JP4425200B2 - Control device for continuously variable transmission - Google Patents

Description

  The present invention relates to a control device for a continuously variable transmission that controls a rotational speed of a driving pulley so as to become a target value corresponding to an operation state.

  The vehicle is configured so that the output from the drive wheels is shifted by a transmission and transmitted to the drive wheels. As a transmission, a continuously variable transmission having a V-belt mechanism in which a V-belt is wound around a driving pulley and a driven pulley with variable pulley width is well known. This transmission changes the pulley width by controlling the hydraulic pressure of the hydraulic oil supplied to the drive side and driven side pulleys, and changes the winding radius of the V belt around the pulleys, thereby changing the speed steplessly. The ratio (reduction ratio) can be changed and controlled. In a vehicle having such a transmission, the control of a continuously variable transmission for controlling the hydraulic pressure supplied to both pulleys according to the driving state to achieve the target rotational speed according to the driving state. An apparatus (for example, see Patent Document 1) is provided.

  Conventionally, in such a control device, a target gear ratio is calculated by dividing a target drive pulley rotation speed (see FIG. 3) obtained according to the vehicle speed and the throttle valve opening by the rotation speed of the drive wheel, The hydraulic pressure command value of the hydraulic oil to be supplied to both pulleys is determined according to the target gear ratio, and control is performed to command the hydraulic pressure to be supplied to both pulleys. Furthermore, this target drive pulley rotation speed is set as a target value, feedback control is performed with the difference between this target value and the actual drive pulley rotation speed as a deviation, and the drive pulley rotation speed is set to this target value. It is controlled to become.

  When traveling on a road having a low coefficient of friction, slipping may occur if the driving force transmitted to the driving wheels is large. Therefore, it is determined whether or not the driving wheel is in a slip state, and when it is in the slip state, control such as reducing the output of the engine is performed to suppress the slip, and a driving force control device (TCS (traction control system)) A vehicle equipped with a control device is known. During the operation of the driving force control device, the driving wheel may behave so as to repeat the skid state and the grip state depending on the traveling state and the road surface state. In such a case, the rotational speed of the drive wheel hunts, and the rotational speed of the drive-side pulley and driven pulley on the transmission side hunts following this.

JP-A-10-297321

  In a vehicle equipped with a continuously variable transmission control device and a driving force control device, if the rotational speed of the driving wheel hunts during operation of the driving force control device, the actual rotational speed of the driving pulley follows this. The deviation used for the feedback control hunts, it is difficult to stabilize the command value, and the gear ratio does not become the target gear ratio, which may lead to deterioration in running performance. Further, since the gear ratio is not stable in this way, the output from the drive source controlled by the drive force control device is not stably transmitted to the drive wheel side, and the operation of the drive force control device does not work as intended. Therefore, there is a risk that the slip cannot be effectively suppressed.

  In addition, when the target speed ratio is calculated based on the rotational speed of the drive wheel, when the rotational speed of the drive wheel hunts, it is difficult to stably perform the speed change control by hunting the calculated target speed ratio. There was a problem. On the other hand, as a conventional control device, the fact that the driven wheel has a stable rotational speed compared to the drive wheel is utilized, and the target drive side pulley rotational speed is changed to the drive wheel during operation of the drive force control device. In some cases, the target gear ratio is calculated by dividing by the rotational speed of the driven wheel.

  However, according to such a calculation method, the target gear ratio is originally calculated on the basis of the rotational speed of the drive wheel (assuming, for example, during normal travel in which the drive force control device is inoperative). Since the rotational speed of the driven wheel is smaller than that of the driven wheel that tends to slip in the skid state, the target gear ratio is calculated to be higher than the desired value, depending on the operation state of the accelerator pedal, etc. Could cause over-rotation. As a result, the engine may be operated in a so-called red zone.

  In view of such a problem, the present invention includes a driving force control device that performs control to reduce the driving force output by the driving source in a slip state, and stably performs shift control during operation of the driving force control device. It is an object of the present invention to provide a control device for a continuously variable transmission.

