JP4453380B2 - Control device for vehicle equipped with continuously variable transmission - Google Patents

Description

  The present invention relates to a control device for controlling the speed ratio of a continuously variable transmission mounted on a vehicle or for controlling the speed ratio of a continuously variable transmission in order to control the rotational speed of a power source.

  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 efficiency is widely performed. For example, a required drive based on a drive request amount represented by an accelerator opening degree and a vehicle drive state such as a vehicle speed. The target output is calculated based on the required driving force and the driving state of the vehicle, and the target rotational speed of the internal combustion engine (the input rotational speed of the continuously variable transmission) that is the optimum fuel consumption for the target output is calculated. Then, the continuously variable transmission is controlled so as to achieve the target rotational speed. 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. An example of the latter device capable of manual shifting is described in Patent Document 1 or Patent Document 2.

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. Further, in Patent Document 2, in the case of an upshift in which the gear ratio of the continuously variable transmission is changed stepwise as the accelerator pedal is depressed or manually, the engine torque is set so as to cancel the inertia torque. There is described an invention configured to reduce the upshift speed when the torque reduction is not permitted. Further, Patent Document 3, Patent Document 4 and Patent Document 5 describe inventions in which a transmission is connected to the output side of the engine to reduce a shock at the time of shifting.
Japanese Patent Publication No. 2001-524178 Japanese Patent Laid-Open No. 11-20513 Japanese Patent No. 2559493 JP-A-5-256355 Japanese Patent No. 3323976

  In the invention described in the above-mentioned Patent Document 1, since it is intended to give a sports sensation during manual shift, when depressing the accelerator pedal and accelerating and upshifting as the vehicle speed increases, The demand for driving force increases engine torque. On the other hand, when the vehicle speed decreases due to the deceleration operation and the vehicle is downshifted accordingly, the engine torque is decreased in order to maintain or increase the deceleration. On the other hand, in the invention of Patent Document 2, the engine torque is reduced in consideration of the inertia torque at the time of upshift. Therefore, the direction of engine torque control is described in Patent Document 1 above. It is the opposite of the invention.

  This type of engine torque control is executed in response to or in connection with a change in drive torque accompanying a shift by a continuously variable transmission, so that a change in speed ratio and a change in engine torque are temporally misaligned. It is preferable to be executed without generating However, the change in the gear ratio in the continuously variable transmission is caused by the change in the pulley width in the belt-type continuously variable transmission. Therefore, for example, the supply amount or discharge amount of the hydraulic pressure to the primary pulley that sets the gear ratio is reduced. While the speed can be increased by increasing the output speed, the output torque of the internal combustion engine is increased not only by increasing or decreasing the intake air amount and the fuel supply amount but also by the combustion occurring as expected. Or, since it decreases, the change in the output torque of the internal combustion engine may become relatively slow with respect to the speed change speed. In such a case, when the control described in Patent Document 1 or the control described in Patent Document 2 is executed, the change in the gear ratio and the output torque of the internal combustion engine become transiently incompatible, resulting in shock. May occur.

  The present invention has been made by paying attention to the above technical problem, and is capable of reliably preventing or suppressing a shock when controlling the output torque of a power source in response to a rapid change in the gear ratio. The object is to provide an apparatus.

In order to achieve the above object, the invention of claim 1 is a continuously variable transmission that changes the output torque of the power source in accordance with the change in the gear ratio of the continuously variable transmission connected to the output side of the power source. A torque change delay for determining that a change in output torque of the power source is relatively slow with respect to a continuous change in the gear ratio of the continuously variable transmission. An output of the power source when the torque change delay determining means determines that the change in the output torque of the determination means and the power source is relatively slow with respect to the continuous change in the gear ratio. The torque change command value is temporarily increased as compared with the case where the determination is not satisfied, and then the output torque change acceleration means for returning to the original value and the output torque change command value of the power source are temporarily increased. The execution conditions for the control Execution condition determination means that determines that
A multi-shift that changes the speed ratio of the continuously variable transmission toward another target value in the course of changing the speed ratio of the continuously variable transmission toward a predetermined target value, or a command for changing the output torque of the power source When the execution condition determining means determines that the execution condition is not satisfied because it is within a predetermined period from the end of the previous request for temporarily increasing the value, the output torque change speed increasing means The control device is configured to prohibit a temporary increase in the change command value due to.

Further, the invention of claim 2, in addition to the first aspect, before Symbol the power source with respect to the change of the transmission ratio by temporarily controlled to increase the change command value of the output torque of the power source Second torque change delay determining means for determining that a relatively slow change in output torque occurs, and determination of a state in which the change in output torque of the power source is relatively slow by the second torque change delay determining means And a shift delay means for delaying the start of the shift when the above is established.

According to a third aspect of the present invention, there is provided a vehicle control device including a continuously variable transmission that changes an output torque of the power source in accordance with a change in a gear ratio of a continuously variable transmission connected to an output side of the power source. Torque change delay determining means for determining that a change in output torque of the power source is relatively slow with respect to a continuous change in a gear ratio of the continuously variable transmission; and an output of the power source When the torque change delay determining means determines that the torque change is relatively slow with respect to the continuous change in the gear ratio, the determination is made based on the change command value of the output torque of the power source. The change in the gear ratio is also caused by the output torque change acceleration means for temporarily increasing the value after the time when it does not hold, and then returning it to the original value and the control for temporarily increasing the change command value of the output torque of the power source. Against said power A second torque change delay determining means for determining that a change in the output torque of the power source is relatively slow, and a state in which the change in the output torque of the power source is relatively slow by the second torque change delay determining means. If the decision is affirmative, the control apparatus characterized that you have a shift delay means for delaying the start of the shift.

