JP4304399B2 - Shift control device for continuously variable transmission - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an apparatus for controlling a transmission ratio of a continuously variable transmission, and more particularly to an apparatus for performing a shift control when a driver requests acceleration.
[0002]
[Prior art]
Shift control in a continuously variable transmission is performed by, for example, obtaining a target input rotational speed based on a driving force requirement amount such as an accelerator opening, a traveling condition such as a vehicle speed, or based on an artificial selection operation by a driver. This is executed by controlling the gear ratio so that the input rotational speed matches the target input rotational speed. When performing the speed change control, the transient target input speed obtained from the target input speed is set without changing the gear ratio so that the actual input speed immediately matches the target input speed. Feedback control of the gear ratio of the continuously variable transmission so that the actual input rotation speed matches the actual target input rotation speed, and the transient target input rotation speed is sequentially updated. The target input speed is achieved. Therefore, since the shifting speed is determined by the above-described method of setting the transient target input speed, in normal shifting, a transient target input speed that is first-order lag with respect to the target input speed is set, and the shock or speed change Shifting is executed at a speed that does not cause a sense of delay.
[0003]
However, if the shift speed is always set as described above, for example, when there is a sudden acceleration request due to sudden depression of the accelerator pedal, it is requested due to a shift delay. You may not get a sense of acceleration. In order to eliminate such inconvenience, in the invention described in Japanese Patent Application Laid-Open No. 63-68426, in a vehicle equipped with a continuously variable transmission, an operation of increasing a load such as a driver greatly depressing an accelerator pedal is performed. In this case, the target input rotational speed is increased stepwise, and the transmission ratio of the continuously variable transmission is feedback controlled so that the input rotational speed matches the first target input rotational speed increased stepwise. .
[0004]
Therefore, at this time, since the rotational speed deviation becomes large, the speed change speed becomes high and the acceleration response becomes high. Thereafter, when the input rotational speed approaches the first target input rotational speed and the deviation between these rotational speeds becomes small, the input rotational speed gradually increases toward the target input rotational speed determined based on the vehicle operating state such as the accelerator opening and the vehicle speed. The second target input rotational speed to be changed is set, and the gear ratio of the continuously variable transmission is controlled so that the input rotational speed matches the second target input rotational speed. In the shift based on the second target input rotation speed, the rotation speed deviation is small, so that the shift speed is reduced, and as a result, a shock at the end of the shift is avoided.
[0005]
[Problems to be solved by the invention]
Shift control that increases the target input rotational speed stepwise is executed when the driver's required driving force suddenly increases, such as when the accelerator pedal is greatly depressed, but the actual input speed of the continuously variable transmission It takes a certain amount of time until the number, that is, the output rotational speed of the power source approximates the target input rotational speed increased stepwise, due to the influence of inertial force on the rotational change. On the other hand, since the shift determination for changing the target input rotational speed stepwise is performed based on, for example, a large depression of the accelerator pedal, the amount of depression increases or the depression speed increases after the accelerator pedal is depressed. In the case of an increase, the sudden shift determination may be satisfied again during the execution of the rapid shift in which the target input rotation speed is changed stepwise after the sudden step determination is satisfied by the first depression. So-called multiple shifts may occur.
[0006]
The stepwise change in the target input rotational speed is a predetermined rotation based on the required driving force amount or the like based on the input rotational speed of the continuously variable transmission or the output rotational speed of the power source at the time when the determination of the shift is established. This is done by setting the number of rotations plus the number as the target input number of rotations. Therefore, if a sudden shift determination occurs again (multi-shift occurs) during the shift control in which the target input rotation speed is changed stepwise, the input rotation speed or output rotation speed during the initial sudden shift is set to a predetermined value. The target input rotational speed is newly set by adding the rotational speed.
[0007]
As a result, the target input rotational speed further increases, so that the time when the actual input rotational speed or the output rotational speed approximates the target input rotational speed is postponed. That is, the sudden shift period in which the actual input rotation speed is made to coincide with the target input rotation speed becomes longer, and during that period, the gear ratio changes, but the driving force of the vehicle does not increase particularly. There is a possibility that a delay in the increase will occur, acceleration response will deteriorate, and drivability will deteriorate.