In order to achieve the above object, a continuously variable transmission control device according to the present invention is provided between a drive source and a drive wheel, on an input shaft connected to the drive source, and on a drive pulley with variable pulley width, and the driven pulley of the variable pulley width provided parallel disposed a counter shaft to the input shaft, it is composed of a belt wound around the drive pulley and the driven pulley, the drive pulley and the driven pulley The vehicle is equipped with a continuously variable transmission that can change the gear ratio by changing the pulley width of the pulley, and the continuously variable speed of the driving pulley is set to the control target rotational speed according to the driving state. Drive that is configured to perform shift control of the transmission and that operates when it is determined that the drive wheel is slipping, reduces the driving force transmitted to the drive wheel, and suppresses the slip of the drive wheel A force control device is provided. When the driving force control device is activated , the control target rotation speed is calculated by multiplying the target speed ratio set according to the driving state and the actual rotation speed of the driven pulley, and the calculated control target rotation speed is calculated. And continuously changing the speed of the continuously variable transmission based on the control deviation between the actual rotational speed of the driving pulley .

Further, the vehicle is provided with a target driving pulley set rotational speed that is preset according to the driving state determined based on the vehicle speed of the vehicle and the output state of the driving source, and the transmission of the driving force generated in the driving source is cut off. the rotational speed of the driven wheel that is, it is preferable that by dividing the sum of the correction value that increases corrects the rotational speed of the driven wheels and calculates a target speed ratio.

  According to the continuously variable transmission control device according to the present invention configured as described above, the drive force control device that operates when the drive wheel slips is provided. When the drive force control device is operated, the target gear ratio and the actual driven side are provided. The product of the rotational speed of the pulley is set as a target value of the rotational speed of the driving pulley. The product of the gear ratio and the rotational speed of the driven pulley is the rotational speed of the driving pulley. Here, when feedback control is performed with the difference between the target value and the actual value as a deviation, the actual rotation speed of the driving pulley is hunted by repeating the skid state and the grip state of the driving wheel when the driving force control device is operated. Even so, since the target value is set based on the actual rotational speed of the driven pulley that follows and hunts, hunting of this deviation is reduced. Therefore, the operation command value for the continuously variable transmission is stabilized, the actual gear ratio is stabilized, the followability to the target gear ratio is improved, and the running performance is improved. And since the driving force from the driving source controlled by the driving force control device can be stably transmitted to the driving wheel, the operation of the driving force control device can be operated as intended, and the slip suppression effect Can be improved.

  In addition, when the driving force control device is operated, if the target gear ratio is calculated from the target driving pulley rotation speed, the driven wheel rotation speed, and the correction value for the driven wheel rotation speed, hunting may occur. It can be calculated without using the rotational speed of a certain drive wheel. In addition, a stable rotational speed can be obtained even in a skid state, and the rotational speed of the driven wheel having a small rotational speed with respect to the driving wheel is increased and corrected by the correction value, and the corrected rotational speed of the driven wheel is used as a denominator. A target gear ratio is calculated. Therefore, even if the driving wheel is in a state of repeating the skid state and the grip state, a stable target speed ratio can be calculated, and the target speed ratio is not calculated to be higher due to the increase correction, thereby avoiding overrevs. . Since the target value of the rotational speed of the driving pulley is set based on the target speed ratio calculated appropriately in this way, the target value can be set appropriately, and the operation control of the continuously variable transmission is stabilized.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 shows a power train PT of a four-wheeled vehicle provided with a transmission control device according to the present invention. The power train PT is composed of a hybrid drive source PW composed of an engine E and an electric motor / generator M, and a transmission TM provided between the drive source PW and the drive wheels DRW. This vehicle is a front drive type, and two wheels, a front left wheel Wa and a front right wheel Wb, are driving wheels DRW, and two wheels, a rear left wheel Wc and a rear right wheel Wd, are driven wheels DNW.