The invention of claim 4 further includes a power source including an engine, a continuously variable transmission connected to the output side of the power source, and a torque control device for controlling the output torque of the power source. The torque control device includes a supercharger that controls the supercharging pressure of the compressed air supplied to the cylinder of the engine, and according to a continuous change in the gear ratio of the continuously variable transmission, In a control device for a vehicle equipped with a continuously variable transmission that performs control to change the output torque of the power source by a torque control device and then return it to the original value, a continuous change in the gear ratio of the continuously variable transmission Responsiveness predicting means for predicting change responsiveness of the output torque of the power source with respect to the power, and shift characteristic control means for controlling the shift characteristic of the continuously variable transmission based on the prediction result of the responsiveness predicting means. It is characterized by That is a control apparatus of a vehicle equipped with a continuously variable transmission. Here, controlling the speed change characteristics of the continuously variable transmission means that the time difference between the change timing of the output torque of the power source and the generation timing of the inertia torque or the braking torque accompanying the change of the speed ratio of the continuously variable transmission. It means the control which suppresses the shock by.

  According to the first aspect of the present invention, when the output torque of the power source is changed according to the change in the speed ratio of the continuously variable transmission, the change in the output torque is relatively slow with respect to the change in the speed ratio. If there is, the change command value for changing the output torque is temporarily increased. As a result, the change in the output torque is faster than when the change command value is not increased, so that the time lag between the change in the gear ratio and the change in the output torque and the resulting shock are prevented or suppressed. Can do.

According to the first aspect of the present invention, when the execution condition is not satisfied, the control for temporarily increasing the change command value is not executed. For example, in the process of changing the gear ratio toward a predetermined target value, in the case of so-called multiple shifts that change toward another target value, or when the influence of the previous control that changes the output torque of the power source remains The execution condition is not satisfied. For this reason, it is possible to prevent a situation in which a change in output torque becomes excessive and a shock occurs or acceleration occurs during deceleration.

According to the second aspect of the present invention, when the output torque of the power source is changed according to the change in the speed ratio of the continuously variable transmission, the change in the output torque is relatively slow with respect to the change in the speed ratio. If there is, the change command value for changing the output torque is temporarily increased. As a result, the change in the output torque is faster than when the change command value is not increased, so that the time lag between the change in the gear ratio and the change in the output torque and the resulting shock are prevented or suppressed. Can do.
According to the invention of claim 2, when the execution condition is not established, the control for temporarily increasing the change command value is not executed. For example, in the process of changing the gear ratio toward a predetermined target value, in the case of so-called multiple shifts that change toward another target value, or when the influence of the previous control that changes the output torque of the power source remains The execution condition is not satisfied. For this reason, it is possible to prevent a situation in which a change in output torque becomes excessive and a shock occurs or acceleration occurs during deceleration.
Further, according to the second aspect of the present invention, if the delay in the change in the output torque with respect to the change in the gear ratio cannot be eliminated or corrected even if the change command value in the output torque is temporarily increased, the change in the gear ratio As a result, the time lag between the change in the gear ratio and the change in the output torque and the shock caused by the change can be prevented or suppressed.

According to the third aspect of the present invention, when the output torque of the power source is changed in accordance with the change in the speed ratio of the continuously variable transmission, the change in the output torque is relatively slow with respect to the change in the speed ratio. If there is, the change command value for changing the output torque is temporarily increased. As a result, the change in the output torque is faster than when the change command value is not increased, so that the time lag between the change in the gear ratio and the change in the output torque and the resulting shock are prevented or suppressed. Can do.
According to the invention of claim 3, if the delay in the change in the output torque with respect to the change in the gear ratio cannot be eliminated or corrected even if the change command value for the output torque is temporarily increased, the change in the gear ratio because There is delayed, eventually, it is possible to prevent or suppress the time lag and shocks resulting therefrom with change of the change and the output torque of the gear ratio.

Further, according to the invention of claim 4, when changing the speed ratio with the continuously variable transmission and controlling the engine torque, the change response of the engine torque with respect to the change in the speed ratio of the continuously variable transmission is low. In this case, by delaying the shift start timing of the continuously variable transmission and increasing the shift speed of the continuously variable transmission, the change in the speed ratio of the continuously variable transmission and the change in engine torque over time It is possible to suppress the shift and prevent or suppress the shock caused by the shift.

  Next, an embodiment of the present invention will be described with reference to the drawings. First, a power train of a vehicle to which the present invention can be applied and a control system of the vehicle are shown in FIG. In the vehicle Ve shown in FIG. 4, 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 on a power transmission path between the power source 1 and the wheels 2. Yes. As the power source 1, for example, at least one of an internal combustion engine or an electric motor can be used, and an internal combustion engine having a mechanism capable of electrically controlling the output, such as an internal combustion engine having an electronic throttle valve 7, is preferably used. The As the electric motor, it is possible to use a motor generator having a power running function for converting electrical energy into kinetic energy and a regeneration function for converting kinetic energy into electrical energy. In this embodiment, a case where an internal combustion engine such as a gasoline engine, a diesel engine, or a natural gas engine having an electronic throttle valve 7 is used as the power source 1 will be described.

  The power source 1 has a combustion chamber (not shown) formed by a cylinder (not shown) and a piston (not shown), and heat energy generated by burning the fuel is converted into kinetic energy. It is a prime mover that converts and outputs. For this purpose, the power source 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 power source 1 are provided. The intake pipe 28 is provided with the electronic throttle valve 7, and the intake air amount is controlled by the electronic throttle valve 7.

  Further, a supercharger 30 for supplying compressed air into the cylinder via the intake pipe 28 is provided. As the supercharger 30, either a mechanical drive type supercharger or an exhaust turbine type supercharger may be used. The mechanical drive type supercharger is driven by the power of the crankshaft 1A of the power source 1 and supplies compressed air. The exhaust turbine supercharger is driven by the kinetic energy of the exhaust gas in the exhaust pipe 29 to supply compressed air. In this embodiment, a case where an exhaust turbine system is used as the supercharger 30 will be described.