[0008]
The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a shift control device capable of improving the acceleration response by preventing so-called multiple shifts.
[0009]
[Means for Solving the Problem and Action]
  In order to achieve the above object, the present invention prohibits or establishes the determination of the sudden shift while the sudden shift in which the target input rotational speed is changed stepwise with a large step (variation range) is being executed. It is characterized by not making it happen. More specifically, the invention of claim 1 is a determining means for determining whether or not there is an acceleration request, and a continuously variable transmission such that the input rotational speed becomes a target input rotational speed set based on the driving state of the vehicle. And when it is determined that there is an acceleration request, the target input rotational speed is increased stepwise, the input rotational speed is brought close to the target input rotational speed, and then the target input rotational speed is In a transmission control device for a continuously variable transmission having a control means for gradually increasing to a target input rotational speed, it is determined that there is an acceleration request, and the target input rotational speed is increased stepwise. During a sudden shift in which the gear ratio of the continuously variable transmission is controlled so that the input rotational speed matches the target input rotational speed, it is determined that there is a request for acceleration again, and the target input rotational speed is increased stepwise again. That Equipped with a prohibition means to stopThe determination means determines whether or not there is a driver's acceleration request based on whether or not the change amount of the accelerator opening is equal to or greater than a predetermined value, and increases the predetermined value as the accelerator opening increases. The configuration must be changed and set.A shift control device characterized by the above.
[0010]
  Accordingly, in the first aspect of the invention, the target input rotational speed of the continuously variable transmission is set based on the driving state of the vehicle on which the continuously variable transmission is mounted, and the actual input rotational speed matches the target input rotational speed. The gear ratio of the continuously variable transmission is controlled. Then, when it is determined that there is an acceleration request and the target input rotational speed is increased in a stepwise manner, and when a sudden gear change is executed accordingly, it is determined that there is an acceleration request again, and the target input rotational speed is set again. , Increasing step by step is prohibited. As a result, a so-called multiple shift in which a sudden shift that is executed by increasing the target input rotational speed in a step-by-step manner is superposed is avoided. become. Further, after the accelerator opening is increased, the predetermined value, which is a reference for determining acceleration request, is increased, so that it is difficult to determine acceleration request. As a result, in addition to preventing deterioration of acceleration responsiveness due to superimposed sudden shifts, it is possible to prevent or suppress unintended sudden shifts occurring during the driver's series of accelerator opening increases. Is done.
[0011]
  According to a second aspect of the present invention, the prohibiting means according to the first aspect is in the middle of the sudden shift.Even if it is determined again that there is an acceleration request,The shift control device is configured to invalidate a fixed result.
[0012]
  Therefore, in the invention of claim 2, during the sudden shift,It is determined again that there is an acceleration request.However, since the determination result is not valid, the determination of the rapid shift is not realized in a superimposed manner. As a result, as in the first aspect of the invention, there is no delay in the increase of the driving force, and the acceleration Responsiveness is improved.
[0013]
  Further, the invention of claim 3 is that when the prohibiting means in claim 1 is in the middle of the sudden shift., I will not make a re-determination of the acceleration requestA speed change control device configured as described above.
[0014]
  Therefore, in the invention of claim 3, during the sudden shift,Again, whether there is an acceleration requestSince the determination itself is not performed, the determination of the sudden shift is not realized in a superimposed manner. As a result, as in the first aspect of the invention, the increase in driving force is not delayed and the acceleration response is excellent. Become.
[0017]
DETAILED DESCRIPTION OF THE INVENTION
Next, the present invention will be described based on specific examples. First, an example of a vehicle power transmission system targeted by the present invention will be described. In FIG. 7, a power source 1 is connected to a speed change mechanism 2, and an output shaft 3 of the speed change mechanism 2 is connected to left and right via a differential 4. It is connected to the drive wheel 5. Here, the power source 1 includes various power sources that can be used in a vehicle, such as an internal combustion engine such as a gasoline engine or a diesel engine, or an electric motor such as a motor, and a device that combines these internal combustion engine and electric motor. In the following description, as the power source 1, fuel is directly injected into the cylinder, and the injection amount and timing are controlled to control the so-called direct injection gasoline engine capable of homogeneous combustion or stratified combustion, or the throttle opening degree. An example in which a gasoline engine equipped with an electronic throttle valve that can be freely controlled will be described.
