JP4329654B2 - Control device for vehicle equipped with continuously variable transmission - Google Patents

Description

  The present invention relates to a control device that controls the speed ratio of a continuously variable transmission in order to control the rotational speed of a prime mover mounted on a vehicle.

  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, based on the required driving amount represented by the accelerator opening and the driving state of the vehicle such as the vehicle speed. In addition to obtaining the required driving force, a target output is obtained based on the required driving force and the driving state of the vehicle, and the target rotational speed (input rotational speed of the continuously variable transmission) of the internal combustion engine that is the optimum fuel consumption for the target output is obtained The continuously variable transmission is controlled so that the target rotational speed is calculated. 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. 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 the selection lever is operated. Here, when the engine torque decreases with respect to a certain shift, the engine torque is increased at the end of the shift. Conversely, if the engine torque is increased for a shift, the engine torque is decreased at the end of the shift. In addition, as a method for changing the engine torque, changing the fuel supply to the cylinder, changing the ignition timing, changing the air supply to the cylinder, and the like are described. Patent Document 2 describes an example of a vehicle control device that controls the torque of a power source in order to suppress a shock caused by a shift in a vehicle in which an automatic transmission is provided on the output side of the power source. .
JP-T-2001-524178 JP 2002-30951 A

  By the way, at the time of shifting as described in Patent Document 1, in order to execute control of engine torque for suppressing shift shock and to improve control response of engine torque, engine torque at the initial stage of shifting. It is conceivable that the engine torque is suddenly increased to a high opening degree, and then the engine torque is controlled to be substantially constant, and the engine torque is returned to the original value at the end of the shift. However, if the next shift request is made and the engine torque is changed again before the control of the engine torque for suppressing the shift shock, the shock may occur due to a change in driving force.

  The present invention has been made paying attention to the technical problem described above, and even when the next speed change request is generated while the speed change is executed by the continuously variable transmission and the torque of the prime mover is controlled. An object of the present invention is to provide a vehicle control device capable of suppressing a shock caused by a change in driving force.

To achieve the above object, the invention of claim 1, is connected continuously variable transmission to the output side of the prime mover having an electronic throttle valve, when performing transmission in the continuously variable transmission, wherein In a control device for a vehicle equipped with a continuously variable transmission capable of changing the torque of a prime mover, a change in driving force of the vehicle is suppressed when a shift request is generated and a shift is executed by the continuously variable transmission. Thus, the first torque control means for starting the shock suppression control for controlling the torque of the prime mover and ending the shock suppression control as the shift stage of the continuously variable transmission proceeds, and the first torque control derived through when the shock suppression control is started by means of the required value for controlling the opening of the pre-Symbol electronic throttle valve, the current value or al the current value is greater than the duration value set in pre-shift Let Wherein the second torque control means for performing control to change goals value between the current value and the intermediate value, said shock suppression control based on the previous shift request is initiated, and the shock suppression control before exiting the, if you encounter next shift request, the request value, from the developing standing value the value of the time the next shift request is Ji live as the current value, it can be through the intermediate value Ku is characterized in that the and a third torque control means for changing the goal value corresponding to the shift request next.

According to a second aspect of the invention, in addition to the first aspect, further comprising a response is fast torque control apparatus for a torque control than the torque control by the electronic throttle valve, before Symbol first torque control means, shift It is selected in the initial stage, a first control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for either one the electronic throttle valve is selected in the middle stage of the shift a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, the request value and the against of whether one the electronic throttle valve together comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value for the torque control device, the third Torque control means, if the shift request is generated for the next time in the first control mode that sets the target value as a selected and pre-Symbol required value state, selects the first control mode In this state , the requested value for the electronic throttle valve is set to the next shift request without passing through the intermediate value from the current value with the target value set at the time when the next shift request is generated as the current value. It is characterized by including means for changing to a target value in accordance with and maintaining the indicated value of the torque control device .

The invention according to claim 3, in addition to the first aspect, further comprising a response is fast torque control apparatus for a torque control than the torque control by the electronic throttle valve, before Symbol first torque control means, shift It is selected in the initial stage, a first control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for either one the electronic throttle valve is selected in the middle stage of the shift a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, the request value and the against of whether one the electronic throttle valve together comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value for the torque control device, the third Torque control means, if the shift request is generated for the next time in the first control mode that sets the intermediate value as a selected and pre-Symbol required value state, by the first control mode while continuing the control to change the required value for the electronic throttle valve, the intermediate value to the current value to the goal value corresponding to Ku the next shift request, such that via other intermediate value from the current value It is characterized by including a means.

The invention according to claim 4, in addition to the first aspect, further comprising a response is fast torque control apparatus for a torque control than the torque control by the electronic throttle valve, before Symbol first torque control means, shift It is selected in the initial stage, a first control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for either one the electronic throttle valve is selected in the middle stage of the shift a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, the request value and the against of whether one the electronic throttle valve together comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value for the torque control device, the third Torque control means, if the shift request is generated for the next time in the second state target value that is set as the control mode is selected and before Symbol required value of, by said second control mode while continuing the control, the required value for the electronic throttle valve, the target value of the next time the shift request is generated in the current value Toshikatsu the current value via Ku the next shift request, such that the intermediate value from it is characterized in that it includes means for changing the response was the goal value.

The invention of claim 5, in addition to the first aspect, further comprising a response is fast torque control apparatus for a torque control than the torque control by the electronic throttle valve, before Symbol first torque control means, shift It is selected in the initial stage, a first control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for either one the electronic throttle valve is selected in the middle stage of the shift a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, the request value and the against of whether one the electronic throttle valve together comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value for the torque control device, the third Torque control means, wherein the case where the shift request is generated for the next time in the third state where the control mode is selected, and the third said second control mode from the control mode of while change in, accordance with the request value, the next shift request is currently value and Ku the next shift request, such that through the middle-value from the current value the value of the time that occurred with respect to the electronic throttle valve it is characterized in that it includes means for changing to the goal value.

