JP4946887B2 - Gear ratio control device and continuously variable transmission - Google Patents

Description

  The present invention relates to a gear ratio control device and a continuously variable transmission, and more particularly to a gear ratio control device and a continuously variable transmission that can suppress a driver's uncomfortable feeling during acceleration and can suppress a decrease in fuel in an internal combustion engine.

  Conventionally, as a continuously variable transmission, there are a belt type continuously variable transmission and a toroidal type continuously variable transmission. For example, a belt-type continuously variable transmission includes a primary pulley provided on an input shaft, a secondary pulley provided on an output shaft, and a belt wound around the primary pulley and the secondary pulley. The belt type continuously variable transmission continuously changes the contact radius between the primary pulley and the belt and the contact radius between the secondary pulley and the belt. Thereby, the belt-type continuously variable transmission can adjust a transmission gear ratio steplessly.

  For example, in Patent Document 1, when the driver requests acceleration, the target driving force is increased, and a continuously variable transmission is mounted for the required output amount by increasing the output rotation speed of the power source. A technique is disclosed in which a driver can obtain a sufficiently high acceleration feeling from a vehicle.

JP 2006-51842 A (paragraph number 0016)

  However, the technique described in Patent Document 1 is not based on the fuel efficiency optimum line when calculating the target rotational speed of the input shaft of the continuously variable transmission and the target output torque of the power source. As a result, in a vehicle equipped with the continuously variable transmission, there is a possibility that the distance that can be traveled by the unit fuel amount is reduced.

  The present invention has been made in view of the above, and suppresses a decrease in acceleration feeling given to the driver during acceleration of a vehicle equipped with a continuously variable transmission, and allows the vehicle to travel per unit fuel amount. An object is to achieve at least one of suppressing a decrease in distance.

In order to solve the above-described problems and achieve the object, a transmission ratio control apparatus according to the present invention includes a first target rotational speed as a candidate for the rotational speed of an input shaft to which rotation from power generation means is input, and the aforementioned A first target rotational speed engine torque calculating means for obtaining a first target engine torque as a candidate for torque generated by the power generating means regardless of whether or not the driver requests acceleration, and a rotational speed of the input shaft. The second target engine speed as a candidate and the second target engine torque as a candidate for the torque generated by the power generation means are calculated using a calculation method different from that of the first target rotation speed engine torque calculation means. The second target rotational speed engine torque calculating means to be obtained when acceleration is requested to the vehicle, and before the second target rotational speed can be realized when the acceleration is requested. A third target engine torque calculating means for obtaining a third target engine torque which is a torque of the power generating means and is a torque of the power generating means for operating the power generating means along a fuel efficiency optimum line; When the required acceleration amount for the vehicle by the driver is smaller than a first predetermined value , a final target rotational speed that is a final target rotational speed of the input shaft is set to the first target rotational speed, and the power generating means A final target engine torque that is a final target engine torque is set as the first target engine torque, and a second predetermined value in which the amount of acceleration required by the driver for the vehicle is greater than the first predetermined value. If the value is greater than or equal to the value, the final target rotational speed is set to the second target rotational speed, the final target engine torque is set to the second target engine torque, and the driver is When the requested acceleration amount is equal to or larger than the first predetermined value and smaller than a second predetermined value that is larger than the first predetermined value, the final target rotational speed is set to the second target rotational speed. A final target rotational speed engine torque calculating means for setting the final target engine torque to the third target engine torque, and a rotational speed of the input shaft so that the rotational speed of the input shaft becomes the final target rotational speed. Transmission ratio control means for controlling a transmission ratio that is a ratio with a rotation speed of an output shaft to which rotation from the input shaft is transmitted, and torque generated by the power generation means so that the final target engine torque is the torque Engine control means for controlling the power generation means.

  With the above-described configuration, the speed ratio control apparatus according to the present invention is configured so that the final target rotational speed that is the final target rotational speed of the input shaft and the power generation are based on the amount of acceleration required by the driver for the vehicle. A final target engine torque, which is a final target engine torque of the means, is set, and the speed ratio and the power generation means are controlled. Therefore, the transmission ratio control device according to the present invention provides a feeling of acceleration given to the driver, and determines the distance that the vehicle can travel per unit fuel amount based on the required amount of acceleration of the driver of the vehicle. Reduction can be suppressed. That is, the transmission ratio control device according to the present invention is at least one of suppressing a decrease in acceleration given to the driver and suppressing a decrease in the distance that the vehicle can travel per unit fuel amount. Can be achieved.