[0018]
The engine 1 is configured to be electrically controllable, and an electronic control unit (E-ECU) 6 mainly including a microcomputer for the control is provided. The electronic control unit 6 is configured to control at least the output of the engine 1, and as the data for the control, the required drive amount such as the output shaft rotational speed (engine rotational speed) NE and the accelerator pedal opening PA, etc. Is entered.
[0019]
This required drive amount is basically a signal for increasing or decreasing the output of the engine 1, and is an operation amount (accelerator opening) signal of the acceleration / deceleration operating device 7 such as an accelerator pedal operated by the driver or its operation. A signal obtained by electrically processing the quantity can be adopted, and in addition, a required drive quantity signal from a cruise control system (not shown) for maintaining the vehicle speed at the set vehicle speed is included.
[0020]
The transmission mechanism 2 includes a fluid transmission mechanism 8, a forward / reverse switching mechanism 9, and a continuously variable transmission (CVT) 10. The fluid transmission mechanism 8 is basically a device configured to transmit torque between an input side member and an output side member via a fluid such as oil, and as an example, a general vehicle Can be cited as a torque converter employed in the above. The fluid transmission mechanism 8 includes a direct coupling clutch 11. In other words, the direct coupling clutch 11 is a clutch configured to directly connect an input side member and an output side member by mechanical means such as a friction plate, and is formed from an elastic body such as a coil spring for buffering. A damper 12 is provided. If the fluid transmission mechanism 8 is provided to keep the engine 1 driven even when the vehicle is stopped, the automatic clutch that is automatically engaged and disengaged based on the state of the vehicle is The fluid transmission mechanism 8 can be used as a substitute.
[0021]
The input member of the fluid transmission mechanism 8 is connected to the output member of the engine 1, and the output member of the fluid transmission mechanism 8 is connected to the input member of the forward / reverse switching mechanism 9. The forward / reverse switching mechanism 9 is constituted by a double pinion type planetary gear mechanism as an example, and although not particularly shown, either one of the sun gear and the carrier is used as an input element and the other is used as an output element, and a ring gear is used. Brake means for selectively fixing, and clutch means for integrating the entire planetary gear mechanism by selectively connecting any two rotary elements of the sun gear, the carrier and the link gear. . That is, the forward movement state is set by engaging the clutch means, and the reverse movement state is set by engaging the brake means.
[0022]
The continuously variable transmission 10 shown in FIG. 7 is a mechanism that can continuously (continuously) change the ratio between the rotation speed of the input side member and the rotation speed of the output side member, that is, the gear ratio. A belt type continuously variable transmission, a toroidal type continuously variable transmission, or the like can be employed. An example of the belt type continuously variable transmission 10 will be briefly described with reference to FIG. 8. A driving pulley (primary pulley) 20, a driven pulley (secondary pulley) 21, and these pulleys 20, 21 are wound around. And a belt 22 that is hung. Each of the pulleys 20 and 21 includes a fixed sheave 23 and 24 and a movable sheave 25 and 26 that approaches and separates from the fixed sheave 23 and 24. The movable sheave 25 and 26 are fixed to the fixed sheaves 23 and 24. Are provided with hydraulic actuators 27 and 28 for pressing in the direction of approaching.
[0023]
The driving pulley 20 is attached to the input shaft 29, and the driven pulley 21 is attached to the output shaft 30 disposed in parallel with the input shaft 29. The hydraulic actuator 28 in the driven pulley 21 is supplied with a hydraulic pressure corresponding to a required driving force based on an output request typified by the accelerator pedal opening PA, and applies a tension necessary for transmitting torque to the belt 22. It is supposed to be. Further, the hydraulic actuator 27 of the driving pulley 20 is supplied and discharged with hydraulic pressure so as to have a gear ratio for making the rotational speed of the input shaft 29 coincide with the target input rotational speed (that is, the target output rotational speed of the engine 1). Has been.
[0024]
That is, by changing the groove width (interval between the fixed sheaves 23 and 24 and the movable sheaves 25 and 26) in the pulleys 20 and 21, the wrapping radius of the belt 22 around the pulleys 20 and 21 is changed to be large or small. Shifting is executed. More specifically, the shift is executed by feedback-controlling the hydraulic pressure on the drive pulley 20 side based on the deviation between the actual input rotational speed (that is, the actual output rotational speed of the engine 1) and the target input rotational speed. The greater the deviation, the faster the speed change speed.