  In the invention of each claim, “a control device for a vehicle equipped with a continuously variable transmission” is the title of the invention, and “the continuously variable transmission has a function of changing the output torque of the prime mover”. It doesn't mean. Further, in the invention of each claim, “changing the required value” means “setting the required value to a value different from the value before the shift request is generated”.

According to the first aspect of the present invention, when a shift request is generated and a shift is executed by a continuously variable transmission, it is possible to suppress a change in the driving force of the vehicle accompanying the shift by controlling the torque of the prime mover. In addition, as the gear shift stage progresses, the control of the torque of the prime mover for suppressing the shock is finished. If the shock suppression control based on the shift request is started, the required value against the electronic throttle valve, it is possible to change the target value via an intermediate value from the current value of the pre-shift.

On the other hand, the shock suppression control is started, and before the shock suppression control is ended, when the next shift request is generated, the required value against the electronic throttle valve, from the current value, without going through the intermediate value Change directly to the target value. That is, the target value changes in one stage. Therefore, when suppressing the change in the driving force of the vehicle, it is possible to suppress the torque of the prime mover from changing more than necessary, and to avoid a shock.

According to the invention of claim 2, in addition to achieving the same effects as the invention of claim 1, when the first control mode at the initial stage of the shift is selected, fast response is relatively torque is changed indicator value against the control, a torque of the prime mover is controlled. Further, when the second control mode is selected by the intermediate stage of the shift, the request value against the electronic throttle valve is changed, the torque of the prime mover is controlled. Further, if the third control mode is selected at a later stage of the gear shift instruction value is changed to the requested value and the torque control device against the electronic throttle valve, torque of the prime mover is controlled.

On the other hand, when the first control mode is selected at the initial stage of the shift, and the next shift request is generated while the target value is set as the required value , the electronic throttle is maintained with the first control mode selected. required value against the valve is changed. In other words, the goal value is treated as the current value, the current value, without going through an intermediate value, is changed to a new target value.

According to the invention of claim 3, in addition to achieving the same effects as the invention of claim 1, when the first control mode at the initial stage of the shift has been selected, an instruction value against the torque control device Is changed to control the torque of the prime mover. Further, when the second control mode is selected by the intermediate stage of the shift, the request value against the electronic throttle valve is changed, the torque of the prime mover is controlled. Further, if the third control mode is selected at a later stage of the gear shift instruction value is changed to the requested value and the torque control device against the electronic throttle valve, torque of the prime mover is controlled.

On the other hand, the first control mode at the initial stage of the shift is selected, and, while setting the intermediate value as a required value, if the next shift request occurs, control in the first control mode is continued as the required value against its state electronic throttle valve, handled intermediate value as the current value, the current value is changed to the target value without going through an intermediate value.

According to the invention of claim 4, in addition to achieving the same effects as the invention of claim 1, when the first control mode at the initial stage of the shift has been selected, an instruction value against the torque control device Is changed to control the torque of the prime mover. Further, when the second control mode is selected by the intermediate stage of the shift, the request value against the electronic throttle valve is changed, the torque of the prime mover is controlled. Further, if the third control mode is selected at a later stage of the gear shift instruction value is changed to the requested value and the torque control device against the electronic throttle valve, torque of the prime mover is controlled.

On the other hand, when the second control mode is selected in the middle stage of the shift and the target value is selected, if the next shift request is generated , the electronic throttle is kept with the second control mode selected. per request value against the valve handle the target value as the current value, the current value, without going through an intermediate value, control for changing to the new target value is performed.

According to the invention of claim 5, in addition to achieving the same effects as the invention of claim 1, when the first control mode at the initial stage of the shift has been selected, the required value Oyobito torque for electronic throttle valve by changing the instruction value against the control, a torque of the prime mover is controlled. Further, when the second control mode is selected by the intermediate stage of the shift, by changing the required value against the electronic throttle valve, torque of the prime mover is controlled. Further, when the third control mode is selected at the latter stage of the shift, the required value for the electronic throttle valve and the instruction value for the torque control device are changed to control the torque of the prime mover.

On the other hand, it is selected third control mode in the later stages of the shift, and if the next shift request is generated, changed from the third control mode to the second control mode, the electronic per request value against the throttle valve, from the current value set before the shift request occurs next time, the control for changing the target value without going through the intermediate values is performed.

  Next, an embodiment of the present invention will be described with reference to the drawings. First, FIG. 2 shows a power train of a vehicle to which the present invention can be applied and a control system of the vehicle. In the vehicle Ve shown in FIG. 2, 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 in a power transmission path between the engine 1 and the wheels 2. . As the engine 1, an internal combustion engine having a mechanism capable of electrically controlling the output is preferably used. As the engine 1, it is possible to use a gasoline engine, a diesel engine, or a natural gas engine equipped with an electronic throttle valve 7, and in this embodiment, a case where a gasoline engine is used will be described.

  The engine 1 has a combustion chamber (not shown) formed by a cylinder (not shown) and a piston (not shown), and converts thermal energy generated by burning fuel into kinetic energy. It is a prime mover that outputs. For this purpose, the engine 1 has an electronically controlled fuel injection device (EFI) 25, an ignition timing control device 26, and a valve control device 27 for controlling the opening and closing timings and the opening / closing amounts of intake valves and exhaust valves. Yes. Further, an intake pipe 28 and an exhaust pipe 29 that communicate with the combustion chamber of the engine 1 are provided.

  The fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the engine 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are arranged in parallel to each other. Has been. 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. 2 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. Furthermore, an electronic control device 22 is provided as a controller for controlling the engine 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the hydraulic control device 21. The hydraulic control device 21 has a solenoid valve and a hydraulic circuit, and controls the amount of oil in the hydraulic chamber 15 and the hydraulic pressure in the hydraulic chamber 20 by controlling the duty value of the solenoid valve. ing.