  The engine E is a reciprocating type four-cylinder engine using gasoline as fuel, and pistons are respectively disposed inside four cylinder chambers 11, 11,... Formed in the cylinder block 10. The engine E includes an intake / exhaust control device 12 that controls the operation of an intake valve and an exhaust valve for performing intake / exhaust to each cylinder chamber 11, and a fuel that performs fuel injection control and injection fuel ignition control on each cylinder chamber 11. And an injection / ignition control device 13.

  The electric motor / generator M is disposed on the output shaft Es of the engine E, and is driven by an in-vehicle battery to assist the driving force of the engine E. Recharge) to charge the battery.

  The transmission TM includes a metal V-belt mechanism 20 disposed between the input shaft 1 and the counter shaft 2, a forward / reverse switching mechanism 30 disposed on the input shaft 1, and a counter shaft 2. The continuously variable transmission includes a start clutch 5 and a reduction gear train 6 and 8 connected to the start clutch 5. The input shaft 1 is connected to the output shaft Es of the engine E through a coupling mechanism CP. The counter shaft 2 and the idle shaft 7 of the reduction gear train are arranged in parallel with the input shaft 1.

  The metal V belt mechanism 20 includes a driving pulley 21 disposed on the input shaft 1, a driven pulley 26 disposed on the counter shaft 2, and a metal V wound between the pulleys 21 and 26. Belt 25. The driving pulley 21 includes a fixed pulley half 22 fixed on the input shaft 1 and a movable pulley half 23 that can move relative to the fixed pulley half 22 in the axial direction. On the side of the movable pulley half 23, a drive side cylinder chamber 24 is formed surrounded by a cylinder wall 23a. The movable pulley half 23 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the drive side cylinder chamber 24. The driven pulley 26 includes a fixed pulley half 27 fixed to the counter shaft 2 and a movable pulley half 28 that can move relative to the fixed pulley half 27 in the axial direction. A driven cylinder chamber 29 is formed on the side of the movable pulley half 28 surrounded by a cylinder wall 28a. The movable pulley half 28 moves in the axial direction according to the hydraulic pressure of the hydraulic oil supplied to the driven side cylinder chamber 29. By controlling the hydraulic pressure of the hydraulic oil supplied to both cylinder chambers 24 and 29, the pulley groove widths of both pulleys 21 and 26 change, the winding radius of the metal V-belt 25 changes, and the gear ratio is stepless. Can be changed.

  The forward / reverse switching mechanism 30 includes a planetary gear mechanism, and includes a sun gear 31 coupled to the input shaft 1, a ring gear 32 coupled to the fixed pulley half 22, a carrier 33 that can be fixedly held by a reverse brake 37, and a sun gear. 31 and a forward clutch 35 capable of connecting the ring gear 32 to each other. When the forward clutch 35 is engaged, all the gears 31 to 33 rotate integrally with the input shaft 1, and the drive pulley 21 is rotationally driven in the same direction (forward direction) as the input shaft 1 by driving the engine E. On the other hand, when the reverse brake 37 is engaged, the carrier 33 is fixed and held, so that the ring gear 32 is driven in a direction opposite to that of the sun gear 31, and the driving pulley 21 is driven in the direction opposite to that of the input shaft 1 by driving of the engine E. It is driven to rotate in the reverse direction. The engagement operation of the forward clutch 35 and the reverse brake 37 is controlled according to the hydraulic pressure of the hydraulic oil supplied to the forward clutch 35 and the reverse brake 37.

  The starting clutch 5 is a hydraulic clutch that controls power transmission between the counter shaft 2 and the reduction gear trains 6 and 8, and the output generated on the counter shaft 2 is reduced at a transmission rate according to the engagement state. , 8. When the starting clutch 5 is engaged, the output from the engine E that has been shifted by the metal V-belt mechanism 20 is transmitted to the reduction gear trains 6, 8, decelerated by the reduction gear trains 6, 8, and transmitted to the differential mechanism 9. Is done. When the starting clutch 5 is released, such power transmission cannot be performed, and the transmission TM is in a neutral state. The differential mechanism 9 divides the transmitted output into left and right and transmits the output to the driving wheel DRW via the left and right axle shafts 9a and 9b.