[0025]
In the continuously variable transmission 10 shown in FIG. 8, the speed ratio on the lowest speed side (with a minimum winding radius of the belt 22 with respect to the driving pulley 20 and a maximum winding radius of the belt 22 with respect to the driven pulley 21 ( (Maximum transmission ratio) γmax is set, and on the contrary, the maximum speed is obtained when the belt 22 has a maximum winding radius with respect to the driving pulley 20 and the belt 22 has a minimum winding radius with respect to the driven pulley 21. The transmission gear ratio (minimum transmission ratio) γmin is set.
[0026]
Control of each state of engagement / release of the direct coupling clutch 11 and half-engagement with slip in the transmission mechanism 2 described above, switching of forward / reverse movement in the forward / reverse switching mechanism 9, and control of the gear ratio in the continuously variable transmission 10. Is basically controlled based on the running state of the vehicle. For this control, an electronic control unit (T-ECU) 13 composed mainly of a microcomputer is provided.
[0027]
The electronic control device 13 is connected to the above-described engine electronic control device 6 so as to be able to perform data communication. On the other hand, as data for control, the vehicle speed SPD, the output rotational speed No of the speed change mechanism 2, the input rotational speed NIN, and the like. Data has been entered. In addition, the transmission mechanism 2 is normally set in accordance with the stopped state (parking position: P), the reverse state (reverse position: R), the neutral state (neutral position: N), and the traveling state of the vehicle. Auto advance state (driving position: D) in which the vehicle is traveling, a state in which the pumping loss of the engine 1 is used as a braking force (brake position: B), and a state in which the setting of the high speed side gear ratio exceeding a predetermined value is prohibited (SD position) ) Is selected, and the shift device 14 is electrically connected to the electronic control device 13.
[0028]
The control device according to the present invention for the vehicle described above uses a target output based on the required drive amount in a steady running state where the change width or change rate of the required drive amount such as the accelerator opening is relatively small. Thus, the target output speed of the engine 1 or the target input speed of the continuously variable transmission 10 is obtained, while the target output of the engine 1 is determined based on the target output and the engine speed or the input speed of the continuously variable transmission 10. It is comprised so that a torque may be calculated | required. In addition, when the change range or rate of change of the required drive amount such as the accelerator opening is large, the target input speed or target output speed is changed stepwise in order to quickly generate a shift, and the target input By preventing a stepwise change in the rotational speed or the target output rotational speed from occurring in a superimposed manner, an increase in driving force associated with the acceleration operation is quickly generated to improve acceleration response. .
[0029]
  More specifically, FIG. 1 shows a change in the target input rotational speed NINT and the actual input rotational speed NIN of the continuously variable transmission 10 and a control flag on / off state when there is a sudden acceleration request. It is a chart. Also, Figure 2 shows the acceleration requiredIf there is a request for acceleration,5 is a flowchart for starting a transitional shift at the time of transition. In FIG. 2, first, the accelerator opening PA and its change amount DPA are determined (step S1, step S2). Affirmative determination is made in step S1 when the accelerator opening PA is larger than the predetermined reference value PAP1, and a positive determination is made in step S2 because the change amount DPA is larger than the predetermined reference value DPAP1. If so, it means that there was a larger output request due to the sudden increase in the accelerator pedal opening PA, and therefore the determination of the rapid acceleration request is made.Stand (determine that there is a sudden acceleration request)The This is the time t0 shown in FIG.
[0030]
Note that, as shown in FIG. 3, the determination reference value DPAP1 of the change amount DPA is set as a value that increases as the accelerator opening degree PA increases and the vehicle speed SPD increases. This is because it is difficult to make a request for rapid acceleration at high accelerator opening or high vehicle speed, and sudden shifts unintentionally occur during the so-called stepping increase during a series of accelerator opening increasing operations. This is to prevent the occurrence of.