  The vehicle Ve shown in FIG. 2 performs automatic shift control for controlling the gear ratio of the continuously variable transmission 6 based on a traveling state of the vehicle Ve, that is, a signal such as an accelerator opening degree and a vehicle speed, and shift based on a manual operation. It is configured to execute manual shift (manual shift) control. 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. 2, 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.

  Further, the central portion of the other straight line portion branched from the drive position is assigned to the manual position (M), and an upshift position (+) and a downshift position (−) are provided across the manual position. 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 24 to the hydraulic control device 21 is provided. The shift device 23 may be configured to be operated with feet.

  On the other hand, a vehicle speed control device 50 is provided separately from the shift device 23, and the vehicle speed control device 50 is operated by an occupant of the vehicle Ve. The vehicle speed control device 50 is configured by a manually operated lever, knob, button, pedal operated by a foot, or the like. Based on the operation of the vehicle speed control device 50, the engine output can be controlled.

  The signals input to the electronic control device 22 are exemplified as follows: the engine speed, the operation state of the vehicle speed control device 50 (hereinafter referred to as “accelerator opening” for convenience), the operation state of the brake pedal, the electronic throttle valve 7 Sensor signal for detecting opening degree, number of revolutions of primary shaft 8, number of revolutions of secondary shaft 9, presence or absence of failure of solenoid valve of hydraulic control device 21, amount of intake air of engine 1, uphill road, etc., shift A signal indicating a shift position selected by the 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 an operation of the hydraulic control device 21 A signal for detecting the oil temperature, a signal for detecting the coolant temperature of the engine 1, and the like. Various types of data are stored in the electronic control unit 22, and a signal for controlling the engine 1 from the electronic control unit 22 based on a signal input to the electronic control unit 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 gear ratio control map is a map for setting the gear ratio of the continuously variable transmission 6 or the target rotational speed of the engine 1 based on the vehicle speed, the accelerator opening, the brake operation state, and the like. By controlling the gear ratio of the continuously variable transmission 6 based on this map, the engine speed can be made closer to the optimum fuel consumption curve. 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.

  When the above-described automatic shift control (normal control) is selected, the continuously variable transmission 6 can be controlled so that the rotation speed of the engine 1 is controlled to a rotation speed at which the fuel consumption is optimized. In this so-called normal control, as an 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 engine 1 is calculated from the required driving force and the vehicle speed. Is calculated. The target engine speed at which the target output can be output with the optimum fuel efficiency is obtained from the map as the engine speed at the intersection of the so-called optimal fuel efficiency line and the target output line, and the difference between the target engine speed and the actual engine speed And the transmission ratio of the continuously variable transmission 6 is feedback-controlled. On the other hand, the target torque is calculated based on the target output and the vehicle speed at that time, and the engine torque is mainly controlled by the electronic throttle valve 7 so as to achieve the target torque.

  In this embodiment, the engine torque can be controlled using at least one of the electronic throttle valve 7, the electronically controlled fuel injection device 25, the ignition timing control device 26, or the valve control device 27. is there. These engine torque control apparatuses differ in control response of the engine torque. The engine torque control response by the electronic throttle valve 7 is lower than the engine torque control response by the ignition timing control device 26.

  In this normal control, the continuously variable transmission 6 is controlled based on a 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 the control of the transmission gear ratio of 6, control based on manual operation is also possible. The control is performed by turning on a switch or a sensor provided in the upshift position or downshift position of the shift device 23 by a shift lever to output a signal, and based on the signal, the target rotational speed of the engine 1, That is, the target input speed of the continuously variable transmission 6 is changed stepwise, or the target speed is continuously changed while a signal is output. Such shift control is manual shift control (manual shift control).

  On the other hand, since the manual shift operation is executed in anticipation of an agile operation of the vehicle, the shift speed when the manual shift control is selected should be higher than the shift speed when the automatic shift control is selected. Is possible. That is, the rate of change, rate of change, and extent of change in the continuously variable transmission 6 are greater or abrupt when the manual shift control is selected than when the automatic shift control is selected. In other words, the shift response in the manual shift control is higher than the shift response in the manual shift control.

  By the way, when the high-speed gear shift is executed in this way, the driving force of the vehicle Ve may be suddenly changed with a change in the gear ratio of the continuously variable transmission 6 and may be felt as a shock. For example, when the manual downshift is executed at a high speed, the engine braking force is rapidly increased as the gear ratio increases. Therefore, if the control for increasing the engine torque is executed in parallel with the high-speed downshift, the change in the drive torque due to the rapid increase in the gear ratio is mitigated. As the downshift progresses, the control for increasing the engine torque is terminated.

  On the other hand, when the manual upshift is executed at a high speed, the gear ratio is rapidly reduced, and the engine speed is reduced to generate an inertia torque, which causes a shock. Therefore, in parallel with the high-speed upshift, it is possible to cancel the inertia torque and suppress the shock by executing a control for reducing the engine torque. As the upshift progresses, the control for reducing the engine torque ends. Thus, “controlling the engine torque so as to suppress the shock accompanying the shift” is the “shock suppression control” in the present invention. Details of the “shock suppression control” will be described later.

  Next, an example of shift control of the continuously variable transmission 6 will be described based on the flowchart of FIG. Here, an example will be described in which the control for increasing the engine torque is executed in parallel with the high-speed downshift. First, it is determined whether or not the manual shift control mode (sports manual shift mode) is selected (step S1). If the determination is affirmative in step S1, whether or not there is a first shift request, Specifically, it is determined whether or not there is a high speed downshift request (step S2). If the determination in step S2 is affirmative, it is determined whether or not control for increasing the engine torque is permitted (step S3). If a negative determination is made in either step S3 or step S2 or step S1, the control program of FIG. 1 is terminated.