  In such a transmission TM, transmission control is performed by pulley control hydraulic pressures Pdr and Pdn supplied from the electromagnetic control valve CV to the cylinder chambers 24 and 29 of the pulleys 21 and 26 through the oil passages 41 and 42, respectively. Forward / reverse control is performed by the forward / reverse control hydraulic pressure PFB supplied to the forward clutch 35 and the reverse brake 37 via the path 43, and the start clutch engagement control is performed by the start clutch control hydraulic pressure PCL supplied via the oil path 44. Done.

  Various sensors for detecting the vehicle state are disposed in the vehicle. For example, as shown in FIG. 1, a drive-side pulley rotational speed sensor 51 that is attached in the vicinity of the drive-side pulley 21 and detects the rotational speed Ndr of the drive-side pulley, and a driven-side pulley that is attached in the vicinity of the driven pulley 26 A driven pulley rotational speed sensor 52 for detecting a rotational speed Ndn of 26, an output speed sensor 53 for detecting an output speed VTM of the transmission TM, which is attached in the vicinity of the final gear 8b constituting the reduction gear trains 6 and 8. Is provided. The output speed sensor 53 detects the rotational speed immediately before being divided by the differential mechanism 9.

  Further, a first driving wheel rotational speed sensor 54 that is attached in the vicinity of the front left wheel Wa and detects the rotational speed Nwa of the front left wheel Wa, and a rotational speed Nwb of the front right wheel Wb that is attached in the vicinity of the front right wheel Wb. A second driving wheel rotational speed sensor 55 that detects the rotational speed, a first driven wheel rotational speed sensor 56 that is attached in the vicinity of the rear left wheel Wc and detects the rotational speed Nwc of the rear left wheel Wc, and is attached in the vicinity of the rear right wheel Wd. And a second driven wheel rotational speed sensor 57 for detecting the rotational speed Nwd of the rear right wheel Wd.

  The vehicle is provided with a control device 60 that controls the drive source PW and the transmission TM. In addition to the detection signals from the sensors 51 to 57, the control device 60 receives signals indicating the engine state such as the engine rotational speed Ne and the opening degree θTH of the intake throttle valve provided in the intake / exhaust control device 12. The control device 60 determines the vehicle state based on the input signal, and outputs an operation control signal to the component device of the power train PT via the control lines 46 to 48.

  For example, the control device 60 outputs an operation control signal to the intake / exhaust control device 12 and the fuel injection / ignition control device 13 via the control line 46, and closes and holds the intake valves and exhaust valves for some cylinder chambers 11. At the same time, partial cylinder operation control (partial cylinder deactivation control) can be performed without performing fuel injection and ignition. Further, an operation control signal is output to the intake throttle valve via a control line (not shown), and control for adjusting the opening degree θTH of the intake throttle valve can be performed. Further, an operation control signal is output to the electric motor / generator M via the control line 47 so that driving force assist control and battery charging control of the engine E using the electric motor / generator M can be performed. Yes. Further, the control device 60 outputs an operation control signal to the solenoid of the electromagnetic control valve CV via the control line 48 to control the operation of the electromagnetic control valve CV, whereby the pulley control hydraulic pressures Pdr and Pdn, the forward / reverse control hydraulic pressure PFB and The starting clutch control hydraulic pressure PCL is set, and the operation control (transmission control, forward / reverse control, and starting clutch engagement control) of the transmission TM according to the vehicle state can be performed.

  The control device 60 is provided with a memory 61. The memory 61 stores engine information such as the engine rotation speed Ne and the intake throttle valve opening θTH, driving operation information such as the operation position of the shift lever and the operation state of the accelerator pedal and the brake pedal, and the rotation speeds of the front and rear wheels Wa to Wd. Maps for determining pulley control hydraulic pressures Pdr, Pdn, forward / reverse control hydraulic pressure PFB, starting clutch control hydraulic pressure PCL, and the like according to wheel information such as Nwa to Nwd are stored in advance.