[0031]
If a negative determination is made in either step S1 or step S2, the routine is terminated because the determination of the rapid acceleration request is not satisfied, and both the determinations in steps S1 and S2 are positive. In this case, since the determination of the rapid acceleration request is established, it is determined whether or not the transient shift flag XTRNON indicating that the transient shift corresponding to the rapid acceleration request is executed is reset to zero (step S3). If the transient shift flag XTRNON is already on (by being set to “1”), if the determination in step S3 is negative, the target input rotational speed is changed stepwise. It is determined whether or not a step control flag XTRNSTP indicating execution of the step control to be performed is reset to zero (step S4).
[0032]
If a positive determination is made in step S3 because the transient shift flag XTRNON is reset to zero, and a negative determination is made in step S3 because the transient shift flag XTRNON is already set to “1”. If a negative determination is made in step S4 because the step control flag XTRNSTP is reset to zero, these flags XTRNON and XTRNSTP are set to the on state (set to "1") (step S5). If it is determined negative in step S4 because both of these flags XTRNON and XTRNSTP are already on, this routine is exited.
[0033]
FIG. 4 is a flowchart showing the contents of the control for the transient shift accompanying the sudden acceleration request. First, it is determined whether or not the transitional shift is to be executed in response to the determination of the rapid acceleration request (step S11). That is, it is determined whether or not the transient shift flag XTRNON is set to “1”. If the determination is negative in step S11 due to not being in a state of executing the transient shift, the routine is exited without performing any particular control.
[0034]
On the other hand, if the determination in step S11 is affirmative due to the state of executing the transient shift, it is determined whether or not the step control is to be executed (step S12). That is, it is determined whether or not the step control flag XTRNSTP is set to “1”. If an affirmative determination is made in step S12, it means that step control is being performed during the transient shift accompanying the sudden acceleration request. In this case, whether or not the time point t0 shown in FIG. In order to determine whether or not it is the start time, it is determined whether or not the step control flag XTRNSTP has just been switched from off to on (0 to 1) (step S13).
[0035]
This is because the input rotational speed NIN at the start of the step control is stored as an initial rotational speed for the step control. Therefore, when an affirmative determination is made in step S13, the input rotational speed NIN at that time is determined. Is adopted as the initial rotational speed NINSTRT (step S14). Then, in order to increase the target input rotational speed stepwise, a predetermined value NINSTP is added to the initial rotational speed NINSTRT to set the target input rotational speed NINT (step S15). The predetermined value NINSTP is a value determined based on the basic target input rotational speed NINC and the initial rotational speed NINSTRT obtained based on the driving state of the vehicle such as the accelerator opening PA and the vehicle speed SPD.
[0036]
Thus, step control based on the rapid acceleration request is started. That is, in the continuously variable transmission 10, the gear ratio is controlled so that the actual input rotational speed NIN matches the target input rotational speed NINT. However, when step control is started, the rotational speed deviation increases, so Thus, the actual input rotational speed NIN changes like a quadratic curve as shown in FIG. 1 and rapidly increases.
[0037]
  When the step control is started in this way, the step control flag XTRNSTP is maintained at “1” until the end of the step control is determined as will be described later. In other words, the step control flag XTRNSTP is maintained at “1” during the period in which the step control is executed, that is, during the period from the time t0 to the time t2 in FIG. And, Figure 2 and FigureSince routine 4 is executed repeatedly at short time intervalsIf the routine of FIG. 2 is executed again and it is determined again that there is a sudden acceleration request, the routine of FIG.In step S12, a positive determination may be made, but if step control has already been performed, a negative determination is made in step S13. In that case, step S14 is skipped and the process proceeds to step S15.
[0038]
  ThereforeIf step control is already in progress, even if it is determined again that there is an acceleration request,The actual input rotational speed NIN at this point is not updated as the initial rotational speed NINSTRT, and the initial target input rotational speed NINT set in step S15 at the start of step control is maintained. Therefore, even if the accelerator opening and the amount of change thereof are similar or similar to those at the time of a request for rapid acceleration, step control (or transient control) is not started in a superimposed manner, and so-called multiple shifts are prevented. The
[0039]
On the other hand, if the step control flag XTRNSTP is in the off state and a negative determination is made in step S12, the transient control is executed, but the step control is not performed. Is executed (step S16). That is, a constant value DNINHLD predetermined for each cycle of the routine shown in FIG. 4 is added to the immediately preceding target input speed NINT to obtain the current target input speed NINT. That is, the target input rotational speed NINT is gradually increased with the constant value DNINHLD as a gradient.
