an upshift.
[0014]
However, when the torque shift compensation amount TSRTO is always obtained with the same logic regardless of the shift direction as in the prior art, the change speed of the torque shift compensation amount TSRTO is constant, and the torque shift compensation timing does not necessarily correspond to the torque shift occurrence timing. There was a second problem that it was difficult to say that the torque shift was reliably compensated transiently.
[0015]
According to a first aspect of the present invention, the first problem can be solved by making the magnitude of the torque shift compensation amount different between the selected ranges using the shift patterns having different speed ratio widths. An object of the present invention is to propose a shift control device for a step transmission.
[0017]
Claim 2 No. described in 2 The invention makes it possible to solve the first problem by making the magnitude of the torque shift compensation amount different between the selection ranges using the shift patterns having different speed ratio widths, and to shift the torque according to the shift direction. It is an object of the present invention to propose a transmission control device for a continuously variable transmission that can solve the second problem by changing the change rate of the compensation amount.
[0018]
Claim 3 No. described in 3 The invention Second invention An object of the present invention is to propose a transmission control device for a continuously variable transmission that can easily perform the change rate of the torque shift compensation amount as described above.
[0019]
Claim 4 No. described in 4 The first invention and the first invention 2 An object of the present invention is to propose a transmission control device for a continuously variable transmission that prevents a shock from occurring when switching a torque shift compensation amount between selected ranges as in the invention.
[0020]
[Means for Solving the Problems]
For these purposes, first, the transmission control device for a continuously variable transmission according to the first invention is:
The gear shift actuator is driven to control the shift so that the actual gear ratio becomes the target gear ratio according to the driving state. In the continuously variable transmission that corrects the target gear ratio so that a certain torque shift is compensated, and raises the torque shift compensation amount so as not to cause an undershoot or overshoot of the gear ratio due to a shift response delay,
While changing the torque shift compensation amount between the selection ranges having different speed change patterns for determining the target speed change ratio and selecting a range using a speed change pattern having a smaller speed change ratio width, The present invention is characterized in that the torque shift compensation amount is made smaller than when the range using the pattern is selected.
[0022]
First 2 A continuously variable transmission control device according to the invention includes:
The gear shift actuator is driven to control the shift so that the actual gear ratio becomes the target gear ratio according to the driving state. In the continuously variable transmission that corrects the target gear ratio so that a certain torque shift is compensated, and raises the torque shift compensation amount so as not to cause an undershoot or overshoot of the gear ratio due to a shift response delay,
While changing the torque shift compensation amount between the selection ranges having different speed change patterns for determining the target speed change ratio and selecting a range using a speed change pattern having a smaller speed change ratio width, While making the torque shift compensation amount smaller than when the range using the pattern is selected,
The change rate of the torque shift compensation amount is varied according to the shift direction, and when the shift direction is upshift, the change rate of the torque shift compensation amount is made slower than at the time of downshift. It is.
[0023]
First 3 A continuously variable transmission control device according to the invention includes: Second invention In
The speed change of the torque shift compensation amount is controlled by varying the speed of change of the transmission input torque estimation value used when obtaining the torque shift compensation amount according to the speed change direction. is there.
[0024]
First 4 The transmission control device for a continuously variable transmission according to the invention is the first invention or the first invention. 2 In the invention,
When the torque shift compensation amount differs between the selected ranges, the torque shift compensation amount is gradually switched under time series control.
[0025]
【The invention's effect】
The continuously variable transmission corrects the target gear ratio according to the driving state by a torque shift compensation amount, and drives the gear shift actuator so that the actual gear ratio matches the corrected target gear ratio, and performs the gear shift control. The torque shift compensation amount is increased so that undershoot and overshoot of the gear ratio associated with the shift response delay are not generated.
[0026]
By the way, in the first aspect of the invention, while the torque shift compensation amount is varied between the selection ranges having different shift patterns for determining the target gear ratio, and the range using the shift pattern having a small gear ratio width is selected. In order to make the torque shift compensation amount smaller than when a range using a shift pattern with a large speed ratio width is selected,
The above-mentioned undershoot and overshoot are small when the gear ratio width is small, and large when the gear ratio width is large. You can definitely avoid shooting,
Accordingly, it is possible to solve the first problem that the torque shift compensation amount becomes excessive and the actual gear ratio cannot reach the target gear ratio at any time in the range where the gear ratio width is small and the drivability is deteriorated. .