  The exhaust turbine supercharger 30 includes a turbine 31 provided in an exhaust pipe 29 and a compressor 32 connected to the turbine 31 so as to rotate integrally with the turbine 31 and provided in an intake pipe 28. Yes. The compressor 32 is disposed in the intake pipe 28 and upstream of the electronic throttle valve 7. Further, a supercharging pressure control device 33 is provided for controlling the pressure of compressed air supplied to the cylinder by the supercharger 30, that is, the supercharging pressure. As the supercharging pressure control device 33, for example, a waste gate valve can be used. This waste gate valve is a device that causes a part of the exhaust gas discharged from the combustion chamber to the exhaust pipe 29 to be discharged outside the exhaust pipe 29 by bypassing the turbine 31. Then, by adjusting the opening degree of the waste gate valve, it is possible to control the supercharging pressure by controlling the kinetic energy given to the turbine 31 by the flow of the exhaust gas.

  Further, the fluid transmission device 3 and the lockup clutch 4 are provided in a power transmission path between the power source 1 and the forward / reverse switching mechanism 5, and the fluid transmission device 3 and the lockup clutch 4 are in parallel with each other. Has been placed. 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. 4 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. Further, an electronic control device 22 is provided as a controller for controlling the power source 1, the lockup clutch 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, and the hydraulic control device 21, and the electronic control device 22 An arithmetic processing unit (CPU or MPU), a storage unit (RAM and ROM), and a microcomputer mainly including an input / output interface are included. The hydraulic control device 21 includes a solenoid valve and a hydraulic circuit, and controls the duty value of the solenoid valve to discharge the oil amount supplied to the hydraulic chambers 15 and 20 and from the hydraulic chambers 15 and 20. The amount of oil to be controlled is controlled.

  The automatic transmission control for controlling the gear ratio of the continuously variable transmission 6 shown in FIG. 4 based on the running state of the vehicle Ve, that is, the accelerator opening, the vehicle speed, and the like, and the manual transmission for performing the gear shifting based on the manual operation ) Control and can be executed. 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. 4, 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 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 from a sensor for detecting a supercharging pressure, and the like. Various data are stored in the electronic control device 22, and a signal for controlling the power source 1 from the electronic control device 22 based on the signal input to the electronic control device 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 transmission ratio control map is a map for setting the transmission ratio of the continuously variable transmission 6 or the target rotational speed of the power source 1 based on the vehicle speed, the accelerator opening, the deceleration, or the operating state of the brake. When an engine is used as the power source 1, the engine speed can be controlled to approach the optimum fuel consumption curve by controlling the speed ratio of the continuously variable transmission 6. 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.

  As described above, the continuously variable transmission 6 can function so as to control the rotational speed of the power source 1 to the rotational speed at which the fuel efficiency is optimized. In this so-called normal control, for 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 power source is calculated from the required driving force and the vehicle speed. Is calculated. The target rotational speed at which the target output can be output with the optimum fuel efficiency is obtained from a map etc. as the rotational speed at the intersection of the so-called optimal fuel efficiency line and the target output line, and the target rotational speed and the actual power source rotational speed The gear ratio of the continuously variable transmission 6 is feedback controlled by controlling the difference. On the other hand, a target torque is calculated based on the target output and the vehicle speed at that time, and the output torque of the power source 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 such that a switch or sensor provided in the upshift position or downshift position of the shift device 23 is turned on by a shift lever to output a signal, and the target rotational speed of the power source 1 is based on the signal. Is controlled stepwise or the target rotational speed is continuously changed while a signal is output. Such shift control is manual shift control (manual shift control).

  Since the manual speed change operation is executed in anticipation of an agile operation of the vehicle, the continuously variable transmission 6 is controlled so that the speed change speed (speed change ratio) is increased. For example, when a manual downshift operation is performed during deceleration, the gear ratio is increased at a speed faster than usual. Conversely, when a manual upshift is performed during acceleration, the gear ratio is reduced at a speed higher than usual.

  In the case of such a manual shift, since the shift speed is high, engine torque control is also executed in order to reduce or prevent a shock. Specifically, in the case of a manual downshift at the time of deceleration, control for rapidly increasing the engine torque is executed. This is a control in which the opening degree of the electronic throttle valve 7 is increased and then gradually returned in the vehicle shown in FIG. When this engine torque control is executed in cooperation with the speed change control, the so-called engine braking force accompanying the increase in the speed change ratio is reduced by the engine torque control, and the change in the drive torque due to the speed change increasing rapidly. Suppress and prevent or alleviate shock. Further, in the case of manual upshifting, the gear ratio is rapidly reduced, so that the rotational speed of the power source 1 and the rotating member related thereto is reduced and inertia torque is generated, which causes a shock. The engine torque is reduced so as to cancel the torque. Thus, the engine torque control is also included in the normal manual shift control.

  When the above-mentioned manual shift control and the accompanying engine torque control 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. . 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 power source (engine) 1 is After the change in the fuel supply amount and the intake air amount, the change occurs after the change in the combustion of the air-fuel mixture occurs. In some cases, there is a delay with respect to a change in the gear ratio. 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, the control device of the present invention is configured to execute the following control.

  FIG. 1 is a flowchart for explaining an example of the control. The routine shown in this flowchart is repeatedly executed every predetermined short time. In FIG. 1, it is first determined whether or not a manual down operation is being performed (step S1). This can be determined based on whether or not the sensor of the upshift position or downshift position in the shift device 23 described above outputs a signal. If the determination in step S1 is affirmative, it is determined whether or not control of the electronic throttle valve (electric throttle) 7 is permitted (step S2). Control of the electronic throttle valve 7 is prohibited when the engine has not been warmed up or when the temperature of the exhaust purification catalyst is high. In step S2, it is determined whether or not such a so-called prohibition condition is satisfied.

  If a negative determination is made in step S2, this routine is temporarily terminated without performing any particular control. On the other hand, if an affirmative determination is made in step S2, it is determined whether or not the electronic throttle valve 7 is in a region where the response of the electronic throttle valve 7 is slow (slow state) compared to the shift (step S3). This responsiveness is not only the responsiveness of the electronic throttle valve 7 itself, but is also the responsiveness of the actual engine torque change to the output of the engine torque control command. The responsiveness can be determined based on, for example, the throttle opening degree and the engine speed at the current time point.