[0040]
This shift speed fixing control is started upon completion of the above-described step control. The end of the step control is determined by the routine shown in FIG. First, it is determined whether or not the step control start determination flag XJTRNSTP is in an OFF state (whether or not it is “0”) (step S21). The step control start determination flag XJTRNSTP is a flag that is turned on (set to “1”) when it is determined that step control has been started, as will be described in detail later, and therefore step control has not been started. If the determination in step S21 is affirmative, the routine exits without performing any particular control.
[0041]
On the other hand, if step control has already been started and an affirmative determination is made in step S21, whether or not the deviation between the target input rotational speed NINT and the actual input rotational speed NIN is smaller than a predetermined reference value DNSTPEND. Is determined (step S22). That is, it is determined whether or not the actual input rotational speed NINT approaches the target input rotational speed NINT increased stepwise until the deviation becomes equal to or less than the reference value DNSTPEND for determining the end thereof. Therefore, if the determination in step S22 is affirmative, determination of the end of step control is established, and the step control flag XTRNSTP is reset to zero (step S23). This is the time t2 in FIG.
[0042]
Further, the on / off control of the step control start determination flag XJTRNSTP will be described. In FIG. 6, it is first determined whether or not the flag XJTRNSTP is off (whether or not it is reset to zero) (step S31). ). At the start of the transitional shift, the flag XJTRNSTP is in an off state, and a positive determination is made in step S31. In this case, it is determined whether or not the step control flag XTRNSTP is OFF (“0” or not) (step S32). If the determination in step S32 is affirmative, it means that step control has not been started, and thus this routine is exited without performing any particular control. On the other hand, if a negative determination is made in step S32, it is determined whether or not the deviation between the target input rotational speed NINT and the actual input rotational speed NIN is greater than a predetermined start determination reference value DNJSTP. (Step S33).
[0043]
In step control, a predetermined value NINSTP based on the deviation between the reference target input rotational speed NINC calculated based on the operating state and the actual input rotational speed NIN is added to the initial input rotational speed NINSTRT to obtain the target input rotational speed NINT. Thus, by executing this processing, the deviation between the target input rotational speed NINT and the actual input rotational speed NIN becomes larger than the start determination reference value DNJSTP. Accordingly, if the determination in step S33 is negative, the step control has not substantially started, so the routine exits without performing any particular control, and conversely, if the determination is affirmative, step control is performed. Is started, the step control start determination flag XJTRNSTP is turned on (set to "1") (step S34). This is the time t1 in FIG.
[0044]
When the step control start determination flag XJTRNSTP is turned on in this way, a negative determination is made in step S31, and in this case, it is determined whether or not the transient shift flag XTRNON is off (step S35). The transient shift flag XTRNON is turned off by a transient shift end determination routine (not shown), and if the determination is negative in step S35 because the end of the transient shift is not determined, the control is particularly performed. Without this routine, the previous control state is continued. On the other hand, if it is determined affirmative in step S35 because the end of the transient shift is determined, the step control start determination flag XJTRNSTP is reset to zero (step S36). This is the time t3 in FIG.
[0045]
  Here, the relationship between the above specific example and the present invention will be briefly described. The functional means of step S1 and step S2 shown in FIG. 2 corresponds to the determination means of the present invention, and step S15 shown in FIG. The functional means of step S16 corresponds to the control means of the present invention, and the routine that skips step S14 and proceeds to the functional means of step S15 from the functional means of step S13 shown in FIG. This corresponds to the prohibiting means in the second invention. Then, the functional means of step S2 when a value that increases as the accelerator opening PA increases as shown in FIG. 3 as a criterion for determining the change amount DPA of the accelerator opening PA is as follows.Item 1This corresponds to the determination means in the invention.
[0046]
  In short, the present invention may be controlled so that the sudden shift is not started again during the sudden shift in which the target input rotation speed NINT is increased stepwise. By not reading or determining the amount of change, it is possible to prevent sudden shifting. In this way, during the sudden shift controlRe-determining whether there is an acceleration requestOkanawana(That is, do not execute the flowchart of FIG. 2)The functional means to perform corresponds to the prohibiting means in the invention of claim 3.