  On the other hand, if an affirmative determination is made in step S3, it is determined in this control program whether or not the routine that is determined affirmative in step S3 is the first time (step S4). If the determination in step S4 is affirmative, the “control execution flag” is turned on and the shock suppression control is executed (step S5). Here, the “control execution flag” is the “flag for executing shock suppression control” described above.

  Following step S5, it is determined whether shock suppression control is being executed (step S6). If the determination in step S6 is affirmative and the multiple control execution flag is turned on (step S7), the process proceeds to step S8. Here, the multiple control execution flag is a flag that is turned on when the next shift operation is executed after the high-speed downshift operation is executed and before the shock suppression control is finished. In step S8, it is determined whether or not the high-speed downshift has converged. In this example, when the actual input rotational speed NIN of the continuously variable transmission 6 is synchronized with the target input rotational speed NINT corresponding to the speed ratio after downshifting, it is determined that the shift has converged.

  If a negative determination is made in step S8, it is determined whether or not “control phase zero” is being executed (step S9). This “control phase zero” will be described later. If the determination in step S9 is affirmative, it is determined whether or not a condition for ending “control phase zero” is satisfied (step S10). If a negative determination is made in step S10, the process of “control phase zero” is performed (step S11), and this control program is terminated. The control in step S11 will be described later.

  If a negative determination is made in step S9, it is determined whether “control phase 1” is being executed (step S12). This “control phase 1” will be described later. If the determination in step S12 is affirmative, it is determined whether or not a condition for ending “control phase 1” is satisfied (step S13). If a negative determination is made in step S13, the process of “control phase 1” is performed (step S14), and the control program is terminated. The control in step S14 will be described later.

  If a negative determination is made in step S12, it is determined whether or not “control phase 2” is being executed (step S15). This “control phase 2” will be described later. If the determination in step S15 is affirmative, it is determined whether or not a condition for ending “control phase 2” is satisfied (step S16). If a negative determination is made in step S16, the process of “control phase 2” is performed (step S17), and this control program is terminated. The control in step S17 will be described later.

  If a negative determination is made in step S15, it is determined whether “control phase 3” is being executed (step S18). This “control phase 3” will be described later. If a positive determination is made in step S18, the process proceeds to step S16. If the determination in step S16 is affirmative, it is determined whether or not a condition for ending "control phase 3" is satisfied (step S19). If the determination in step S19 is negative, "control" The process of “Phase 3” is executed (step S20), and this control program is terminated. The control in step S20 will be described later.

  On the other hand, if a negative determination is made in step S18 or a positive determination is made in step S19, the control execution flag is turned off (step S21), and the multiple control execution flag is turned off (step S22). ) This control program is terminated. If the determination in step S8 is affirmative, the process proceeds to step S10. If the determination is positive in step S10, the process proceeds to step S13. If the determination is positive in step S13, Proceed to step S16. As described above, when the determination is affirmative in step S8 and the process proceeds to step S20 via steps S10, S13, S16, and S19, the “control phase 3” is different from “control phase 3” in this step S20. Process) "is executed.

  Further, if a negative determination is made in step S4 or step S6, it is determined whether the control flag is turned on (step S23). If a positive determination is made in step S23, the process proceeds to step S10. move on. On the other hand, if a negative determination is made in step S23, this control routine is terminated.

Next, an example of a time chart corresponding to the control program shown in FIG. 1 will be described with reference to FIG. In this time chart, electronic with throttle valve 7 and an electronic controlled fuel injection system 25 and ignition timing control device 26, and an example of controlling the engine torque is shown. First, before the start of the high-speed downshift operation, the actual input rotational speed NIN of the continuously variable transmission 6 is controlled to be substantially constant. Further, the request flag for increasing the opening degree of the electronic throttle valve 7 is turned off, the required opening degree θ1 of the electronic throttle valve 7 is selected, the retardation request flag before the start of shifting is turned off, and the delay at the end of shifting is completed. The angle request flag is turned off, and the required injection amount for the electronically controlled fuel injection device 25 is controlled to a predetermined amount. More specifically, the required opening of a solenoid valve (not shown) is controlled to be substantially constant so that the fuel injection amount according to the target engine torque level is obtained.

  Next, when the first downshift request is made at time t1, the target input rotational speed NINT of the continuously variable transmission 6 increases, but there is no change or change in other situations. That is, substantial shift is not started, and therefore, shock suppression control is not started. As described above, when the first downshift request is generated, the target input rotational speed NINT of the continuously variable transmission 6 increases in the “control phase zero”, but there is no change or change in other situations. Substantial shift is not started.

  Then, when a predetermined time elapses from time t1 and becomes time t2, the control phase is changed from “control phase zero” to “control phase 1”, and shock suppression control is started. As described above, when the first downshift request is generated, the target input rotational speed NINT of the continuously variable transmission 6 is increased in “control phase zero”, but the shock suppression control is not executed. The reason why the “control phase zero” that does not substantially start the shock suppression control is provided as follows.

  In this embodiment, the shock suppression control is executed so as to suppress the change of the driving force accompanying the shift of the continuously variable transmission 6, but the hydraulic oil for controlling the shift of the continuously variable transmission 6 at low temperatures or the like. It is considered that the viscosity of the temperature increases and the shift response in the continuously variable transmission 6 is low. Under such conditions, since the occurrence timing of the shock accompanying the high-speed downshift is delayed, it is considered that the change in the driving force accompanying the downshift can be suppressed even if the start timing of the shock suppression control is delayed. The set time of “control phase zero” from time t1 to time t2 can be set based on conditions such as hydraulic oil temperature, vehicle speed, actual input rotational speed NIN, and gear ratio of the hydraulic control device 21. is there. Therefore, the determination of “whether or not the control phase zero is being executed” in step S9 described above can be made based on the elapsed time since the affirmative determination in step S2.