  If it is determined in step S3 that the response of the electronic throttle valve 7 is slower than the speed change, that is, if it is determined positive in step S3, the command value for the electronic throttle valve 7 is temporarily increased. It is determined whether or not a control execution condition is satisfied. Specifically, first, it is determined whether or not the manual downshift is a multiple shift, or whether or not it is within a predetermined period from the end of the previous request for increasing the throttle opening (step S4). The multiple shift is a shift state in which a shift targeting another gear ratio (or input rotation speed) occurs during shift control targeting a predetermined gear ratio (or input rotation speed). In such a state, a change in the gear ratio occurs in a superimposed manner, and if control for temporarily increasing the command value for the electronic throttle valve 7 is executed in accordance with each change, there is a possibility that control is complicated and stable control cannot be performed. There is. In addition, the engine torque may not be stable within a predetermined period from the end of the previous request to increase the throttle opening, and the engine torque may not be controlled as expected due to the influence. For this reason, the execution condition is that it is not a multiple shift and that it is not within a predetermined period from the end of the previous request to increase the throttle opening.

  Further, it is determined whether or not sudden deceleration is in progress (step S5). This can be determined based on, for example, the rate of change of the rotational speed of the wheel or the rotational speed of the output shaft. If it is in the sudden deceleration state, the deceleration state to be achieved by the manual downshift operation has occurred, so there is no need to further reduce the drive torque. Therefore, the execution condition is that the vehicle is not suddenly decelerating.

  Therefore, when a positive determination is made at step S4 or step S5, this routine is temporarily terminated without performing any particular control. On the contrary, if a negative determination is made in step S4 and step S5, a first open is performed (step S6).

  The manual downshift is a shift control in which the gear ratio is rapidly increased by manually operating the shift device 23. In this case, if the output torque of the power source 1 does not change, the braking torque due to the increase in the gear ratio increases rapidly. Since this increases the output torque of the power source 1 at the start of the manual downshift, control for returning the output torque of the power source 1 to the original torque is executed. Since it is determined in the above step S3 that the increase in the output torque of the power source 1 due to the control is delayed with respect to the shift, the control for eliminating or suppressing the delay is executed. This is the first open control.

  Specifically, the change command value of the output torque of the power source 1 at the beginning of the control (that is, the opening increase command value for the electronic throttle valve 7) is temporarily increased from the value at the time of normal manual downshift. The amount of increase and the duration of the increase may be a predetermined constant value, or may be obtained according to the running state of the vehicle or the delay state. By temporarily increasing the command value for the electronic throttle valve 7, the amount of intake air and the amount of fuel supplied to the engine are temporarily increased from normal, and as a result, the output torque of the power source 1 is increased. It becomes faster than usual, and the delay in increasing the output torque of the power source 1 with respect to the shift is eliminated or alleviated.

  Next, it is determined whether or not the delay of the change in the output torque of the power source 1 with respect to the shift is not eliminated even if the above-described fast open control is executed (that is, whether or not it is not in time) (step S7). If a negative determination is made in step S7, this routine is once terminated. On the other hand, if the determination in step S7 is affirmative, shift start delay control is executed to delay the start of shift associated with manual operation (step S8). This is executed by delaying the output of the shift command signal to the continuously variable transmission 6 in terms of time. The delay time may be a constant value, or may be a time that varies depending on the content of the manual downshift.

  When each of the above determinations and controls is started by performing a manual down operation, a negative determination is made in step S1. In this case, it is determined whether or not a manual downshift start delay is in progress, that is, whether or not the control in step S8 is being executed (step S9). When the relative delay of the change in the engine torque is eliminated by the first opening described above, the shift start delay control is not executed, so a negative determination is made in this step S9. In that case, it is determined whether or not a manual downshift is being performed (step S10). If the manual downshift has already been completed, a negative determination is made in step S10, and in this case, this routine is immediately terminated. On the other hand, if the manual downshift control is continued, an affirmative determination is made in step S10. In this case, it is determined whether or not the first open control is being performed (step S11).

  As described above, since the first open control is executed as “temporary” for a predetermined time, in a state where the predetermined time has not elapsed, that is, immediately after the start of the control, an affirmative determination is made in this step S11. It is determined whether or not a predetermined time has elapsed since the start of the first open control (step S12). If it is determined negative in step S12 because the predetermined time has not elapsed, the fast open control is continued (step S13). Thereafter, this routine is terminated once.

  When the first open control is continuously executed for a predetermined time in this manner, an affirmative determination is made in step S12. In this case, the first open control is terminated and normal torque-up request control is performed (step S14). That is, the control shifts to the increase control of the output torque of the power source 1 that is normally performed with the manual downshift. Specifically, the output of the command signal for increasing the opening degree of the electronic throttle valve 7 beyond the normal control is stopped, and the normal torque up control command signal is output. At this time, the output torque of the power source 1 is increased in cooperation with the increase in the gear ratio, so that the engine braking force is maintained even if the command signal for the electronic throttle valve 7 is returned to the signal at the time of normal manual downshift. A situation such as a shock due to an excessive amount is avoided or suppressed.

  On the other hand, if manual downshift start delay control is being executed and a positive determination is made in step S9, it is determined whether or not a predetermined time has elapsed since the start of the delay control (step S15). This predetermined time is a time set in advance as a duration of manual downshift start-of-shift delay control. At the beginning of the control, since time has not elapsed, a negative determination is made in step S15. In this case, the process proceeds to step S11 described above, and the fast open control is continued. On the other hand, if it is determined affirmative in step S15 because the time has elapsed, the time corresponding to the delay in the output torque control of the power source 1 has elapsed. The process is terminated (step S16).

  Next, the process proceeds to step S11, and the above-described first open control and control based on the subsequent normal torque increase request are executed. Accordingly, when the increase in the output torque of the power source 1 is not in time for the manual downshift due to the fast open control, the shift itself is delayed, and therefore, there is a temporal deviation between the change in the output torque of the power source 1 and the shift. As a result, when the gear ratio is increased, the output torque of the power source 1 is increased and the change of the drive torque, that is, the shock is prevented or alleviated.