[0047]
  In the above-described specific example, the control device for a vehicle including a belt-type continuously variable transmission has been described. However, the present invention is not limited to the above-described specific example, and other types of control devices such as a toroidal type can be used. It can be applied to a control device for a vehicle equipped with a step transmission.wear.
[0048]
【The invention's effect】
  As described above, according to the first aspect of the present invention, when an abrupt shift is performed in which the target input rotation speed of the continuously variable transmission is changed stepwise to increase the shift speed, the target input rotation speed is Is prohibited from increasing stepwise again, so that a so-called multiple shift in which an abrupt shift that is executed by increasing the target input rotational speed in a step-by-step manner is superimposed is avoided. As a result, the driving force associated with the shift is avoided. Acceleration response can be improved without delay in the increase. In addition, after the accelerator opening is increased, the predetermined value that is the criterion for determining the acceleration request is increased, so that it is difficult to determine the acceleration request. In this case, an unintended sudden shift can be prevented or suppressed in the middle of the process. Therefore, in addition to improving acceleration response, it is possible to prevent or suppress deterioration in drivability.
[0049]
  According to a second aspect of the present invention, during the sudden speed changeIt is determined again that there is an acceleration request.However, since the determination result is not effective, the determination of the sudden shift is not established in a superimposed manner. As a result, as in the first aspect of the invention, so-called multiple shift is avoided and the driving force is reduced. There is no delay in the increase, and the acceleration response can be improved.
[0050]
  Furthermore, according to the invention of claim 3, acceleration is required during the sudden shift.Whether or not there is a requestSince the determination itself is not performed, the determination of the sudden shift is not realized in a superimposed manner. As a result, as in the first aspect of the invention, so-called multiple shift is avoided, and the increase in driving force is delayed. Therefore, acceleration response can be improved.
[Brief description of the drawings]
FIG. 1 is a time chart showing a change between a target input speed and an actual input speed of a continuously variable transmission and a control flag on / off state when a sudden acceleration request is made.
FIG. 2 is a flowchart for starting a transient shift when there is an acceleration request.
FIG. 3 is a map showing an example of a reference value for the amount of change in accelerator opening that is a criterion for determining a rapid acceleration request.
FIG. 4 is a flowchart for a transient shift accompanying a sudden acceleration request.
FIG. 5 is a flowchart for determining the end of step control.
FIG. 6 is a flowchart for turning on / off a step control start determination flag;
FIG. 7 is a block diagram schematically showing a drive system of a vehicle and a control system thereof as a target in the present invention.
FIG. 8 is a diagram schematically showing an example of the continuously variable transmission.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Transmission mechanism, 6 ... Electronic control unit, 7 ... Acceleration / deceleration operation device, 10 ... Continuously variable transmission, 13 ... Electronic control unit

Claims (3)

Determining means for determining whether or not there is an acceleration request; and controlling the speed ratio of the continuously variable transmission so that the input rotational speed becomes a target input rotational speed set based on the driving state of the vehicle, and there is the acceleration request And a control means for gradually increasing the input rotational speed to the target input rotational speed after increasing the target input rotational speed stepwise and bringing the input rotational speed close to the target input rotational speed. In a continuously variable transmission shift control device comprising:
A sudden shift in which the speed ratio of the continuously variable transmission is controlled so that the target input rotational speed is increased stepwise by determining that the acceleration request is present, and the input rotational speed is made to coincide with the increased target input rotational speed Along the way, the Rutotomoni have a prohibiting means for forbidding the acceleration request is a is determined by increasing the number of rotation the target input again stepwise again,
The determination means determines whether or not there is a driver's acceleration request based on whether or not the amount of change in the accelerator opening is equal to or greater than a predetermined value, and changes the predetermined value to increase as the accelerator opening increases. the shift control device for a continuously variable transmission, characterized in that it is a circuit which sets.   2. The device according to claim 1, wherein the prohibiting unit is configured to invalidate a determination result even if it is determined again that the acceleration request is made during the sudden shift. A shift control device for a step transmission.   2. The continuously variable transmission according to claim 1, wherein the prohibiting unit is configured not to make a second determination as to whether or not there is the acceleration request when the sudden shift is in progress. Shift control device.

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