[0028]
First 2 In the invention, as in the first invention, the torque shift compensation amount is made different between the selection ranges having different speed change patterns for determining the target speed change ratio, and the range using the speed change pattern having the smaller speed change ratio width is selected. While the range is selected, the torque shift compensation amount is made smaller than when a range using a shift pattern with a large gear ratio width is selected,
Also The speed of change of the torque shift compensation amount is varied according to the speed change direction, and when the speed change direction is upshift, the speed of change of the torque shift compensation amount is made slower than the time of downshift.
Both the first problem and the second problem can be solved.
[0029]
First 3 In the invention, in order to control the change speed of the torque shift compensation amount by varying the change speed of the transmission input torque estimation value used when obtaining the torque shift compensation amount according to the shift direction,
Third invention This can be easily performed when controlling the speed of change of the torque shift compensation amount as in FIG.
[0030]
First 4 In the invention, when changing the torque shift compensation amount between the selected ranges, in order to gradually switch the torque shift compensation amount under time series control,
1st invention and 1st 2 As in the invention, it is possible to prevent a shock from occurring when the torque shift compensation amount is switched between the selected ranges.
[0031]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 shows a speed change control system of a speed change control apparatus constructed for a toroidal type continuously variable transmission 6 according to an embodiment of the present invention. The speed change ratio calculation section 1 and the target speed ratio calculation section 2 are shown in FIG. The same as in FIG.
The arrival speed ratio calculation unit 1 is inputted with a selection range signal such as a P range, an R range, an N range, a D range, a Ds range, a vehicle speed (VSP) signal, and a throttle opening (TVO) signal. While the forward travel range such as the Ds range is selected, the target input rotational speed of the transmission obtained from the vehicle speed VSP and the engine throttle opening TVO is changed based on the shift pattern set in advance for each range. Divide by the machine output rotational speed to obtain the final transmission ratio Datio.
Here, it is assumed that the gear ratio pattern for the Ds range has a smaller gear ratio width than the gear range pattern for the D range as usual.
[0032]
The target speed ratio calculation unit 2 is a filter for determining what kind of transient response the above-mentioned speed ratio Dratio is to be realized. By passing the speed ratio Dratio through the filter, the target speed ratio calculation unit 2 is determined by the time constant. The transitional target gear ratio Ratio0 is obtained.
[0033]
Here, the toroidal-type continuously variable transmission 6 has a steady shift (torque shift) between the designed gear ratio (nominal gear ratio) and the actual gear ratio that should naturally be obtained by the drive position of the step motor, which is a gear shift actuator. ) Is unavoidable, and the target gear ratio Ratio0 must be corrected (torque shift compensation) in advance by the amount of torque shift so that the actual gear ratio matches the designed gear ratio even by this torque shift. .
[0034]
Therefore, first, the transmission input torque estimation unit 3 determines the engine torque T _e Is passed through a filter with a predetermined time constant to obtain the transmission input torque TKTinTRQ,
Next, the torque shift compensation amount calculation unit 4 searches the torque shift compensation amount TSRTO from the transmission input torque TKTinTRQ and the target gear ratio Ratio0 based on a planned torque shift compensation amount map,
Further, the speed change command calculation unit 5 adds up the target speed change ratio Ratio0 and the torque shift compensation amount TSRTO to obtain a command speed change ratio DSRRO obtained by correcting the target speed change ratio Ratio0 by the torque shift compensation amount TSRTO.
[0035]
This command speed ratio DSRRO is commanded to a step motor (not shown) which is a speed change actuator of the toroidal type continuously variable transmission 6, and when the step motor is in a position corresponding to the command speed ratio DSRRO, the toroidal type continuously variable The actual gear ratio Ratio of the transmission 6 can theoretically be matched with the target gear ratio Ratio0 without being affected by the torque shift.