  FIG. 3 shows, as an example of a map stored in the memory 62, a map for obtaining the target rotational speed of the drive pulley 21 that is controlled by the control device 60. The target drive pulley rotation speed is obtained according to the vehicle speed (output speed VTM) and the opening degree θTH of the intake throttle valve. A solid line (circle plot) A is a diagram when the intake throttle valve is slightly opened, and a dotted line (triangle plot) B is a diagram when the opening degree θTH of the intake throttle valve is fully open. A solid line (triangular plot) C is a diagram when the opening degree θTH of the intake throttle valve is in an intermediate state. The map shifts to the overdrive (OD) side as the intake throttle valve opening θTH increases, and the target drive pulley rotation speed Ndrt for the same vehicle speed decreases, and decreases as the intake throttle valve opening θTH decreases. It is set so that the target drive pulley rotation speed Ndrt for the same vehicle speed increases by shifting to the (Low) side. The target drive pulley rotation speed Ndrt, which is obtained as the vehicle speed increases, is set to increase. Although it is set according to the opening degree θTH of the intake throttle valve, it may be configured to be set according to the opening degree of the accelerator pedal.

  Further, the control device 60 is provided with a driving force control device 70 for suppressing the slip of the driving wheel DRW. The driving force control device 70 outputs the output speed VTM of the transmission TM detected by the output speed sensor 53 and the rotational speeds Nwc and Nwd of the driven wheels DNW detected by the first and second driven wheel rotational speed sensors 56 and 57. When the difference exceeds a predetermined value, it is determined that the drive wheel DRW is slipping and the operation is performed. When the driving force control device 70 is operated, an operation control signal is output to the intake throttle valve, control for reducing the driving force output from the driving source PW is performed, and the driving force transmitted to the driving wheel DNW is reduced. A slip state can be avoided. Instead of the output speed VTM of the transmission TM detected by the output speed sensor 53, the rotational speeds Nwa and Nwb of the drive wheels DRW detected by the first and second drive wheel rotational speed sensors 54 and 55, and the slave The slip state of the drive wheel DRW may be determined by comparison with the rotational speeds Nwc and Nwd of the driving wheels.

  Next, the contents of control performed by the control device 60 will be described with reference to FIG. The calculation process shown in FIG. 2 is repeatedly performed at predetermined calculation intervals (for example, 10 msec).

  As for the outline of this control content, first, it is determined whether or not the driving force control device 70 is operating (step S1). Depending on this determination, the process proceeds to step S11 or step S21. In the subsequent processing, the target gear ratio is calculated regardless of whether or not the driving force control device 70 is operating (steps S11 and S21), and feedback is performed. Deviations are calculated (steps S12 and S22), and pulley control hydraulic pressures Pdr and Pdn that are command values are set based on the calculated target gear ratio and feedback deviation (step S30). The pulley control oil pressures Pdr and Pdn are obtained according to the target gear ratio calculated in steps S11 and S21 by using a map stored in the memory 61 in advance. In step S30, feedback control such as PID control is performed using the feedback deviation calculated in steps S12 and S22, and the followability of the actual value to the target value is improved.

  When it is determined in step S1 that the driving force control device 70 is not operating, that is, when the drive wheel DRW is traveling in a properly gripped state, the process proceeds to step S21, and the target drive side pulley rotational speed Ndrt is set. The target gear ratio is calculated by dividing by the rotational speeds Nwa and Nwb of the front wheels Wa and Wb (drive wheels DRW). Here, the target drive side pulley rotational speed Ndrt is set to the vehicle speed (output speed VTM) and the intake throttle valve opening θTH or the accelerator pedal opening by using a map stored in advance in the memory 61 shown in FIG. Requested accordingly. The rotational speed of the drive wheel DRW serving as the denominator of the target gear ratio is representative of any one of the rotational speeds Nwa and Nwb of the front wheels Wa and Wb detected from the first and second drive wheel rotational speed sensors 54 and 55. Alternatively, the average value of both rotational speeds Nwa and Nwb may be used, or the output speed VTM of the transmission TM detected from the output speed sensor 53 may be substituted.