  As a preferred aspect of the present invention, it is desirable that the first target rotational speed engine torque calculating means obtains the first target rotational speed from the first target engine torque and the fuel efficiency optimum line.

  As a preferred aspect of the present invention, the second target rotational speed engine torque calculating means sets the second target rotational speed higher than before the driver requests acceleration for the vehicle, and the second target rotational speed. It is desirable to increase the speed by a predetermined amount of change per unit time.

  As a preferred aspect of the present invention, it is desirable that the second target rotational speed engine torque calculating means sets the second target engine torque higher than the first target engine torque.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value fluctuates in magnitude based on the traveling state of the vehicle.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value is set smaller as the resistance applied to the vehicle increases when the vehicle travels.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value is set smaller as the vehicle speed of the vehicle increases.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value is set to be smaller as the slope of the road on which the vehicle travels increases.

In order to solve the above-described problems and achieve the object, a continuously variable transmission according to the present invention includes an input shaft to which rotation from power generation means is input, and an output shaft to which rotation from the input shaft is transmitted. The first target rotational speed as a candidate for the rotational speed of the input shaft and the first target engine torque as a candidate for the torque generated by the power generation means regardless of whether the driver requests acceleration of the vehicle. First target rotational speed engine torque calculating means to be obtained, second target rotational speed as a candidate for the rotational speed of the input shaft, and second target engine torque as a candidate for torque generated by the power generating means are the first Using a calculation method different from the target rotational speed engine torque calculating means, a second target rotational speed engine torque calculating means to be obtained when acceleration is requested to the vehicle by the driver, and the acceleration A torque of the power generating means capable of realizing the second target rotational speed when requested, and a torque of the power generating means for operating the power generating means along a fuel efficiency optimum line. A third target engine torque calculating means for obtaining a three target engine torque; and a final target rotation that is a final target rotation speed of the input shaft when the driver's acceleration request amount for the vehicle is smaller than a first predetermined value. The speed is set to the first target rotational speed, the final target engine torque, which is the final target engine torque of the power generation means, is set to the first target engine torque, and the driver requests acceleration of the vehicle. When the amount is equal to or greater than a second predetermined value that is larger than the first predetermined value, the final target rotational speed is set to the second target rotational speed, and the final target engine torque is set to the first target torque. When the target engine torque is set, and the amount of acceleration required for the vehicle by the driver is equal to or larger than the first predetermined value and smaller than a second predetermined value that is larger than the first predetermined value, Final target rotational speed engine torque calculating means for setting the final target rotational speed to the second target rotational speed and setting the final target engine torque to the third target engine torque ; and the rotational speed of the input shaft to the final target Generated by the transmission ratio control means for controlling the transmission ratio, which is the ratio of the rotational speed of the input shaft and the rotational speed of the output shaft to which the rotation from the input shaft is transmitted, so as to become the rotational speed, and the power generation means Engine control means for controlling the power generation means so that the torque to be generated becomes the final target engine torque.

  With the above configuration, the continuously variable transmission according to the present invention is based on the amount of acceleration required by the driver for the vehicle, and the final target rotational speed that is the final target rotational speed of the input shaft and the power generation. A final target engine torque, which is a final target engine torque of the means, is set, and the speed ratio and the power generation means are controlled. Therefore, the continuously variable transmission according to the present invention provides a feeling of acceleration given to the driver, and the distance that the vehicle can travel per unit fuel amount based on the amount of acceleration required by the driver of the vehicle. Reduction can be suppressed. That is, the continuously variable transmission according to the present invention is at least one of suppressing a decrease in acceleration feeling given to the driver and suppressing a decrease in the distance that the vehicle can travel per unit fuel amount. Can be achieved.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value is set smaller as the vehicle speed of the vehicle increases.