  As described above, the shock suppression control started from time t2 will be described. The request flag for increasing the opening of the electronic throttle valve 7 is turned on, and the opening of the electronic throttle valve 7 is changed from the opening θ1 to the opening θ2. Will be increased. Even after time t2, the actual input rotational speed NIN, the retardation request flag at the end of the shift, and the required injection amount in the electronically controlled fuel injection device 25 are the same as before time t2.

  At time t3, the required opening of the electronic throttle valve 7 is decreased from the opening θ2 to the opening θ3. The opening degree θ3 is an opening degree corresponding to the opening degree θ1 and the opening degree θ2. As described above, the first open control is a control in which the required opening of the electronic throttle valve 7 is suddenly increased once and then decreased.

  At time t3, the retard request flag before the start of shifting is turned on, and control for reducing the required opening of the electromagnetic valve in the electronically controlled fuel injection device 25 is executed in order to reduce the fuel injection amount. The Further, the actual input rotational speed NIN starts to increase after time t3, that is, a substantial shift is started. At time t4, the retardation request flag before the start of shifting is turned off, and the required opening of the solenoid valve in the electronically controlled fuel injection device 25 is increased in order to return the fuel injection amount to a value before time t3. Control is executed.

  The technical significance of the control executed between the time t2 and the time t4 will be described. The shift control in the continuously variable transmission 6 is executed by supplying and discharging pressure oil to the hydraulic chamber 15 on the primary pulley 10 side described above, whereas the output torque of the engine 1 is the amount of fuel supplied and After the change of the intake air amount, it changes after the change of combustion of the air-fuel mixture occurs, coupled with the fact that each change is relatively slow, the change of the engine torque becomes the change of the gear ratio. May be delayed. That is, the change in engine torque may be relatively delayed with respect to the change in gear ratio. Further, the control response of the engine torque by the control of the electronic throttle valve 7 is lower than the control response of the engine torque by the ignition timing control device 26.

  Therefore, the opening degree of the electronic throttle valve 7 is increased from the opening degree θ1 to the opening degree θ2 at time t2, and is decreased from the opening degree θ2 to the opening degree θ3 at time t3. That is, the required opening degree that is actually necessary to suppress the shock caused by the downshift is the opening degree θ3, and the opening degree θ2 is an increase amount (opening degree θ2−opening degree) for compensating for the delay in the control response of the engine torque. The opening degree with θ3) added. Here, the opening degree θ2 is the first open amount fodeg (f), and the time tF0 from the time t2 to the time t3 is the first open time. Further, the opening θ3 is angsft1 (f).

  As described above, the engine torque control for suppressing the shift shock accompanying the high-speed downshift control is executed by controlling the opening degree of the electronic throttle valve 7, but from time t3 to time t4. There is a low possibility that a shift shock will occur at the shift stage corresponding to the interval. Therefore, if the engine torque increases between time t3 and time t4, a shock due to a change in driving force may occur.

  Therefore, during the period from time t3 to time t4, the retard request flag before the start of shifting is turned on to delay the ignition timing, and the fuel injection amount of the electronically controlled fuel injection device 25 is decreased to thereby reduce the electronic throttle valve. 7 prevents an increase in engine torque based on the control No. 7 from occurring. The difference between the opening degree of the solenoid valve corresponding to the fuel injection amount before time t3 and the opening degree of the solenoid valve corresponding to the fuel injection amount after time t3 is the opening degree tkangl (f). The control executed between the times t2 and t4 is the process of “control phase 1”. This “control phase 1” is from the stage before the start of the shift to the shift stage where the shift is substantially started and no shock is caused by the shift even if the engine torque is not increased. Executed. Whether or not the actual gear shift stage of the continuously variable transmission 6 is in a gear shift stage that does not cause a shock associated with gear shift can be determined based on the vehicle speed, the gear ratio, the actual input rotational speed NIN, and the like. Therefore, the determination in step S12 described above is based on whether or not the actual speed change stage of the continuously variable transmission 6 is in a speed change stage in which a shock due to the speed change does not occur with reference to the time point when the “control phase zero” ends. Can be done.

  In addition, after time t4, the engine torque is increased during the high-speed downshift control, the change in driving force accompanying the high-speed downshift is suppressed, and a shock can be avoided.

  A description will be given of the control when a high-speed downshift request is generated again at time t5 during the execution of the control for increasing the engine torque in parallel with the high-speed downshift control as described above. This is executed when the process proceeds to step S15 via step S7 in FIG. 1, an affirmative determination is made in step S15, the process proceeds to step S16, a negative determination is made in this step S16, and the process proceeds to step S17. Control.

  In such a case, the multiple control execution flag is turned on at time t5, and the target input rotational speed NINT is increased to a value corresponding to the second downshift request, and is accompanied by another high speed downshift. In order to suppress the shock, control for increasing the engine torque again is executed. Specifically, control for increasing the required opening degree of the electronic throttle valve 7 from the opening degree θ3 to the opening degree θ4 is executed. Here, the opening degree θ4 is a value corresponding to the opening degree θ2 and the opening degree θ3, and the opening degree θ4 is angsft1 (f + 1).

  Next, at time t6, the control phase is changed from “control phase 2” to “control phase 3” with the progress of the shift stage, the retard request flag at the end of the shift is turned on, and the opening of the electronic throttle valve 7 The control for gradually decreasing is executed. The control of the opening degree of the electronic throttle valve 7 is executed between the time t2 and the time t4 when the multiple control execution flag is turned on while the “control phase 2” is being executed between the time t5 and the time t6. This is different from the control of the opening degree of the electronic throttle valve 7. In other words, during the period from time t2 to time t4, the two-stage control is executed in which the opening degree of the electronic throttle valve 7 is increased and then decreased, the retard angle request flag is turned on, and the fuel injection is performed. While the control for decreasing the amount is also executed, only the control for increasing the opening degree of the electronic throttle valve 7 from θ3 to θ4 is executed between time t5 and time t6, and the retardation request is executed. The flag remains off and the fuel injection amount is not reduced.