  If a negative determination is made in step S3 described above, that is, if the change in the torque of the power source 1 is not delayed with respect to the shift, the routine proceeds to step S14 where normal torque-up control is performed.

  In a state where manual shifting is possible, that is, in manual range, shifting is executed based on manual operation. Therefore, in a state where manual operation is not performed, the gear ratio is maintained as before. Therefore, when an accelerator pedal (not shown) is depressed in the manual range and accelerated, as a result, when the rotational speed of the power source 1 increases, an upshift operation is manually performed to reduce the gear ratio and the rotational speed of the power source 1. I will let you. Even in such a case, since it is a so-called manual upshift, the shift speed becomes faster than the so-called automatic shift so as to satisfy the driver's request, and an inertia torque is generated by a change in the rotational speed.

  In order to prevent a shock caused by the inertia torque, in the normal manual upshift control, the output torque of the power source 1 is transiently reduced. When the gear shifting speed during the manual upshift increases according to the state of the vehicle, the change in the output torque of the power source 1 may be relatively delayed. Also in the case of a shift, so-called special control that temporarily increases the torque change command value of the power source 1 is executed as in the case of a manual downshift.

  FIG. 2 is a flowchart for explaining the control example. First, it is determined whether or not the manual up operation is being performed (step S21). This can be determined based on the signal output from the shift device 23 described above, as in the above-described determination in step S1 of FIG. If a negative determination is made in step S21, this routine is temporarily terminated without performing any particular control. On the other hand, if a positive determination is made in step S21, it is determined whether or not a condition for controlling the electronic throttle valve 7 is established (step S22). This can be performed in the same manner as the determination in step S2 in FIG.

  If a negative determination is made in step S22, this routine is temporarily terminated without performing any particular control. On the other hand, when a positive determination is made in step S22, normal control for closing the electronic throttle valve 7 is performed (step S23). That is, the control for reducing the output torque of the power source 1 so as to cancel out the inertia torque accompanying the decrease in the rotational speed of the power source 1 or the like accompanying the decrease in the gear ratio during the manual upshift is performed in this step S23. Therefore, the amount of decrease in the throttle opening due to the closing control of the electronic throttle valve 7 is determined as a constant value, or is determined in advance by a shift speed, an engine speed, or the like.

  Next, a delay in changing the torque of the power source 1 with respect to the shift is determined (step S24). Specifically, it is determined whether or not the electronic throttle valve 7 is in a region where the response of the electronic throttle valve 7 is slow (delayed state) as compared with the shift. This can be performed in the same manner as the determination in step S3 shown in FIG. If a negative determination is made in step S24, normal manual upshift control may be executed. Therefore, the routine shown in FIG. 2 ends once without performing any particular control.

  On the other hand, when a positive determination is made in step S24, it is determined that a condition for executing a control for temporarily increasing the command value for changing the torque of the power source 1 is satisfied (step S25). This is the same determination as in step S4 in FIG. 1 described above, and it is determined whether or not the manual upshift is a multiple shift or whether or not it is within a predetermined period from the end of the previous closing request of the throttle opening. If the determination in step S25 is affirmative, the execution condition is not satisfied, so this routine is temporarily terminated without performing any particular control. That is, normal closing control of the electronic throttle valve 7 is executed.

  On the other hand, if a negative determination is made in step S25, the execution condition is satisfied, and the fast close control is performed (step S26). This is a control opposite to the aforementioned fast open control, and in order to quickly reduce the output torque of the power source 1, the command value for closing the electronic throttle valve 7 is temporarily increased (in the closing direction). Control). That is, by increasing the command value, the electronic throttle valve 7 is operated quickly, and the torque of the power source 1 is quickly reduced. The increase amount of the command value and the duration thereof may be a predetermined constant value, or a value determined based on the degree of delay of the output torque of the power source 1 and the running state of the vehicle. Also good.

  FIG. 3 is a schematic time chart showing a comparison between the case where the control shown in FIG. 2 is performed and the case where the control is not performed. A command value in the direction of closing the throttle opening is output with the start of the manual upshift control. In the normal control, the command value indicated by the broken line in FIG. 3 is used. However, when a delay in response of the electronic throttle valve 7 is determined, the first close control is executed, and the command value is changed to the closing direction. To be increased. As a result, as indicated by the solid line, the torque of the power source 1 is reduced without causing a delay, and this acts so as to cancel the inertia torque accompanying the upshift. Is prevented or suppressed. The first close control is a temporary control. Therefore, the command value for the throttle opening is then returned to the normal control value, and the command value is gradually reduced to open the throttle opening, reflecting the closing request. The throttle opening is not restored.

  On the other hand, when the fast close control shown in FIG. 2 is not executed, the torque reduction of the power source 1 is delayed, so that the inertia torque accompanying the reduction of the gear ratio appears in the drive torque, and FIG. As indicated by the broken line, the shock increases.

Here, the relationship between the above-described specific example and the present invention will be briefly described. The functional means in steps S3 and S24 described above correspond to the torque change delay determining means in the present invention, and in steps S6 and S26. functional means is equivalent to the output torque change speed increasing means of the invention, functional means in step S4 Contact and stearyl-up S25 is equivalent to the execution condition determination means of the present invention, further functional means in step S7 Is equivalent to the second torque change delay determining means of the present invention, and the functional means of step S8 corresponds to the shift delay means of the present invention.

  The present invention is not limited to the above specific example, and the continuously variable transmission may be of a toroidal type other than the belt type. The means for changing the output torque of the power source is generally the electronic throttle valve described above, but this invention is not limited to this, and ignition timing delay control or torque control by an electric motor is used independently in a hybrid vehicle. Alternatively, the electronic throttle valve may be used in combination.