  As a preferred aspect of the present invention, it is desirable that the second predetermined value is set to be smaller as the slope of the road on which the vehicle travels increases.

  The transmission ratio control device and the continuously variable transmission according to the present invention suppress a reduction in acceleration feeling given to the driver during acceleration of a vehicle equipped with the continuously variable transmission, and the vehicle can travel per unit fuel amount. At least one of suppressing the decrease in the distance can be achieved.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the best mode for carrying out the invention (hereinafter referred to as an embodiment). In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  FIG. 1 is a conceptual diagram showing an overall configuration of a power transmission portion of a vehicle provided with a belt type continuously variable transmission according to the present embodiment. As shown in FIG. 1, the power transmission mechanism of the vehicle 100 includes a belt type continuously variable transmission 110, an internal combustion engine 120 as power generation means, a torque converter 130, a forward / reverse switching mechanism 140, a reduction gear 150, And a differential device 160.

  The internal combustion engine 120 outputs rotation from a crankshaft 121 that reciprocates in the central axis direction of a cylinder formed in a cylindrical shape and converts the reciprocating motion of the piston into rotational motion.

  The torque converter 130 is a kind of fluid clutch, and transmits the rotation extracted from the internal combustion engine 120 to the forward / reverse switching mechanism 140 via hydraulic oil. The torque converter 130 amplifies the torque extracted from the internal combustion engine 120.

  The forward / reverse switching mechanism 140 switches the rotation direction of the rotation from the torque converter 130 and transmits the rotation to the belt type continuously variable transmission 110.

  The belt type continuously variable transmission 110 changes the rotational speed of the rotation input from the forward / reverse switching mechanism 140 to a desired rotational speed and outputs it. A detailed description of the belt type continuously variable transmission 110 will be described later.

  The reduction gear 150 reduces the rotation speed of the rotation from the belt type continuously variable transmission 110 and transmits the rotation to the differential device 160.

  The differential device 160 absorbs a speed difference between the center wheel 180, that is, the inner wheel 180 and the outer wheel 180 that is generated when the vehicle 100 turns.

  The power transmission mechanism of the vehicle 100 is formed by the above components. The rotation extracted from the internal combustion engine 120 is transmitted to the torque converter 130 via the crankshaft 121. The rotation whose torque is amplified by the torque converter 130 is transmitted to the forward / reverse switching mechanism 140 via an input shaft 131 as an input shaft of the belt type continuously variable transmission 110.

  The rotation whose rotation direction is switched by the forward / reverse switching mechanism 140 is transmitted to the belt type continuously variable transmission 110 via the primary shaft 51. The rotation whose rotation speed has been changed by the belt-type continuously variable transmission 110 is transmitted to the reduction gear 150 via the secondary shaft 61 as an output shaft of the belt-type continuously variable transmission 110. The rotation reduced by the reduction device 150 is transmitted to the differential device 160 via the final drive pinion 151 of the reduction device 150 and the ring gear 161 of the differential device 160 that meshes with the final drive pinion 151.

  The rotation transmitted to the differential device 160 is transmitted to the drive shaft 170. A wheel 180 is attached to the drive shaft 170 opposite to the differential device 160 side. The rotation transmitted to the drive shaft 170 is transmitted to the wheel 180. Thereby, the wheel 180 rotates, and the vehicle 100 travels when the wheel 180 transmits the rotation to the road surface.

  In the present embodiment, the internal combustion engine 120 has been described as a so-called reciprocating internal combustion engine including a piston and a cylinder, but the present embodiment is not limited to this. It is only necessary to obtain a rotational force from the power generation means. For example, the power generation means may be a rotary internal combustion engine or a motor.

  FIG. 2 is a cross-sectional view showing the configuration on the primary pulley side of the belt-type continuously variable transmission according to the present embodiment. Hereinafter, a schematic configuration of the belt type continuously variable transmission 110 will be described with reference to FIGS. 1 and 2. Since the primary pulley 50 and the secondary pulley 60 have substantially the same configuration, the primary pulley 50 side will be described in detail.

  As shown in FIG. 1, the belt type continuously variable transmission 110 includes a primary pulley 50, a primary shaft 51, a secondary pulley 60, and a secondary shaft 61.