[0036]
By the way, in the present embodiment, considering that the generated speed at the time of torque shift transition is different from D range or other (Ds range) and the shift direction is upshift or downshift, In order to match the change rate of the compensation amount TSRTO, the transmission input torque TKTinTRQ necessary for obtaining the torque shift compensation amount TSRTO as described above is estimated by the transmission input torque estimation unit 3 as follows.
In other words, the transmission input torque estimation unit 3 is connected to the D range upshift filter 3a having a time constant of 1 / (Tdu · s + 1) for the D range upshift, and to 1 / for the upshift other than the D range. Upshift filter 3b other than the D range having a time constant of (Tsu · s + 1), and Drange downshift filter 3c having a time constant of 1 / (Tdd · s + 1) for a D range downshift. And a downshift filter 3d having a time constant of 1 / (Tsd · s + 1) for downshifts other than the D range.
[0037]
Here, when determining the time constant of each of the filters 3a to 3d, the torque shift generation speed is faster in the downshift than in the upshift, and therefore, the change speed of the torque shift compensation amount TSRTO coincides with this. Therefore, the time constant is determined to be smaller during downshifting than during upshifting.
In order to match the change speed of the torque shift compensation amount TSRTO with the torque shift generation speed, as described above, the engine torque T _e Instead of changing the time constant when obtaining the transmission input torque TKTinTRQ from the engine torque T _e When the transmission input torque TKTinTRQ is obtained from the filter, a filter with a specific time constant is used as described above with reference to FIG. 7, and the transmission input torque TKTinTRQ thus obtained is filtered with a time constant for each selected range and shift direction. It goes without saying that the same purpose can be achieved.
[0038]
In order to select the filters 3a to 3d in the transmission input torque estimation unit 3, the transmission direction signal and the selection range signal from the transmission direction determination unit 7 are input to the transmission input torque estimation unit 3.
The speed change direction determination unit 7 determines that the speed change direction is upshifted if the final speed change ratio Ratio is larger than the target speed change ratio Ratio0 by comparing the final speed change ratio Ratio with the transient target speed change ratio Ratio0 from time to time. If the ultimate transmission ratio Ratio is smaller than the target transmission ratio Ratio0, it is determined that the shift direction is a downshift.
[0039]
The transmission input torque estimator 3 uses a filter 3a for upshifts in the D range, a filter 3b for upshifts other than the D range, a filter 3c for downshifts in the D range, and a D range. When downshifting other than the above, select filter 3d, and select engine torque T for the selected filter. _e Through the transmission input torque TKTinTRQ.
[0040]
The torque shift compensation amount calculation unit 4 searches the torque shift compensation amount TSRTO based on the planned torque shift compensation amount map from the transmission input torque TKTinTRQ and the target gear ratio Ratio0, and the torque shift compensation amount is the torque shift. Not only to compensate for the above, but also to prevent undershoot (at the time of upshift) and overshoot (at the time of downshift) accompanying the shift response delay by raising the torque shift compensation amount as described above, Because these undershoot and overshoot are different in D range or other (Ds range), and the shifting direction is different depending on upshift or downshift,
Torque shift compensation amount (TSRTO) map 4a for D range upshift, torque shift compensation amount (TSRTO) map 4b for upshift other than D range, and torque shift compensation amount (TSRTO) for D range downshift ) A map 4c and a torque shift compensation amount (TSRTTO) map 4d for downshift other than the D range are provided.
[0041]
Here, the torque shift compensation amount TSRTO set in each of the maps 4a to 4d is varied as follows between the selected ranges and according to the shift direction.
That is, the undershoot amount (at the time of upshift) and the overshoot amount (at the time of downshift) accompanying the shift response delay, which need to be prevented by increasing the torque shift compensation amount, respectively, as described above with reference to FIG. The torque shift compensation set in the maps 4a to 4d is smaller during the selection of the Ds range using the small shift pattern than in the case of selecting the D range using the shift pattern having a large speed ratio width. The amount TSRTO is determined to be smaller when the Ds range is selected than when the D range is selected.