  As described above, when the multiple control execution flag is turned on in “control phase 2”, the reason why the opening degree of the electronic throttle valve 7 is only increased by one step is as follows. Although the response of torque control by the electronic throttle valve 7 is low, in the “control phase 2”, a considerable time has passed since the control of the electronic throttle valve 7 was started, and the amount of intake air in the combustion chamber is sufficient. This is because there is no torque response delay due to the control of the electronic throttle valve 7, and the shock accompanying the downshift can be suppressed only by the control of the electronic throttle valve 7.

  On the other hand, the gradient over time of the opening of the electronic throttle valve 7 performed after the time t6 is dtasftup. Next, the required opening of the electronic throttle valve 7 is returned to θ1, and at time t8, the actual input rotational speed NIN is synchronized with the target input rotational speed NINT, and the downshift is completed. The opening increase request flag is turned off, and the retard angle request flag at the end of shifting is turned off. Further, the phase of the control executed with the shift is the same as before time t1.

  As described above, the reason for turning on the retard request flag in parallel with the control for decreasing the opening degree of the electronic throttle valve 7 with the end of the downshift of the continuously variable transmission 6 is as follows. As described above, since control of the engine torque by the electronic throttle valve 7 has a response delay, even after the downshift is completed, an increase in the engine torque remains in accordance with the opening degree control of the electronic throttle valve 7 and a shock occurs. there is a possibility. Therefore, by turning on the retard request flag in parallel with the decrease in the opening degree of the electronic throttle valve 7, the engine torque decrease delay due to the control of the electronic throttle valve 7 is offset to avoid the above inconvenience. ing.

  The control after time t6 corresponds to the control in step S20 in FIG. 1, and the determination in step S15, step S16, step S18, and step S19 in FIG. 1 is made based on the target input rotational speed NINT and the actual input rotational speed. This can be done based on the difference from NIN. Note that the determination in step S19 can also be made based on “another condition” different from the “difference between the target input rotational speed NINT and the actual input rotational speed NIN”. This “other conditions” will be described later.

  On the other hand, for example, when the third downshift request is generated at time t7 during execution of “control phase 3,” “control phase 2” is selected as shown by the broken line in the time chart of FIG. Then, control based on this “control phase 2” is executed. That is, the target input rotation speed NINT is increased to a value corresponding to the third downshift request as indicated by the broken line, and the required opening θ5 for the electronic throttle valve 7 is selected. The opening θ5 is higher than the opening θ4. On the other hand, the retard request flag at the end of shifting is turned off. Further, the opening degree of the electronic throttle valve 7 is increased by one step, that is, the control executed in the “control phase 1”, that is, the first time when the opening degree of the electronic throttle valve 7 is suddenly increased and then decreased. Open control is not performed here either. The reason is the same as described in “Control Phase 2”. Note that after time t7 and after time t8, the opening degree increase request flag for the electronic throttle valve 7 is kept on, the fuel injection amount is controlled to be the same as before time t7, and the retardation request flag before the start of actual shift is also set. Maintained off.

  As described above, when a downshift request is generated in “control phase 3”, “control phase 2” is selected, and an increase in engine torque is achieved mainly by changing the opening of the electronic throttle valve 7 before the start of shifting. The retard angle control and the fuel injection amount decrease control are not performed. The reason is the same as the reason described regarding the control executed when the second downshift request is generated in the “control phase 2”. Note that after the third downshift is started, the same control as that at the end of the second downshift is executed at the stage where the downshift ends.

  As described above, the control that is executed from the time t7 when the third downshift request is generated is positively determined in step S18 of FIG. 1, negatively determined in step S16, and step This corresponds to the “control phase 2” process executed in S17.

  Next, a description will be given of the control when a second downshift request is generated between time t1 and time t2 during execution of “control phase zero”. As described above, in the “control phase zero”, since the change or change of the situation has not been made before the downshift request is generated, the “control phase zero” is continued as it is, and the second downshift request is made. The corresponding control is executed. This control is the same as the control according to the first downshift request described above, and the control execution timing is only slightly later. That is, in this case, the fast open control is executed in which the opening degree of the electronic throttle valve 7 is rapidly increased to the opening degree θ2 and then decreased to θ3. Such a process corresponds to the “control phase zero” process that is positively determined in step S9 of FIG. 1, negatively determined in step S10, and executed in step S11.

  Further, during the execution of the “control phase 1” control, more specifically, when the required opening for the electronic throttle valve 7 is θ3 between time t3 and time t4, the second downshift request. A case where the above occurs will be described. In this case, the request flag for increasing the opening degree of the electronic throttle valve 7 is kept on, and control for increasing the opening degree of the electronic throttle valve 7 is executed. Note that the fast open control is not executed. Further, the retard request flag before the start of shifting is also kept on. Furthermore, the request to reduce the fuel injection amount is continued. Here, the duration of “control phase 1” when a downshift request occurs again during execution of “control phase 1” is greater than the duration of “control phase 1” when no downshift request occurs again. Can be the same, long or short.

  On the other hand, during the control execution of “control phase 1”, more specifically, when the required opening for the electronic throttle valve 7 is θ2 between time t2 and time t3, the second downshift request is made. A case where the above occurs will be described. In this case, the opening degree θ2 is maintained as the required opening degree of the electronic throttle valve 7, and thereafter, the opening degree θ2 is changed to the opening degree θ3. That is, the opening degree θ2, which is an intermediate value, is handled as the current value before the downshift request, and the opening degree θ3 becomes the target value. Other conditions are the same as those in “control phase 1”. Such control corresponds to the process of “control phase 1”, which is positively determined in step S12, negatively determined in step S13, and executed in step S14.

