JP4449651B2 - 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 being able to continuously change 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 consumption is widely performed. For example, based on a drive request amount represented by an accelerator opening degree and a vehicle driving state such as a vehicle speed. In addition to obtaining the required driving force, the 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 sense of sport when a manual shift is performed.
Japanese Patent Publication No. 2001-524178

  In the invention described in the above-mentioned Patent Document 1, in order to suppress a rapid change in driving force when executing control for increasing the response of shift control based on manual shift, the engine torque is increased or decreased. It is possible. Further, when such engine torque control is not in time, it is conceivable to delay the start timing of the shift control. However, even if there is a manual shift request, if the engine torque cannot be increased or decreased, the shift shock cannot be suppressed, and therefore there is a possibility that the control for improving the response of the shift control may be stopped. Then, the shift control with low responsiveness overlaps with the control for delaying the start timing of the shift control, and the required time from the start of the shift control to the end of the shift control may become longer as a whole.

  The present invention has been made paying attention to the above technical problem, and provides a vehicle control device capable of suppressing an increase in the time required for shift control in a continuously variable transmission as a whole. It is the purpose.

To achieve the above object, a first aspect of the present invention, a continuously variable transmission that changing the output torque of the prime mover in accordance with a change in the gear ratio of the continuously variable transmission connected to the output side of the prime mover equipped with Oite the control equipment of the vehicle, the in there was if the request to run the high speed gear with the continuously variable transmission, in parallel with this high-speed transmission, a predetermined amount of torque of the prime mover increases or by reducing the first speed change control means for predicting whether or not it you to suppress a change in the driving force of the vehicle due to high speed shift, before performing the high speed shift, before Symbol first by one of the shift control means, wherein even when the torque of the prime mover by a predetermined amount increased or decreased, if it is predicted that it can not suppress a change in the driving force of the vehicle, before performing the high speed shift the torque before Symbol prime mover in advance beyond said predetermined amount Second shift control means for pressurizing or reduced, by the second shift control means, the torque of the prime mover, the case of increasing or decreasing with advance beyond a predetermined amount, the vehicle associated with the high speed shift of whether a change in the driving force can be suppressed estimates before performing the high speed shift, if estimated can not be suppressed a change in the driving force of the vehicle, the shift in continuously variable transmission a third speed change control means for executing the high speed transmission by selecting a control to delay the start time, if there is a request to execute the high speed shift, before executing the high speed shift gear, It is predicted whether the increase or decrease in the torque of the prime mover performed by the first shift control means and the second shift control means can be executed, and the increase or decrease in the torque of the prime mover cannot be executed. If Serial to stop high velocity shift of the continuously variable transmission, and the running low speed gear with the continuously variable transmission, further, the fourth to prohibit the control to delay the transmission start timing when performing the low speed gear Shift control means. In the first aspect of the present invention, “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 does not mean that.

According to a second aspect of the invention, in addition to the first aspect, wherein the first shift control means, before the you run the high speed downshift in the continuously variable transmission, in parallel with this high speed downshift And a means for predicting whether or not a change in the driving force of the vehicle accompanying a high speed downshift can be suppressed by increasing the torque of the prime mover by a predetermined amount , wherein the second shift control means includes: , by the first speed change control means, before executing the high speed downshifting, is predicted from the previous SL even when the torque of the prime mover is increased by a predetermined amount, it can not be suppressed deceleration shock due to the high speed downshift and if the torque before Symbol prime mover before performing the high-speed down-shift, by increasing advance beyond a predetermined amount, comprising means for suppressing the deceleration shock, the third shift control means The the second shift control means even when increased beyond a pre-specified amount of torque of the prime mover, that it can not suppress the deceleration shock, estimated if before performing the high speed downshift Includes means for selecting control for delaying the shift start timing in the continuously variable transmission, and the fourth shift control means has a request to execute the high-speed downshift and the high-speed downshift If it is predicted that the torque of the prime mover cannot be increased by the first shift control means and the second shift control means before executing the above, the high-speed downshift is stopped, and run the low speed downshift in the continuously variable transmission, further, it is characterized in that it comprises a means to prohibit the control to delay the transmission start timing of when to execute the low-speed down-shift It is intended.