[0042]
The undershoot amount (upshift) and overshoot amount (downshift) associated with the shift response delay may differ depending on the shift direction (upshift or downshift). It is determined that the torque shift compensation amount TSRTO set in the maps 4a to 4d is smaller in the shift direction in which the shift amount is smaller) and in the shift direction in which the overshoot amount (downshift) is smaller than in the larger shift direction.
Among the maps 4a to 4d in which the torque shift compensation amount TSRTO is determined in advance as described above, the torque shift compensation amount (TSRTO) map 4a for the D range upshift and the torque shift compensation amount for the upshift other than the D range ( When the TSRTO map 4b is exemplified, the map 4a is as shown by a solid line in FIG. 2, and the map 4b is as shown by a broken line in FIG.
[0043]
Then, when the transmission input torque estimation unit 3 selects the filter 3a at the time of D range upshift, the torque shift compensation amount calculation unit 4 uses the transmission input torque TKTinTRQ and the target gear ratio Ratio0 calculated here as shown in FIG. The torque shift compensation amount TSRTO is searched based on the map 4a indicated by a solid line, and when the transmission input torque estimation unit 3 selects the filter 3b for upshifting other than the D range, the transmission obtained here The torque shift compensation amount TSRTO is searched from the input torque TKTinTRQ and the target gear ratio Ratio0 based on the map 4b shown by the broken line in FIG. 2, and the transmission input torque estimating unit 3 selects the filter 3c at the time of the D range downshift. Map from the transmission input torque TKTinTRQ and the target gear ratio Ratio0 obtained here The torque shift compensation amount TSRTO is searched based on c, and when the transmission input torque estimation unit 3 selects the filter 3d for downshifting other than the D range, the transmission input torque TKTinTRQ obtained here and the target It is assumed that the torque shift compensation amount TSRTO is retrieved from the gear ratio Ratio0 based on the map 4d.
[0044]
The shift command calculation unit 5 calculates the command shift ratio DSRRO by correcting the target shift ratio Ratio0 by the torque shift compensation amount TSRTO obtained as described above, and this is calculated by the shift actuator of the toroidal continuously variable transmission 6. According to the present embodiment, which commands a step motor (not shown) and contributes to the speed change control, the actual speed ratio Ratio can theoretically be matched with the target speed ratio Ratio0 without being affected by the torque shift. The following effects can be obtained.
In other words, while the Ds range using a gear ratio pattern with a small gear ratio width is selected, the torque shift compensation amount is made smaller than when the D range using a gear pattern with a large gear ratio width is selected. The fact that the gear ratio undershoot or overshoot accompanying the gear shift response delay should be eliminated by raising the shift compensation amount is small when the gear ratio width is small and large when the gear ratio width is large. The size matches well, and undershoot and overshoot can be reliably avoided in all selected ranges. Therefore, the torque shift compensation amount is excessive in the Ds range where the gear ratio width is small, and the actual gear ratio is the target. The first problem that the gear ratio cannot be reached at any time and the drivability is deteriorated can be solved.
[0045]
In addition, the torque shift compensation amount is smaller in the shift direction where the undershoot and overshoot of the gear ratio to be eliminated by increasing the torque shift compensation amount is smaller than in the reverse shift direction. Even when the amount of ratio undershoot and overshoot is different, these occurrences can be eliminated accurately.
[0046]
Furthermore, in the present embodiment, the change speed of the torque shift compensation amount is varied according to the shift direction, and when the shift direction is upshift, the change speed of the torque shift compensation amount is made slower than during downshift. The change speed of the torque shift compensation amount agrees well with the fact that the generation speed of the torque shift is slower than the downshift at the time of upshift, and the torque shift compensation timing can be matched well with the torque shift generation timing, Compensation for the transient torque shift can be ensured, and the second problem can be solved.
[0047]
In this embodiment, when controlling the change speed of the torque shift compensation amount, in the present embodiment, the change direction of the transmission input torque estimated value TKTinTRQ used when obtaining the torque shift compensation amount is selected by the selection of the filters 3a to 3d. Since it is made different depending on the range, the change speed of the torque shift compensation amount can be easily controlled.