  Next, a difference between the target rotational speed (target value) of the driving pulley 21 and the actual rotational speed Ndr of the driving pulley 21 is calculated and set as a deviation for feedback control (step S22). In this process, the target value is set as the target driving pulley rotation speed Ndrt obtained from the map of FIG. The actual rotational speed Ndr of the driving pulley 21 is obtained based on an input signal from the driving pulley rotational speed sensor 51.

  Based on the target gear ratio and feedback deviation calculated in this way, pulley control oil pressures Pdr and Pdn are obtained, an operation control signal is output from the control device 60 to the electromagnetic control valve CV, and the cylinder chambers of both pulleys 21 and 26 are output. Hydraulic control of the hydraulic oil supplied to 24 and 29 is performed (step S30). As a result, the pulley widths of the pulleys 21 and 26 are changed according to the set pulley control oil pressures Pdr and Pdn, and the rotational speeds Ndr and Ndn of the pulleys 21 and 26 are controlled to become target values.

  On the other hand, when it is determined in step S1 that the driving force control device 70 is operating, that is, when the vehicle is running in a state where the driving wheel DRW may slip on a road having a low friction coefficient, the step Proceeding to S11, the target drive side pulley rotational speed Ndrt obtained from the map of FIG. 3 is divided by the sum of the rotational speed of the rear wheels Wc, Wd (driven wheel DNW) and a correction value (for example, +5 km / h) to achieve the target. The gear ratio is calculated. The rotational speeds of the rear wheels Wc and Wd may be either the rotational speed Nwc or the rotational speed Nwc detected by the first and second driven wheel rotational speed sensors 56 and 57. , Nwd may be averaged.

  When the driving force control device 70 is operating, the front wheels Wa and Wb, which are the driving wheels DRW, repeat the skid state and the grip state according to the road surface state and the traveling state, and the rotational speeds Nwa and Nwb are hunting. There is a risk. Also, the driving force control method of the driving force control device 70 repeats such a skid state and a grip state, while the rear wheels Wc and Wd, which are the driven wheels DNW, are compared with the front wheels Wa and Wb. Even when the front wheels Wa and Wb repeat the skid state and the grip state, the rotational speed takes a stable value. Further, when the driving force control device 70 is in operation, the rotational speed of the driven wheel DNW is smaller than the rotational speed of the driving wheel DRW that tends to run idle.

  Subsequently, it progresses to step S12 and a feedback deviation is calculated. In this process, the product of the target speed ratio calculated in step S11 and the actual rotational speed of the driven pulley 26 is set as a target value for the rotational speed of the driving pulley 21, and the target value thus set is A difference from the actual rotational speed of the driving pulley 21 is calculated, and this difference is set as a feedback deviation. The actual rotational speed of the driven pulley 26 is obtained based on an input signal from the driven pulley rotational speed sensor 52. The actual rotational speed of the driving pulley 21 is obtained by the product of the actual speed ratio (reduction ratio) and the actual rotational speed of the driven pulley 26. Thus, in step S12, the target driving pulley speed Ndrt is obtained. Instead, the product of the target gear ratio and the actual rotational speed of the driven pulley 26 is set as the target value.

  When the driving force control device 70 is operating, the pulley control hydraulic pressures Pdr and Pdn are obtained based on the target speed ratio and feedback deviation calculated in this way, and the hydraulic oil supplied to both the cylinder chambers 24 and 29 is obtained. An operation control signal is output to the electromagnetic control valve CV so that the oil pressure is the determined pulley control oil pressure Pdr, Pdn, and the shift control is performed (step S30).