Next, another example of the control program that can be executed by the control device according to the present invention will be described with reference to the flowchart of FIG . In describing an arc 5 of a program, for convenience the power source 1, referred to as engine 1. As described above, when a manual downshift is performed, in order to prevent a sudden increase in braking torque and a shock due to an increase in the gear ratio of the continuously variable transmission 6, the engine torque is reduced. Increasing control, that is, torque-up control is executed.

  On the other hand, when a manual upshift is performed, an inertia torque is generated as the gear ratio of the continuously variable transmission 6 decreases, and the engine torque is reduced to suppress a shock caused by the inertia torque. Control, that is, torque down control is executed. When the engine torque is reduced or increased according to the manual shift operation, the boost pressure, intake air amount, ignition timing retardation amount, fuel injection amount, valve opening / closing timing or valve opening / closing amount, etc. At least one of the parameters is controlled. The control program in FIG. 5 is an example of a program that is started when torque down control and torque up control are executed in accordance with manual shift.

  The program of FIG. 5 shows a case where torque down control or torque up control is executed by control of the electronic throttle valve 7, and control response of engine torque is predicted (step S31). Specifically, the processing content of this step S31 is as follows. First, based on an engine torque map using the throttle opening and the engine speed as parameters, the engine torque TQB is obtained when the operating state of the engine 1 is in a steady state, that is, when the engine speed is substantially constant. It is done. Next, the current actual engine torque TQ is obtained based on the intake load factor KL of air in the intake pipe 28 and the engine torque map based on the engine speed. The suction load factor KL takes into account the supercharging pressure.

  Next, a difference DTQ between the engine torque TQB and the actual engine torque TQ is obtained. Furthermore, the response sensitivity of the engine torque is obtained based on the one-dimensional map based on the difference DTQ. The response sensitivity of the engine torque can also be obtained based on a three-dimensional map based on the rotation speed of the supercharger 30, the engine rotation speed, and the throttle opening. In the process of step S31, a learning control function of predicting the engine torque response in consideration of the secular change of the opening degree of the electronic throttle valve 7 and the secular change of the opening degree of the waste gate valve may be provided. Is possible.

  Following step S31, it is determined whether engine torque up-control or down-control associated with manual shifting is permitted (step S32). For example, when the engine 1 has been warmed up or when the temperature of an exhaust purification catalyst (not shown) provided in the exhaust pipe 29 is equal to or lower than a predetermined temperature, the engine torque up control or down control is performed. Allowed. If the determination in step S32 is affirmative, it is determined whether or not a manual shift operation has been executed (step S33). The manual shift may be either an upshift or a downshift. If the determination in step S33 is affirmative, it is determined whether or not it is permitted to increase the speed of the continuously variable transmission 6 (step S34).

  For example, the target high speed value of the transmission speed of the continuously variable transmission 6 can be obtained based on the one-dimensional map based on the response of the engine torque predicted in step S31. It is also possible to obtain the target high speed value by dividing the shift speed of the continuously variable transmission 6 when the engine speed is substantially constant by the response sensitivity of the engine torque. It is determined whether or not the target high speed value of the shift speed thus obtained can be achieved. If the high speed value of the shift speed can be achieved, the speed of the continuously variable transmission 6 is increased. Is allowed. Here, whether or not the target high speed value of the shift speed can be achieved can be determined based on, for example, the oil temperature. The reason is that the oil temperature affects the viscosity of the hydraulic oil, and depending on the temperature of the hydraulic oil, the amount of oil supplied to the hydraulic chamber 15 or the amount of oil discharged from the hydraulic chamber 15 is affected. is there.

  If the determination in step S34 is affirmative, the shift start delay time of the continuously variable transmission 6 is set according to the engine torque response predicted in step S31 (step S35). Here, the shift start delay of the continuously variable transmission 6 means that the shift start timing is delayed when a shift is executed by the continuously variable transmission 6 in response to a manual shift operation. To what extent the shift start timing of the continuously variable transmission 6 is delayed compared to the reference start timing, that is, the shift start delay time is calculated by, for example, the following first calculation method or second calculation method. Is done.

  First, the first calculation method will be described. At the time of manual shift operation, the flow rate of oil discharged from the hydraulic chamber 15 based on the prediction result of the duty value in the solenoid valve that controls the shift, and the differential pressure between the target hydraulic pressure and the actual hydraulic pressure of the hydraulic chamber 15, or The flow rate of oil supplied to the hydraulic chamber 15 is predicted. The shift start delay time is determined based on the flow rate of oil discharged from the hydraulic chamber 15 or the flow rate of oil supplied to the hydraulic chamber 15 and the response sensitivity of the engine torque.

  Further, in the second calculation method of the shift start delay time, the engine torque response is obtained by multiplying the response sensitivity of the engine torque at the time of the manual shift operation by the shift delay time when the engine speed is substantially constant. The corresponding shift start delay time is obtained. Here, the shift delay time when the engine speed is substantially constant is calculated as follows. When the engine speed is substantially constant, the engine is discharged from the hydraulic chamber 15 based on the prediction result of the duty value for controlling the shift control solenoid valve and the differential pressure between the target hydraulic pressure and the actual hydraulic pressure in the hydraulic chamber 15. The flow rate of oil to be supplied or the flow rate of oil supplied to the hydraulic chamber 15 is predicted, the flow rate of oil discharged from the hydraulic chamber 15 or the flow rate of oil supplied to the hydraulic chamber 15, and the response of the engine torque Based on the sensitivity, the shift delay time when the engine speed is substantially constant is calculated.

  Following the step S35, a first torque up time or a first torque down time is set (step S36). Here, “fast torque up” means control to increase engine torque at the start of manual downshift and then reduce engine torque, and “fast torque up time” means to increase engine torque. It means the time from the start time to the time when the engine torque is reduced. Further, when fast torque up or fast torque down is performed by control of the electronic throttle valve 7, the fast torque up time or the fast torque down time is set based on the engine torque response predicted in step S31.