  Next, the control when the next downshift request occurs after the shift in the continuously variable transmission 6 based on the previous downshift request has converged will be described based on the time chart of FIG. This corresponds to “different processing (different processing)” executed in step S20 described above. Prior to the description of the different processing in step S20, “another condition” used for the determination in step S19 will be described. This other condition is to determine whether or not “control phase 3” has ended, based on whether or not “shock suppression control” has been executed after the end of shifting of the continuously variable transmission 6. Specifically, if “shock suppression control” is executed after the end of shifting of the continuously variable transmission 6, a negative determination is made in step S19.

  In the time chart shown in FIG. 4, a “control phase zero” process, a “control phase 1” process, and a “control phase 2” process are executed between time t1 and time t5. These processes are the same as the processes in the time chart of FIG. In addition, the second downshift request is not generated between time t1 and time t5.

  Then, “control phase 3” is selected at time t5, then the required opening for the electronic throttle valve 7 is returned to θ1, and further, the shift of the continuously variable transmission 6 is converged at time t9. On the other hand, even after the required opening degree for the electronic throttle valve 7 returns to the opening degree θ1, the “control phase 3” is continued, and the retardation request flag at the end of the shift is turned on. This is a control executed to prevent a shock from occurring due to a delay in response of torque reduction based on a decrease in the opening of the electronic throttle valve 7. That is, “shock suppression control” is executed after the convergence of the shift.

  As described above, when the second downshift request is generated at time t10 after the end of the shift and while the “shock suppression control” is continued, the processing corresponding to “zero control phase” is executed. Is done. Specifically, the target input rotational speed NINT increases, the retardation request flag before the start of the shift is turned off, the retardation request flag at the end of the shift is turned off, and the electronic throttle valve 7 is opened. The degree increase request flag is turned off, and the opening degree request for the electronically controlled fuel injection device 26 is also controlled in the same manner as before time t9. On the other hand, since “phase zero” is in progress during the “shock suppression control”, the opening request flag for the electronic throttle valve 7 remains on.

  Then, at time t11, the actual input rotation speed NIN starts to increase, and processing based on “control phase 1” is executed. That is, the retardation request flag before the shift is turned on, the required opening for the electronic throttle valve 7 is increased, and the fuel injection amount is decreased. In the “control phase 1”, when the opening degree of the electronic throttle valve 7 is increased, the fast open control is not executed, and the change in the opening degree of the electronic throttle valve 7 is one stage. The reason for this is that control for reducing the opening of the electronic throttle valve 7 is executed before time t9, but air still remains in the combustion chamber due to a delay in response to torque reduction, and "control phase 1" This is because when the opening degree of the electronic throttle valve 7 is increased, it is considered that there is no delay in the control for increasing the engine torque without executing the fast open control.

  Subsequently, the process of “control phase 2” is executed from time t12, the process of “control phase 3” is executed from time t13, and the shift is converged at time t14. The process of “control phase 2” is the same as the process of “control phase 2” described above, and the process of “control phase 3” is the same as the process of “control phase 3” described above.

  The present invention can also be implemented in a vehicle having a toroidal continuously variable transmission instead of a belt continuously variable transmission as a continuously variable transmission. Furthermore, the present invention can also be applied to a vehicle having a continuously variable transmission having a planetary gear mechanism and a motor / generator as a continuously variable transmission. A continuously variable transmission having a planetary gear mechanism and a motor / generator has three rotating elements connected so as to be differentially rotatable, the first element is connected to a prime mover, and the second element is a motor. -It is connected to the generator and the third element is connected to the wheel. The motor / generator handles the reaction force of the torque of the prime mover, and controls the rotational speed of the motor / generator to steplessly change the gear ratio between the first element and the third element (continuously). To control).

  Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. The processing executed in steps S11, S14, S17, and S20, specifically, the electronic throttle valve 7 Request flag for increasing the opening of the electronic throttle valve, the required opening of the electronic throttle valve 7, the delay request flag before the start of the actual shift, the delay request flag at the end of the shift, and the request opening for the electromagnetic valve of the electronically controlled fuel injection device Controlling the degree corresponds to the “first torque control means” of the present invention. In other words, in the time chart of FIG. 3, the processing executed between time t1 and time t8 corresponds to the “first torque control means” of the present invention. In the time chart of FIG. 4, the processing executed from time t1 to time t10 also corresponds to the “first torque control means” of the present invention.

Further, in the flowchart of FIG. 1, a negative determination is made in step S6, a positive determination is made in step S23, and the process proceeds to step S14 via steps S10 and S13, which is executed in step S14. The process of “control phase 1” corresponds to “second torque control means” of the present invention. In other words , in the time charts of FIGS. 3 and 4, the process executed between time t2 and time t4 corresponds to the “second torque control means” of the present invention.

  Further, the process proceeds to step S12 via step S7, the process of “control phase 1” executed when the determination is affirmative in step S12, the determination is negative in step S13, and the process proceeds to step S14. Corresponds to the third torque control means of the present invention. Further, the process proceeds to step S15 via step S7, the process of “control phase 2” executed when the determination is affirmative in step S15, the determination is negative in step S16, and the process proceeds to step S17. This also corresponds to the third torque control means of the present invention. In other words, the processing executed between time t4 and time t6 in the time chart of FIG. 3 corresponds to the third torque control means of the present invention. Further, the process proceeds to step S18 via step S7, the process of “control phase 2” executed when the determination is positive in step S18, the determination is negative in step S16, and the process proceeds to step S17. This also corresponds to the third torque control means of the present invention. In other words, in the time chart of FIG. 3, the process performed after time t6 corresponds to the third torque control means of the present invention.