[0048]
By the way, when the torque shift compensation amount calculation unit 4 searches for the torque shift compensation amount TSRTO from the transmission input torque TKTinTRQ and the target gear ratio Ratio0 based on the torque shift compensation amount maps 4a to 4d illustrated in FIG. It is assumed that the interpolation between the compensation amounts is linearly interpolated, and when switching the torque shift compensation amount obtained in this way, this switching is gradually performed under time-series control. It is better to prevent the occurrence of shock in
[0049]
The operation of the speed change control device according to the above embodiment will be further described based on the simulation results of FIGS.
FIG. 3 shows the step-down downshift operation when the throttle opening TVO is increased as shown in the D range. FIG. 3A shows the simulation result of the conventional apparatus shown in FIG. FIG. 2B shows the simulation results of the apparatus according to the present embodiment shown in FIG.
T _o Shows the output shaft torque of the continuously variable transmission for reference.
As is apparent from the comparison of these figures, the D range downshift has conventionally performed a good shift, so the same shift control as in the prior art is maintained in this embodiment.
[0050]
FIG. 4 shows the foot upshift operation when the throttle opening TVO is lowered as shown in the D range, and FIG. 4A shows the simulation result of the conventional apparatus shown in FIG. FIG. 4B shows the simulation results of the apparatus according to the present embodiment shown in FIG.
In the conventional apparatus, as shown in FIG. 4 (a), the change rate of the transmission input torque estimated value TKTinTRQ is abrupt as A, and the change rate of the torque shift compensation amount TSRTO obtained based on this is also shown. As shown in B, it is faster than the actual torque shift generation speed, the timing of torque shift compensation does not coincide with the torque shift generation timing, and the actual gear ratio Ratio is undershoot lower than the target gear ratio Ratio0 as in C. .
Incidentally, in the present embodiment, as shown in FIG. 4B, because of the upshift, the change rate of the transmission input torque estimated value TKTinTRQ is moderated as D, and the change in the torque shift compensation amount TSRTO obtained based on this is changed. In order to make the speed gradual to match the actual torque shift generation speed as in E, the torque shift compensation timing coincides with the torque shift generation timing, and the actual gear ratio Ratio is below the target gear ratio Ratio0. Will not occur.
[0051]
FIG. 5 shows the step-down downshift operation when the throttle opening TVO is increased as shown in the Ds range. FIG. 5A shows the simulation result of the conventional apparatus shown in FIG. FIG. 2B shows the simulation results of the apparatus according to the present embodiment shown in FIG.
In the conventional device, as shown in FIG. 5 (a), although the gear ratio range is small and the overshoot amount is small, the large torque shift compensation amount TSRTO that is the same as the D range is given as F. A state in which the speed ratio Ratio cannot reach the target speed ratio Ratio0 as indicated by G occurs, and drivability is impaired.
By the way, in the present embodiment, as shown in FIG. 5B, the torque shift compensation amount TSRTO is made small as H because of the Ds range, so that the torque shift compensation amount TSRTO is well matched with a small overshoot amount. It is possible to prevent a situation in which the actual speed ratio Ratio cannot reach the target speed ratio Ratio0.
[0052]
FIG. 6 shows the foot upshift operation when the throttle opening TVO is lowered as shown in the Ds range. FIG. 6A shows the simulation result of the conventional apparatus shown in FIG. FIG. 4B shows the simulation results of the apparatus according to the present embodiment shown in FIG.
In the conventional apparatus, as shown in FIG. 6 (a), although the gear ratio range is small and the undershoot amount is small, the Ds range is small. A state in which the speed ratio Ratio cannot reach the target speed ratio Ratio0 as indicated by J occurs, and drivability is impaired.
On the other hand, in the present embodiment, as shown in FIG. 6B, the torque shift compensation amount TSRTO is matched with a small undershoot amount in order to reduce the torque shift compensation amount TSRTO as K because of the Ds range. Thus, it is possible to prevent a situation in which the actual speed ratio Ratio cannot reach the target speed ratio Ratio0.