  The primary shaft 51 is supported by a bearing 81 and a bearing 82 so as to be rotatable coaxially with the rotation shaft of the input shaft 131. The secondary shaft 61 is supported by a bearing 83 and a bearing 84 so as to be rotatable in parallel with the primary shaft 51.

  A primary pulley 50 is provided on the primary shaft 51. The primary pulley 50 includes a primary fixed sheave 52, a primary movable sheave 53, and a spline 54 shown in FIG. The primary fixed sheave 52 is provided on the outer periphery of the primary shaft 51 integrally with the primary shaft 51 or fixed to the primary shaft 51.

  The primary movable sheave 53 is provided via a spline 54 at a position facing the primary fixed sheave 52 on the primary shaft 51. The spline 54 supports the primary movable sheave 53 so that the primary movable sheave 53 can slide on the primary shaft 51 along the axis of the primary shaft 51. In addition, the spline 54 transmits the rotation about the axis to the primary movable sheave 53 from the primary shaft 51. Therefore, the primary movable sheave 53 can be slid and moved on the primary shaft 51 by the spline 54 and rotates integrally with the primary shaft 51.

  With the above configuration, a V-shaped primary groove 80 a is formed between the opposed surfaces of the primary fixed sheave 52 and the primary movable sheave 53. Further, as the primary movable sheave 53 slides on the primary shaft 51, the distance between the primary fixed sheave 52 and the primary movable sheave 53 changes.

  Further, the primary pulley 50 includes a primary movable sheave sliding mechanism 55. The primary movable sheave sliding mechanism 55 is provided on the primary shaft 51. The primary movable sheave sliding mechanism 55 applies a force in the axial direction of the primary shaft 51 to the primary movable sheave 53. As a result, the primary movable sheave sliding mechanism 55 slides the primary movable sheave 53 in the axial direction to approach or separate from the primary fixed sheave 52.

  For example, as shown in FIG. 2, the primary movable sheave sliding mechanism 55 includes a hydraulic motor 550 and a motion direction conversion mechanism 551. The hydraulic motor 550 generates a driving force for sliding the primary movable sheave 53 in the axial direction of the primary shaft 51. The hydraulic motor 550 is, for example, a blade type hydraulic motor. Primary movable sheave sliding mechanism 55 may include an electric motor instead of hydraulic motor 550.

  The movement direction conversion mechanism 551 converts the rotational force of the hydraulic motor 550 into the axial force of the primary shaft 51. The motion direction conversion mechanism 551 is, for example, a motion screw such as a multi-thread screw or a slide screw that converts a rotational force into a force in the axial direction.

  The rotational force of the hydraulic motor 550 is input to the motion direction conversion mechanism 551. The rotational force input to the motion direction conversion mechanism 551 is converted to the axial force. The axial force is transmitted from the motion direction conversion mechanism 551 to the primary movable sheave 53. With the above configuration, the primary movable sheave 53 moves relative to the primary fixed sheave 52.

  3 is a cross-sectional view of the hydraulic motor according to the present embodiment as viewed from the line XX shown in FIG. As shown in FIG. 3, the primary shaft 51 is formed with an oil passage 51b and an oil passage 51c. The oil passages 51b are passages that open to the first oil chambers 550d and supply the hydraulic oil to the first oil chambers 550d or discharge the hydraulic oil from the first oil chambers 550d. The oil passage 51c is a passage that opens into each second oil chamber 550e, supplies hydraulic oil to each second oil chamber 550e, or discharges hydraulic oil from each second oil chamber 550e.

  FIG. 4 is a schematic diagram illustrating a hydraulic circuit configuration in the belt type continuously variable transmission according to the present embodiment. FIG. 5A is a schematic diagram for explaining the operation of the gear ratio control switching valve according to the present embodiment, and is a diagram illustrating a valve position when hydraulic pressure is supplied to the first oil chamber. FIG. 5B is a schematic diagram for explaining the operation of the gear ratio control switching valve according to the present embodiment, and shows the valve position when hydraulic pressure is supplied to the first and second oil chambers. . FIG. 5C is a schematic diagram for explaining the operation of the gear ratio control switching valve according to the present embodiment, and is a view showing a valve position when hydraulic pressure is supplied to the second oil chamber.