  Further, the process proceeds to step S8 via step S7, “Yes” is determined in step S8, proceeds to step S19, is negatively determined in step S19, and proceeds to step S20. This also corresponds to the third torque control means of the present invention. In other words, in the time chart of FIG. 4, the process executed between time t9 and time t12 corresponds to the third torque control means of the present invention.

A point fire timing control device 26 and electronically controlled fuel injection device 25 corresponds to the "torque control" of the present invention, the engine 1 corresponds to the prime mover of the present invention, the "control phase 1", this It corresponds to the first control mode of the invention , “ control phase 2” corresponds to the second control mode of the invention, and “control phase 3” corresponds to the third control mode of the invention. Furthermore, the request flag for the electronic throttle valve 7, the required opening degree for the electronic throttle valve 7, corresponding to the required value of the present invention.

Each opening of the electronic throttle valve 7 corresponds to the current value and the intermediate value and the target value of the present invention. In other words, these values are not handled in a fixed manner, and when the previous shift request occurs and the intermediate value or target value is selected, the intermediate value or target value will be used if the next shift request occurs. Is treated as the current value, in other words replaced. Also, the opening corresponding to each value may be the same or different. That is, in this embodiment, when a shift request is generated and the next shift request is generated while the shock suppression control is being performed, the opening corresponding to the intermediate value is set from the opening that is handled as the current value. A detour is directly changed to an opening corresponding to the target value. Furthermore, a continuously variable transmission having a belt type continuously variable transmission, a toroidal type continuously variable transmission, a planetary gear mechanism and a motor / generator is included in the continuously variable transmission of the present invention.

It is a flowchart for demonstrating the example of control 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. It is a time chart corresponding to the control example of FIG. It is another time chart corresponding to the control example of FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 6 ... Continuously variable transmission, 7 ... Electronic throttle valve, 22 ... Electronic control unit, 25 ... Electronically controlled fuel injection device, 26 ... Ignition timing control unit

Claims (5)

The continuously variable transmission is connected to the output side of the prime mover having an electronic throttle valve, when performing transmission in the continuously variable transmission, equipped with a continuously variable transmission capable of varying the torque of the prime mover In the vehicle control device,
When a shift request is generated and a shift is executed by the continuously variable transmission, a shock suppression control is started to control the torque of the prime mover so as to suppress a change in driving force of the vehicle. First torque control means for ending the shock suppression control as the shift stage progresses;
When the shock suppression control is started by the first torque control means, a larger pre-Symbol a request value for controlling the opening of the electronic throttle valve, the current value or al the current value set in the pre-shift and second torque control means for performing control to change goals value between the current value by way of the middle-value and the intermediate value,
The shock suppression control is started based on the previous shift request, and, before exiting the shock suppression control, if the next shift request is generated, the request value, said Ji next shift request live the value of the time from the developing standing value as the current value, characterized by comprising a third torque control means for changing the goal value corresponding to Ku the next shift request, such that through the intermediate value A control device for a vehicle equipped with a continuously variable transmission. A torque control device that is faster in torque control response than torque control by the electronic throttle valve;
The first torque control means is selected in the initial stage of transmission, or One of the first control for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for an electronic throttle valve a mode is selected in the middle stage of the shift, and a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, one or together they comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device against the electronic throttle valve,
Said third torque control means, if the shift request is generated for the next time in the first control mode that sets the target value as a selected and pre-Symbol required value state, said first While the control mode is selected, the required value for the electronic throttle valve is set to the target value set at the time when the next shift request is made as the current value, and the next value without passing through the intermediate value from the current value. 2. The control device for a vehicle equipped with a continuously variable transmission according to claim 1, further comprising means for changing to a target value in accordance with a request for shifting, and maintaining a command value of the torque control device. A torque control device that is faster in torque control response than torque control by the electronic throttle valve;
The first torque control means is selected in the initial stage of transmission, or One of the first control for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for an electronic throttle valve a mode is selected in the middle stage of the shift, and a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, one or together they comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device against the electronic throttle valve,
Said third torque control means, if the shift request is generated for the next time in the state that sets the intermediate value as the first control mode is selected and before Symbol required value, the first while continuing the control of the control mode, the goal of the required value, corresponding to the intermediate value to the current value and Ku the next shift request, such that via other intermediate value from the current value for the electronic throttle valve The vehicle control device equipped with the continuously variable transmission according to claim 1, further comprising means for changing the value. A torque control device that is faster in torque control response than torque control by the electronic throttle valve;
The first torque control means is selected in the initial stage of transmission, or One of the first control for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for an electronic throttle valve a mode is selected in the middle stage of the shift, and a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, one or together they comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device against the electronic throttle valve,
Said third torque control means, if the shift request is generated for the next time in the second state target value that is set as the control mode is selected and before Symbol required value of the second while continuing the control of the control mode, the electronic request value for the throttle valve, the next shift request via things ku the next to the intermediate value a target value of the time resulting from the current value Toshikatsu the current value control apparatus for a vehicle installed with a continuously variable transmission according to claim 1, characterized in that it comprises means for changing the goal value according to transmission requirements. A torque control device that is faster in torque control response than torque control by the electronic throttle valve;
The first torque control means is selected in the initial stage of transmission, or One of the first control for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device for an electronic throttle valve a mode is selected in the middle stage of the shift, and a second control mode for controlling the torque before Symbol prime mover by changing the required value against the or one the electronic throttle valve, is selected at a later stage of the shift, one or together they comprise means for selectively changing the third control mode for controlling the torque before Symbol prime mover by changing an instruction value to the required value and the torque control device against the electronic throttle valve,
It said third torque control means is in a state in which the third control mode has been selected in the case where the transmission request for next time occurs, from the third control mode and the second together to change the control mode, the request value for the electronic throttle valve, the next shift request resulting time value of the current value and Ku the next, such that through the middle-value from the current value of the control apparatus for a vehicle installed with a continuously variable transmission according to claim 1, characterized in that it comprises means for changing the goal value corresponding to the shift request.

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