[Brief description of the drawings]
FIG. 1 is a functional block diagram showing a shift control device of a toroidal-type continuously variable transmission according to an embodiment of the present invention.
FIG. 2 is a characteristic diagram showing a torque shift compensation amount of a toroidal-type continuously variable transmission.
FIG. 3 shows the shift operation during D range downshift,
(A) is a time chart showing the shift operation by the conventional shift control device shown in FIG.
(B) is a time chart which shows the speed change operation | movement of the speed change control apparatus which becomes embodiment shown in FIG.
FIG. 4 shows the shift operation during D range upshift;
(A) is a time chart showing the shift operation by the conventional shift control device shown in FIG.
(B) is a time chart which shows the speed change operation | movement of the speed change control apparatus which becomes embodiment shown in FIG.
FIG. 5 shows a shift operation during a Ds range downshift;
(A) is a time chart showing the shift operation by the conventional shift control device shown in FIG.
(B) is a time chart which shows the speed change operation | movement of the speed change control apparatus which becomes embodiment shown in FIG.
FIG. 6 shows a shift operation during Ds range upshift;
(A) is a time chart showing the shift operation by the conventional shift control device shown in FIG.
(B) is a time chart which shows the speed change operation | movement of the speed change control apparatus which becomes embodiment shown in FIG.
FIG. 7 is a functional block diagram showing an outline of a conventional transmission control device for a continuously variable transmission.
FIG. 8 is a time chart showing torque shift compensation amount at foot-off upshift and time-series change of gear ratio in D range and Ds range used for explaining problems with the conventional speed change control device. is there.
[Explanation of symbols]
1 Achieving transmission ratio calculation unit
2 Target gear ratio calculation unit
3 Transmission input torque estimator
3a D range upshift filter
3b Upshift filter other than D range
3c D range downshift filter
3d Downshift filter other than D range
4 Torque shift compensation amount calculation unit
4a Torque shift compensation amount map for D range upshift
4b Torque shift compensation amount map for upshifts other than D range
4c Torque shift compensation amount map for D range downshift
4d Torque shift compensation map for downshift other than D range
5 Shift command calculation section
6 Toroidal type continuously variable transmission
7 Shift direction judgment part

Claims (4)

The gear shift actuator is driven to control the shift so that the actual gear ratio becomes the target gear ratio according to the driving state. In the continuously variable transmission that corrects the target gear ratio so that a certain torque shift is compensated, and raises the torque shift compensation amount so as not to cause an undershoot or overshoot of the gear ratio due to a shift response delay,
While changing the torque shift compensation amount between the selection ranges having different speed change patterns for determining the target speed change ratio and selecting a range using a speed change pattern having a smaller speed change ratio width, A transmission control device for a continuously variable transmission, characterized in that the torque shift compensation amount is made smaller than when a range using a pattern is selected. The gear shift actuator is driven to control the shift so that the actual gear ratio becomes the target gear ratio according to the driving state, and the steady shift of the actual gear ratio with respect to the designed gear ratio corresponding to the drive position of the gear shift actuator In the continuously variable transmission that corrects the target gear ratio so that a certain torque shift is compensated, and raises the torque shift compensation amount so as not to cause an undershoot or overshoot of the gear ratio due to a shift response delay,
While changing the torque shift compensation amount between the selection ranges having different speed change patterns for determining the target speed change ratio and selecting a range using a speed change pattern having a smaller speed change ratio width, While making the torque shift compensation amount smaller than when the range using the pattern is selected,
The torque shift compensation amount changing speed is varied according to the speed change direction, and when the speed change direction is upshift, the torque shift compensation amount change speed is made slower than during downshifting. A shift control device for a step transmission. 3. The speed change of the torque shift compensation amount is controlled by varying a speed of change of a transmission input torque estimation value used when obtaining the torque shift compensation amount according to a shift direction. A variable speed control device for a continuously variable transmission. 3. The continuously variable transmission according to claim 1, wherein the torque shift compensation amount is gradually changed under time-series control when the torque shift compensation amount is varied between the selected ranges. Shift control device.

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