  As shown in FIG. 4, the oil passage 51 b and the oil passage 51 c are connected to a gear ratio control switching valve 56. Further, hydraulic oil is supplied to the transmission ratio control switching valve 56 in order from the oil tank OT via the oil pump OP, the regulator valve 59, and the clamping pressure adjustment valve 58.

  The oil pump OP and the regulator valve 59 are connected by an oil passage 59a. The regulator valve 59 and the clamping pressure adjustment valve 58 are connected by an oil passage 58a. The clamping pressure adjusting valve 58 and the gear ratio control switching valve 56 are connected by an oil passage 56a.

  The oil pump OP sucks the working oil from the oil tank OT and sends the working oil to the regulator valve 59 through the oil passage 59a. The regulator valve 59 functions as a hydraulic pressure adjusting means, and adjusts the hydraulic pressure sent to the oil passage 58a within an appropriate range. Here, the appropriate range is a range of hydraulic pressure necessary for sliding the primary movable sheave 53 of the belt type continuously variable transmission 110.

  The hydraulic oil sent out from the regulator valve 59 is introduced into the clamping pressure adjustment valve 58 through the oil passage 58a. The clamping pressure adjustment valve 58 functions as a hydraulic pressure adjusting means, and adjusts the hydraulic pressure sent to the oil passage 56a to a pressure requested by the ECU 10 described later.

  The hydraulic fluid sent out from the clamping pressure adjusting valve 58 is introduced into the gear ratio control switching valve 56 through the oil passage 56a. The gear ratio control switching valve 56 is formed with a plurality of oil passages, and switches the first oil chamber 550d or the second oil chamber 550e to which hydraulic oil is supplied by switching the position of the valve. This switching is performed by adjusting the difference between the repulsive force of the spring 56b shown in FIGS. 5-1 to 5-3 disposed inside the cylinder and the pressure of the fluid such as air or hydraulic oil supplied to the inside. Done. The pressure of the fluid is controlled by the ECU 10.

  For example, when the valve position control pressure, which is a pressure for controlling the valve position, is set to be smaller than the repulsive force of the spring 56b, the transmission ratio control switching valve 56, as shown in FIG. Hydraulic fluid is supplied to the chamber 550d. As a result, the hydraulic motor 550 rotates forward. Further, for example, when the valve position control pressure is set larger than the repulsive force of the spring 56b, the transmission ratio control switching valve 56 supplies hydraulic oil to the second oil chamber 550e as shown in FIG. Is done. As a result, the hydraulic motor 550 rotates in the reverse direction.

  With the above configuration, the hydraulic motor 550 slides the primary movable sheave 53 in the axial direction of the primary shaft 51. That is, the primary movable sheave 53 is moved toward or away from the primary fixed sheave 52. As a result, the contact radius between the primary groove 80a and the belt 80 and the contact radius between the secondary groove 80b and the belt 80 shown in FIG. 1 change. Along with this, the gear ratio also changes.

  Specifically, when the primary movable sheave 53 approaches the primary fixed sheave 52, the gear ratio decreases. That is, the rotational speed extracted from the belt type continuously variable transmission 110 increases, and the torque extracted from the belt type continuously variable transmission 110 decreases. On the other hand, when the primary movable sheave 53 is separated from the primary fixed sheave 52, the gear ratio increases. That is, the rotational speed extracted from the belt type continuously variable transmission 110 decreases, and the torque extracted from the belt type continuously variable transmission 110 increases.

  Further, for example, the transmission ratio control switching valve 56 is set so that the valve position control pressure is balanced with the repulsive force of the spring 56b, and the switching valve is held in a predetermined position, as shown in FIG. In addition, hydraulic oil having the same pressure is supplied to the first oil chamber 550d and the second oil chamber 550e. As a result, the rotation of the hydraulic motor 550 is stopped. By stopping the rotation of the hydraulic motor 550, the gear ratio of the belt type continuously variable transmission 110 can be fixed.