  In step S36, the first torque up time or the first torque down time can be calculated by the first calculation method or the second calculation method. The first calculation method is a method of obtaining the first torque up time or the first torque down time based on a map showing the relationship between the response of the engine torque during the manual shift operation, the torque down request amount and the torque up request amount. It is. On the other hand, the second calculation method multiplies the responsiveness of the engine torque during the manual shift operation by the first torque down time or the first torque up time when the engine speed is substantially constant, This is a method for obtaining the torque up time or the first torque down time.

  As described above, fast torque is increased or decreased by controlling boost pressure, fast torque is decreased by ignition timing retard control, or fuel injection amount control is used. Alternatively, when performing the first torque down, or when performing the first torque up or the first torque down by controlling the valve opening / closing timing or the opening / closing amount, the first calculation method or the second calculation method is used in step S36. It is done.

  Subsequent to step S36 described above, the transmission speed of the continuously variable transmission 6 is set according to the engine torque responsiveness predicted in step S31 (step S37), and the program ends. The shift speed of the continuously variable transmission 6 set in step S37 is the “target high speed value of the shift speed of the continuously variable transmission 6” described in the process of step S34. If a negative determination is made in step S34, the process proceeds to step S37. Here, the shift speed determined negative in step S34 and set in step S37 is higher than the shift speed set in the case of proceeding to step S37 via steps S35 and S36. Further, if a negative determination is made in step S32, this program is terminated.

  In this way, by executing the processing of step S31 to step S37, control for setting the transmission speed of the continuously variable transmission 6 on the basis of the change responsiveness of the engine torque with respect to the change of the transmission ratio of the continuously variable transmission 6. Alternatively, by executing control for delaying the timing at which the continuously variable transmission 6 starts the shift, a temporal shift between a change in the gear ratio of the continuously variable transmission 6 and a change in the engine torque, Shock caused by deviation can be prevented or suppressed.

  Further, when the engine torque is controlled by adjusting the opening of the electronic throttle valve 7, the first torque down time or the first torque up time can be set in accordance with the response of the engine torque. Can be prevented from shifting from the generation timing of the inertia torque or the braking torque accompanying the shift of the continuously variable transmission 6. Therefore, it is possible to suppress a shock when performing a manual shift of the continuously variable transmission 6.

  On the other hand, if a negative determination is made in step S33, it is determined whether a manual downshift or manual upshift corresponding to the manual shift operation is currently being executed (step S38). If a negative determination is made in step S38, it is determined whether or not the manual shift is being delayed, that is, whether or not it is before the start of the manual shift shift (step S39). If the determination in step S39 is affirmative, it is determined whether or not a predetermined time has elapsed since the start of the manual shift delay time (step S40). If the determination in step S40 is affirmative, the control for delaying the start of manual shifting is terminated (step S41), and the program is terminated. If a negative determination is made in step S39 or a negative determination is made in step S40, the program is terminated.

  On the other hand, if the process proceeds to step S38 after executing step S41, an affirmative determination is made in step S38 to determine whether fast torque up or fast torque down is currently being carried out ( Step S42). If the determination in step S42 is affirmative, it is determined whether or not a predetermined time has elapsed since the start of the first torque up or the first torque down (step S43).

  If a negative determination is made in step S43, a torque down or torque up required amount is set according to the boost pressure (step S44). Also, if a negative determination is made in step S42, the process proceeds to step S44. Here, when an affirmative determination is made in step S42, the torque-down amount or torque-up amount already implemented and the torque-down amount or torque-up amount set in step S44 are the same required amount. .

  Following the step S44, the start timing of the return control is set based on the responsiveness of the engine torque predicted at the step S31 (step S45). This return control means control for returning to the original engine torque by ending the first torque up or the first torque down. In step S45, the start timing of the return control is determined as follows.

  Return control start timing = | NIN−NINT | <dltnin * K

  Here, NIN is the actual input rotational speed of the continuously variable transmission 6, NINT is the target input rotational speed of the continuously variable transmission 6, and dltnin is a change in the actual input rotational speed of the continuously variable transmission 6. Rate, K is a constant. Here, as a calculation method of the constant K, there are a first calculation method and a second calculation method.

  In the first calculation method, similarly to step S35, the flow rate of oil discharged from the hydraulic chamber 15 or the flow rate of oil supplied to the hydraulic chamber 15 is predicted, and the predicted flow rate of oil and The constant K is calculated based on a two-dimensional map using the response sensitivity of the engine torque according to the supercharging pressure as a parameter. On the other hand, in the second calculation method, the constant K is calculated by dividing the constant when the engine speed is substantially constant by the response sensitivity of the engine torque according to the supercharging pressure. The constant when the engine speed is substantially constant predicts the flow rate of oil discharged from the hydraulic chamber 15 or the flow rate of oil supplied to the hydraulic chamber 15, and the predicted flow rate of oil, It is calculated based on a two-dimensional map using as parameters the engine torque response sensitivity when the engine speed is substantially constant.

  Following step S45, it is determined whether a return control start condition is satisfied (step S46). If a negative determination is made in step S46, the program is terminated. On the other hand, if the determination in step S46 is affirmative, the torque down control or torque up control is terminated and control for returning to the target engine torque after the end of shifting is started (step S47). Exit. If the determination in step S40 is affirmative, the first torque up control or the first torque down control is terminated (step S48), and this program is terminated.

  As described above, the torque reduction amount or the torque increase amount is set according to the supercharging pressure by executing the processing of step S31, the processing of step S38, and the processing of steps S42 to S48. Regardless of the state, it is possible to suppress an increase in shock associated with the shift of the continuously variable transmission 6. Further, in the control example of FIG. 5, the engine torque response is predicted, the shift speed of the continuously variable transmission 6 is set based on the prediction result, and the start timing of the return control is set.