According to the first aspect of the present invention, when high-speed gear shifting is executed by a continuously variable transmission, a change in driving force of the vehicle accompanying high-speed gear shifting is suppressed by increasing or decreasing the torque of the prime mover by a predetermined amount. It is possible. Also, before performing the high speed shift, if the torque of the prime mover even when the predetermined amount increase or decrease, are not expected to be suppressed a change in the driving force of the vehicle due to high speed shift, the torque of the prime mover Is increased or decreased over a predetermined amount in advance. Furthermore, the torque of the prime mover, when even if the increased or decreased in advance beyond a predetermined amount, that that it can not suppress the variation of the driving force of the vehicle is estimated before the execution of high-speed transmission, shift It is possible to execute a high speed shift by delaying the control start timing. Furthermore, when it is predicted that the torque cannot be increased or decreased when there is a request to execute the high speed shift, the high speed shift is stopped and the low speed shift is performed. Delay control for delaying the shift start timing when executing the low-speed shift is prohibited. Therefore, the the low speed gear, it is possible to prevent the control to delay the timing to start the low-speed shift overlap, the time required from the start of the shift control, until the end of the shift control, longer Can be suppressed.

According to the invention of claim 2, in addition to obtaining the same effect as that of the invention of claim 1, even when the control for increasing the torque of the prime mover by a predetermined amount is performed in parallel with the high speed downshift, the deceleration shock such can be suppressed that no is, if predicted before the execution of high-speed down-shift, the torque of the prime mover, a control that increases advance beyond a predetermined amount is executed. Furthermore, the torque of the prime mover, even if the increased advance beyond a predetermined amount, can such Ikoto is suppressed deceleration shock, if estimated before the execution of high-speed down-shift, the start timing of the high speed downshifting Delay. Furthermore, when it is predicted that the torque cannot be increased when there is a request to perform a high speed downshift, the high speed downshift is stopped and the low speed downshift is performed. Delay control that delays the start time of the speed downshift is prohibited .

  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 includes a fuel injection amount control device 25, an ignition timing control device 26, and a valve control device 27 that controls the opening / closing timing and the opening / closing amount of the intake and exhaust valves. 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, and the center of the other straight line portion branched from the drive position is assigned to manual position (M). Upshift position (+) A downshift position (-) is provided. A sensor (not shown) such as a switch for detecting each position is provided, and an output signal of the sensor is input to the electronic control unit 22. Further, a ring gauge (not shown) such as a cable for transmitting the movement of the shift lever 24 to the hydraulic control device 21 is provided.

  Examples of signals input to the electronic control unit 22 include engine speed, accelerator pedal operation state, brake pedal operation state, throttle valve 7 opening, primary shaft 8 rotation speed, and secondary shaft 9 rotation. Number, the presence / absence of a failure of the solenoid valve of the hydraulic control device 21, the intake air amount of the engine 1, the signal of a sensor for detecting whether or not the road is uphill, the signal indicating the shift position selected by the shift device 23, the up An upshift signal from a sensor provided at the shift position, a downshift signal from a sensor provided at the downshift position, a signal for detecting the hydraulic oil temperature of the hydraulic control device 21, and a coolant temperature of the engine 1 are detected. Signal. 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 deceleration, or the operating state of the brake. 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 as to control the rotation speed of the engine 1 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 output torque of the engine 1 is controlled by the electronic throttle valve 7 or the like so as to achieve the target torque.

  In this so-called normal control, the continuously variable transmission 6 is controlled based on the traveling state determined by the vehicle speed, the turbine rotational speed of the fluid transmission device 3 and the required driving amount such as the accelerator opening. As control of the gear ratio of the machine 6, control based on manual operation is also possible. The control is 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 shift is executed in this way, there is a possibility that a shock may occur with a change in the gear ratio of the continuously variable transmission 6. 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. 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.

  When the high-speed gear shift and engine torque control as described above are executed in a coordinated manner without causing a timing shift, the fluctuation factors of the drive torque due to the respective controls interact to prevent or suppress the shock. The However, the shift control in the continuously variable transmission 6 is executed by supplying and discharging the pressure oil to the hydraulic chamber 15 on the primary pulley 11 side, whereas the output torque of the engine 1 is the fuel supply. After the change in the amount of intake air and the amount of intake air, the change occurs after the change in combustion of the air-fuel mixture occurs. May be delayed for change. That is, the change in engine torque may be relatively delayed with respect to the change in gear ratio. In such a case, the change in the drive torque due to the change in the gear ratio cannot be suppressed by the change in the engine torque, so the shock becomes worse. Therefore, it is possible to execute the following control.