  As described above, according to the control device 60 of this configuration example, even if the driving wheel DRW repeats the skid state and the grip state and the actual rotational speed Ndr of the driving pulley 21 may be hunted, When the driving force control device 70 in which such a situation can occur is operated, the target value is set based on the actual rotational speed Ndn of the driven pulley 26 that hunts following this. For this reason, when feedback control is performed with the difference between the target value and the actual value as a deviation, hunting of this deviation is reduced. Since the feedback deviation is stabilized in this way, the required pulley control hydraulic pressures Pdr and Pdn are stabilized, the actual gear ratio can be stabilized to follow the target gear ratio, and the running performance is improved. Since the driving force from the driving source PW controlled by the driving force control device 70 can be stably transmitted to the driving wheel DRW, the operation of the driving force control device 70 can be performed as intended, The effect of suppressing the slip of the driving wheel DRW by the driving force control device 70 can be improved.

  Further, when the driving force control device 70 is not operating, the target gear ratio is calculated by dividing the target driving pulley rotation speed Ndrt obtained from the map shown in FIG. 3 by the rotation speed of the driving wheel DRW according to the driving state. Yes. When the driving force control device 70 is operated, the target driving pulley rotational speed Ndrt obtained in the same manner is divided by the sum of the rotational speeds Nwc and Nwd of the driven wheels DNW and a correction value for increasing the target, thereby obtaining a target. The gear ratio is calculated. The driven wheel DNW has a relatively stable rotational speed as compared with the drive wheel DRW even when the drive wheel DRW repeats the skid state and the grip state. Stable without Further, since the driven wheel DNW has a lower rotational speed than the drive wheel DRW that tends to idle, the target gear ratio can be calculated to be high by correcting the rotational speed of the driven wheel DNW as described above. The desired value can be obtained without it. Therefore, appropriate shift control is performed, and overrev is avoided. Further, since the target value of the rotational speed of the driving pulley 21 is set based on the target speed ratio set appropriately in this way, the target value can be set appropriately, and the operation control of the continuously variable transmission TM can be stabilized. Can be done.

  The control device for the continuously variable transmission according to the present invention is not limited to the above configuration example. For example, the present invention can be similarly applied to a vehicle configured by providing a drive source of another form such as a rear drive type vehicle or an electric vehicle or a fuel cell vehicle, and similar effects can be obtained.

It is a block diagram of the power train of the vehicle provided with the control apparatus of the continuously variable transmission which concerns on this invention. It is a flowchart which shows the processing content performed by the control apparatus of the continuously variable transmission which concerns on this invention. It is a map for calculating | requiring the target drive side pulley rotational speed.

Explanation of symbols

PW drive source TM continuously variable transmission DRW (Wa, Wb) drive wheel DNW (Wc, Wd) driven wheel 20 metal V belt mechanism 21 drive side pulley 26 driven side pulley 60 control device 70 drive force control device

Claims (2)

A drive pulley having a variable pulley width provided on an input shaft connected to the drive source between the drive source and the drive wheel;
A driven pulley having a variable pulley width provided on a counter shaft disposed in parallel with the input shaft;
Is composed of a belt wound around said driving pulley and said driven pulley,
Provided in a vehicle can change continuously variable transmission is provided with a transmission ratio by changing the groove width of the drive pulley and said driven pulley,
In the control device for the continuously variable transmission that performs the shift control of the continuously variable transmission so that the rotational speed of the driving pulley becomes a control target rotational speed according to the driving state,
A driving force control device that operates when it is determined that the driving wheel is slipping, reduces the driving force transmitted to the driving wheel, and suppresses slipping of the driving wheel;
Upon actuation of the driving force control device, by multiplying the rotational speed of the actual said driven pulley target gear ratio set according to operating conditions to calculate the control target rotational speed, the control target is calculated A control device for a continuously variable transmission, wherein shift control of the continuously variable transmission is performed based on a control deviation between a rotational speed and an actual rotational speed of the driving pulley . The target gear ratio is
The transmission of the driving force generated in the drive source is cut off at a target drive side pulley set rotational speed that is set in advance according to the driving state determined based on the vehicle speed of the vehicle and the output state of the driving source. 2. The control of the continuously variable transmission according to claim 1, wherein the control is calculated by dividing by the sum of the rotational speed of the driven wheel provided in the vehicle and a correction value for increasing the rotational speed of the driven wheel. apparatus.

Images