  For this reason, when comparing the control of the comparative example in which the engine torque down amount or the engine torque up amount is set simply with the supercharging pressure as a parameter, and the control of this embodiment, the control of this embodiment is It is possible to adjust the correspondence between the change in engine torque and the braking torque or inertia torque accompanying the shift of the belt type continuously variable transmission with high accuracy. More specifically, it is possible to avoid the occurrence of a shift between the generation timing of the braking torque or the inertia torque accompanying the shift of the continuously variable transmission 6 and the start timing of the return control for ending the engine torque down or up control, The shock associated with the shift of the belt type continuously variable transmission can be more reliably reduced. Further, when predicting the response of the engine torque, in order to learn and control the secular change of the system that controls the engine torque and the variation of the system characteristics in each vehicle, the shock caused by the shift of the continuously variable transmission 6 is suppressed. It can be more reliably suppressed.

Here, the functional means shown in FIG. 5, when describing the relationship between the inventions, step S31 corresponds to the response prediction means of the present invention, the step S34 and step S35 and step S37 This corresponds to the shift characteristic control means of the present invention. The shift start delay time of the continuously variable transmission 6, in other words, the shift start timing in the continuously variable transmission 6, the shift speed in the continuously variable transmission 6, and the like correspond to the shift characteristics of the continuously variable transmission in the present invention. . Further, the engine and the motor / generator correspond to the power source in the present invention, and the electronic throttle valve 7, the fuel injection amount control device 25, the ignition timing control device 26, the valve control device 27, and the supercharger 30 are included in the present invention. It corresponds to a torque control device.

  FIG. 5 shows a case where the vehicle Ve in FIG. 4 is a hybrid vehicle having an engine and a motor / generator as power sources and capable of transmitting both the engine torque and the motor / generator torque to the wheels. It is also possible to execute control. In this case, in parallel with the engine torque down control or the engine torque up control, the motor / generator can be started as an electric motor, and the control to reduce or increase the torque of the motor / generator can be executed. Further, in parallel with the control for reducing the engine torque, it is possible to start the motor / generator as a generator and control the power generation torque (regenerative torque) of the motor / generator. In such a hybrid vehicle, the motor / generator is connected to a power storage device and an inverter to control the torque of the motor / generator. Therefore, the inverter and the power storage device are the torque control device of the present invention.

  As described above, in addition to controlling the torque of the motor / generator in parallel with the control of the engine torque, when executing the control of FIG. 5, in addition to the responsiveness of the engine torque, the torque as the motor of the motor / generator In consideration of the responsiveness, or the torque and responsiveness as a generator, each process shown in FIG. 5 is executed. Further, the control program of FIG. 5 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.

It is a flowchart for demonstrating the example of control by the control apparatus of this invention. It is a flowchart for demonstrating the other example of control by the control apparatus of this invention. 3 is a time chart corresponding to the control example of FIG. 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 flowchart for demonstrating the other control example by the control apparatus of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Power source (engine, motor generator), 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, 30 ... supercharger.

Claims (4)

In a control device for a vehicle equipped with a continuously variable transmission that changes the output torque of the power source in accordance with a change in the gear ratio of the continuously variable transmission connected to the output side of the power source,
Torque change delay determining means for determining that a change in output torque of the power source is relatively slow with respect to a continuous change in the gear ratio of the continuously variable transmission;
When the torque change delay determining means determines that the change of the output torque of the power source is relatively slow with respect to the continuous change of the gear ratio, the change instruction of the output torque of the power source An output torque change acceleration means for temporarily increasing the value as compared with the case where the determination is not satisfied, and then returning it to the original value ;
Execution condition determining means for determining that an execution condition of control for temporarily increasing the change command value of the output torque of the power source is satisfied;
With
It is a multiple shift in which the gear ratio of the continuously variable transmission is changed toward another target value in the process of changing the gear ratio toward a predetermined target value, or the change command value of the output torque of the power source is temporarily set If the execution condition determining means determines that the execution condition is not satisfied because it is within a predetermined period from the end of the previous request to be increased, the change by the output torque change accelerating means A control device for a vehicle equipped with a continuously variable transmission, which is configured to prohibit a temporary increase in a command value . Second determining that change is relatively slow state of the output torque of the power source changes the command value of the output torque with respect to change of the transmission ratio by temporarily control increase of the power source occurs Torque change delay determining means;
A shift delay means for delaying the start of the shift when the second torque change delay determining means determines that the change in the output torque of the power source is relatively slow;
The vehicle control device equipped with the continuously variable transmission according to claim 1. In a control device for a vehicle equipped with a continuously variable transmission that changes the output torque of the power source in accordance with a change in the gear ratio of the continuously variable transmission connected to the output side of the power source,
Torque change delay determining means for determining that a change in output torque of the power source is relatively slow with respect to a continuous change in the gear ratio of the continuously variable transmission;
When the torque change delay determining means determines that the change of the output torque of the power source is relatively slow with respect to the continuous change of the gear ratio, the change instruction of the output torque of the power source An output torque change acceleration means for temporarily increasing the value as compared with the case where the determination is not satisfied, and then returning it to the original value;
Before Stories second determining that a change in the output torque of the power source changes the command value of the output torque with respect to change of the transmission ratio by temporarily controlled to increase the power source is relatively slow condition occurs Torque change delay determining means;
A shift delay means for delaying the start of the shift when the second torque change delay determining means determines that the change in the output torque of the power source is relatively slow;
That it comprises a control device of a vehicle equipped with a continuously variable transmission according to claim. A power source including an engine; a continuously variable transmission coupled to an output side of the power source; and a torque control device that controls an output torque of the power source. The torque control device includes a cylinder of the engine And a supercharger for controlling the supercharging pressure of the compressed air supplied to the output of the power source by the torque control device according to a continuous change in the gear ratio of the continuously variable transmission. In a control device for a vehicle equipped with a continuously variable transmission that performs control to temporarily change torque and then return to the original value,
Responsiveness predicting means for predicting a change responsiveness of the output torque of the power source with respect to a continuous change in the gear ratio of the continuously variable transmission;
Shift characteristic control means for controlling the shift characteristic of the continuously variable transmission based on the prediction result of the response predicting means;
That it comprises a control device of a vehicle equipped with a continuously variable transmission according to claim.

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