Here, an example of control for increasing the engine torque when executing a high-speed downshift will be described based on the flowchart of FIG. First, when a manual downshift operation is performed (step S30), it is determined whether or not the response of the engine torque is equal to or higher than the response of the gear ratio, that is, whether or not the shift shock can be suppressed (step S31). ). If the determination in step S31 is affirmative, control for increasing the engine torque by a predetermined amount is selected (step S32), and the program in FIG. 3 is terminated. On the other hand, when a negative determination is made in step S31, control for increasing the engine torque in excess of a predetermined amount, that is, first open control is selected (step S33). Subsequent to step S33, when the first open control is executed, it is determined whether or not the deceleration shock accompanying the shift can be suppressed (step S34). If a negative determination is made in step S34, the delay control for delaying the start timing of the shift control is selected to execute the high speed shift ( step S35), and the program of FIG. If the determination in step S34 is affirmative, the program in FIG. 3 is terminated without selecting delay control.

  Next, an example of a time chart corresponding to the flowchart of FIG. 3 will be described with reference to FIG. FIG. 4 shows a case where a manual downshift is performed from the fourth speed to the third speed. First, when the annual downshift operation is executed at time t1, the target input rotational speed NINT of the continuously variable transmission 6 is increased from time t1 as indicated by a solid line. Further, from time t1, the throttle opening θ is increased to the opening θ1, as indicated by a solid line, and the speed change speed is also set to a high speed from time t1, as indicated by a solid line. Thereafter, the actual input rotational speed NIN gradually increases, the throttle opening is gradually decreased from time t4, and the throttle opening corresponding to the third speed is controlled before time t5. Next, at time t5, the actual input rotation speed NIN and the target input rotation speed NINT coincide with each other to complete the shift, and the shift speed is returned to a low speed.

  By the way, when it is predicted that the deceleration shock due to manual downshift is early and it is predicted that the deceleration torque cannot be suppressed by the engine torque increase control as described above, as shown by the broken line in FIG. Is increased to an opening degree θ2 that is higher than the opening degree θ1, that is, first open control is executed. Thereafter, control is performed to reduce the throttle opening to the opening θ1 at time t2.

  Furthermore, when it is predicted that the deceleration shock cannot be suppressed even if such first open control is executed, the control shown in FIG. 5 is executed. First, the throttle opening is increased to θ2 at time t1, and then the throttle opening is decreased to θ1 at time t2. Then, at time t3 delayed by a predetermined time from time t1, the target input rotational speed NINT is increased and high speed shift is executed. The throttle opening is further decreased from time t4, the gear shift is completed at time t6, and the gear shift speed is returned to a low speed.

An example of control that can be executed in a case where the increase in engine torque itself is not permitted when the first open control and the shift delay control are to be performed will be described with reference to the flowchart of FIG. . The control example in FIG. 1 is a control example for manual downshift. First, it is determined whether or not a precondition for increasing the engine torque is satisfied in parallel with the manual downshift (step S1). For example, if all the various sensors are normal, an affirmative determination is made in step S1, and it is determined whether the hydraulic oil temperature of the hydraulic control device 21 is equal to or higher than a predetermined value (step S2). If the determination in step S2 is affirmative, it is determined whether or not the coolant temperature of the engine 1 is equal to or higher than a predetermined value (step S3). If the determination in step S3 is affirmative, the vehicle speed is It is determined whether or not it is greater than or equal to a predetermined value (step S4).

  If the determination in step S4 is affirmative, it is determined whether or not rapid deceleration is being performed (step S5). If the determination in step S5 is negative, whether or not dashpot control is being performed. Is determined (step S6). The dashpot control is control for delaying control for closing the electronic throttle valve 7. If a negative determination is made in step S6, it is determined whether or not the idle switch is on (the accelerator pedal is not depressed) (step S7). If the determination in step S7 is affirmative, it is determined whether or not the lockup clutch 4 is engaged (step S8). If the determination in step S8 is affirmative, it is determined whether or not a manual downshift operation has been performed (step S9). If the determination in step S9 is affirmative, in parallel with the manual downshift. Then, control for increasing the engine torque is permitted (step S10), and the process proceeds to step S11.

  On the other hand, if a negative determination is made in any of steps S1 to S4 or any of steps S7 to S9, or if a positive determination is made in step S5 or step S6, The process proceeds to step S11 bypassing S10. That is, step S1 is a step for checking the state of the system before performing torque up control of the engine 1 in parallel with the manual downshift. Steps S1 to S10 are steps for determining whether or not an increase in engine torque is permitted by processing signals input to various sensors and switches.

  Next, in step S11, it is determined whether a precondition for increasing the engine torque is satisfied in parallel with the manual downshift. The determination in step S11 is the same as the determination in step S1 described above. If the determination in step S11 is affirmative, it is determined whether or not the control for increasing the torque of the engine 1 has ended (step S12). If a negative determination is made in step S12, it is determined whether shift delay control is being executed (step S13). If the determination in step S13 is affirmative, it is determined whether or not the idle switch is turned on (step S14). If the determination in step S14 is affirmative, the lockup clutch 4 is engaged. Is determined (step S15). If a positive determination is made in step S15, the process proceeds to step S16.

  On the other hand, when a negative determination is made in step S11, step S14, or step S15, or when a positive determination is made in step S12, control for increasing the engine torque is prohibited (step S17), and step S16. Proceed to Also, if a negative determination is made in step S13, the process directly proceeds to step S16. In step S16, it is determined whether or not it is within a predetermined time after the manual downshift operation is executed. Here, the predetermined time corresponds to a time from when the downshift operation is started until delay control described later is started. If the determination in step S16 is affirmative, it is determined whether or not a manual upshift operation has been performed (step S18).

  If a negative determination is made in step S18, it is determined whether torque-up control is permitted (step S19). If step S19 is reached via step S10 described above, an affirmative determination is made in step S19, shift delay control is permitted (step S20), and the program of FIG. 1 is terminated. That is, control as shown by a solid line in FIG. 5 is executed.

  On the other hand, when step S19 is reached without going through step S10, a negative determination is made in step S19, execution of the shift delay control is prohibited (step S21), and the control program of FIG. finish. When the process proceeds to step S21 via step S19, the engine torque increase control is stopped and the shift speed is maintained at a low speed. That is, as indicated by a broken line in FIG. 5, the target input rotational speed NINT is increased at time t1, the throttle opening is controlled to be substantially constant after time t1, and the speed change speed is also controlled to a low speed. . If the determination is affirmative in step S18, or if the determination is negative in step S16, the process proceeds to step S21.

As described above, according to the control example of FIG. 1, when there is a manual downshift request and an increase in engine torque is not permitted, the high speed downshift is stopped and the low speed shift is executed. Further, the control for delaying the timing for starting the shift control when the low speed shift is executed is prohibited. Therefore, it is possible to prevent the low-speed shift control in which the speed ratio of the continuously variable transmission 6 changes slowly and the control for delaying the timing for starting the shift control from overlapping. It can be suppressed that the required time to the end point becomes long, and the driver can be prevented from feeling uncomfortable.

  In the above description, the manual downshift is described as an example, and the control for increasing the torque to prevent the deceleration shock is described. Each control of can be applied. In other words, even if the throttle opening is reduced by a predetermined amount during manual upshifting, if an acceleration shock accompanying a shift occurs, a control (first close control) that reduces the throttle opening beyond a predetermined amount may be executed. Is possible. Further, if the acceleration shock cannot be suppressed even if the first close control is executed, the delay control for delaying the shift can be executed. Furthermore, when the torque down is not permitted, the high speed upshift is stopped and the delay control is stopped.

  That is, in order to suppress the acceleration shock accompanying the high-speed upshift, the control examples of FIGS. 3 and 1 can be used when the engine torque is reduced. In this case, “manual downshift” in step S30 in FIG. 3 is read as “manual upshift”, “torque up” in step S32 is read as “torque down”, and “first open” in step S33 is “fast closed”. "Reread." Further, “manual downshift” in steps S9 and S16 in FIG. 1 is read as “manual upshift”, and “increase in engine torque” in steps S1, S10, S1, S12, S17, and S19 is “decrease in engine torque”. “Idle on” in steps S7 and S14 may be read as “idle off”, and “manual upshift” in step S18 may be read as “manual downshift”. In this embodiment, when the engine torque is controlled, in addition to the electronic throttle valve 7, the fuel injection amount control device 25, the ignition timing control device 26, or the valve control device 27 can be used. In addition, the control program of FIG. 1 can be executed by a vehicle having a toroidal continuously variable transmission as the continuously variable transmission 6 instead of the belt type continuously variable transmission.

Here, the correspondence between the functional means shown in FIGS. 1 and 3 and the configuration of the present invention will be described. The engine 1 corresponds to the prime mover of the present invention, and step S31 in FIG. corresponds to the first speed change control means of the present invention, the step S33 in FIG. 3, it corresponds to the second shift control means of the invention, step S34 and step S35 is, in the third speed change control hand stage of the present invention Correspondingly, the routine which proceeds to step S21 via step S19 in FIG. 1 corresponds to the fourth shift control means 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. 3 is a flowchart for explaining a control example that is a premise of the control example of FIG. 1; FIG. 4 is a time chart corresponding to the control example of FIG. 3. FIG. 4 is a time chart corresponding to the control example of FIG. 1 and the control example of FIG. 3.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 6 ... Continuously variable transmission, 7 ... Electronic throttle valve, 22 ... Electronic control device, 25 ... Fuel injection amount control device, 26 ... Ignition timing control device, 27 ... Valve control device

Claims (2)

In a control device for a vehicle equipped with a continuously variable transmission that changes the output torque of the prime mover in accordance with a change in the gear ratio of the continuously variable transmission connected to the output side of the prime mover,
Vehicle wherein the case there is a request to run the high speed gear with the continuously variable transmission, in parallel with this high speed transmission, by the torque of the prime mover predetermined amount increases or decrease, due to high speed transmission whether a change in the driving force can you to inhibition of, a first shift control means for predicting prior to performing the high speed shift,
The pre-Symbol first shift control means, wherein even when the torque of the prime mover by a predetermined amount increased or decreased, if it is predicted that it can not suppress a change in the driving force of the vehicle, performing the high speed shift before, the second shift control means for the torque before Symbol prime mover, increases or decreases advance beyond said predetermined amount,
By the second shift control means, the torque of the prime mover, a previously predetermined amount if increased or reduced beyond, whether it can suppress the variation of the driving force of the vehicle due to the high speed shift estimates before performing the high speed shift, if estimated can not be suppressed a change in the driving force of said vehicle, said speed select the control to delay the transmission start timing in the continuously variable transmission Third shift control means for executing a shift;
If there is a request to execute the high speed shift, before executing the high speed shift gear, the increase in torque of the prime mover carried in the first speed change control means and said second speed change control means or If it is predicted whether or not the reduction can be performed, and it is predicted that the torque of the prime mover cannot be increased or decreased, the high-speed shift of the continuously variable transmission is stopped, and the continuously variable transmission A fourth shift control means for performing a low speed shift, and further prohibiting a control for delaying a shift start timing when the low speed shift is performed ;
A vehicle control apparatus equipped with a continuously variable transmission. It said first speed change control means, wherein before executing the high speed downshift in the continuously variable transmission, in parallel with the high speed downshifting, by the torque of the prime mover is increased by a predetermined amount, high speed Including a means for predicting whether or not a change in the driving force of the vehicle accompanying the downshift can be suppressed ,
Said second speed change control means by the first shift control means, wherein before executing the high speed downshifting, even when the torque before Symbol prime mover is increased by a predetermined amount, decelerating due to the high speed downshift If it is predicted that can not be suppressed shock, the torque before Symbol prime mover before performing the high-speed down-shift, by increasing advance beyond a predetermined amount, comprising means for suppressing the deceleration shock,
The third speed change control means, the even second case of increasing beyond a pre-specified amount of torque of the prime mover by the shift control means, such can be suppressed deceleration shock Ikoto is, performs the high speed downshift If estimated before includes means for selecting a control to delay the transmission start timing in the continuously variable transmission,
The fourth shift control means has a request to execute the high-speed downshift, and before executing the high-speed downshift, the first shift control means or the second shift control means When it is predicted that the torque of the prime mover cannot be increased, the high speed downshift is stopped, the low speed downshift is executed by the continuously variable transmission, and the low speed downshift is executed. The control device for a vehicle equipped with the continuously variable transmission according to claim 1, further comprising means for prohibiting control for delaying a shift start timing when the shift is performed .

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