  As shown in FIG. 1, the secondary pulley 60 includes a secondary fixed sheave 62, a secondary movable sheave 63, a secondary movable sheave sliding mechanism 65, and a secondary groove 80b. As described above, the secondary pulley 60 has substantially the same configuration as the primary pulley 50, the secondary fixed sheave 62 is the primary fixed sheave 52, the secondary movable sheave 63 is the primary movable sheave 53, and the secondary movable sheave sliding mechanism 65 is Primary movable sheave sliding mechanism 55 and secondary groove 80b correspond to primary groove 80a, respectively. Next, the gear ratio control device 11 will be described.

  FIG. 6 is a conceptual diagram showing the configuration of the continuously variable transmission control device according to this embodiment. The ECU 10 is electrically connected to the internal combustion engine 120 shown in FIG. 1, the gear ratio control switching valve 56, the clamping pressure adjusting valve 58, the regulator valve 59, etc. shown in FIG. It controls the operation of the control target such as the valve 56, the clamping pressure adjustment valve 58, and the regulator valve 59.

  Further, the ECU 10 electrically connects each detection means of the internal combustion engine 120 to the primary shaft rotational speed sensor D01, the secondary shaft rotational speed sensor D02, the vehicle speed sensor D03, the accelerator opening degree sensor D04 illustrated in FIG. Are connected to each other, and various types of information are acquired from these detection means. The accelerator opening sensor D04 is a means for determining whether or not the driver has requested acceleration for the vehicle and the amount of acceleration required for the driver's vehicle. Here, the amount of acceleration required for the driver's vehicle is proportional to the magnitude of the accelerator opening and the speed of change of the accelerator opening. That is, the greater the accelerator opening, the greater the amount of acceleration required by the driver for the vehicle. Further, the greater the speed of change in the accelerator opening, the so-called accelerator opening speed, the greater the driver's required acceleration amount for the vehicle.

  The ECU 10 is also electrically connected to, for example, an injector, an ignition plug, an electronic throttle valve, and the like of the internal combustion engine 120. Thereby, the ECU 10 controls the fuel injection amount and fuel injection timing of the injector, the ignition timing of the spark plug, the opening of the electronic throttle valve, and the like. That is, the ECU 10 controls the torque that can be extracted from the internal combustion engine 120 by controlling the injector, spark plug, electronic throttle valve, and the like. In addition, the ECU 10 is electrically connected to each control target of the internal combustion engine 120 and controls each control target.

  As shown in FIG. 6, the transmission ratio control device 11 is configured to be incorporated in a central processing unit Ep of the ECU 10. The ECU 10 includes a central processing unit Ep, a storage unit Em, an input port INp and an output port OUTp, an input interface IFin, and an output interface IFout. Note that the gear ratio control device 11 may be prepared separately from the ECU 10 and connected to the ECU 10.

  The gear ratio control device 11 includes a normal target engine speed calculator 12 as a first target engine speed calculator and a high acceleration target engine speed calculator as a second target engine torque calculator. 13, a low acceleration target engine torque calculation unit 14 as a third target engine torque calculation unit, a final target rotational speed engine torque calculation unit 15, a gear ratio control unit 16 as a gear ratio control unit, and an information acquisition unit 17, a comparison / determination unit 18, and an engine control unit 19 as engine control means.

  The normal target rotational speed engine torque calculation unit 12 includes a normal target rotational speed NINn as a first target rotational speed that is a candidate for the rotational speed of the primary shaft 51 and a first target engine torque that is a candidate for the engine torque of the internal combustion engine 120. As a normal target engine torque TEn. When the acceleration of the vehicle is requested, the high-acceleration target rotational speed engine torque calculation unit 13 sets the acceleration target rotational speed NINa as the second target rotational speed that is a candidate for the rotational speed of the primary shaft 51, and the internal combustion engine. The target engine torque TEa for high acceleration as the second target engine torque that is a candidate for 120 engine torques is obtained by a calculation method different from that for the normal target rotation speed engine torque calculation unit 12.

  The low acceleration target engine torque calculation unit 14 uses the low acceleration target engine torque TEal as the third target engine torque when the vehicle is requested to accelerate and the amount of acceleration required is relatively small. Determine based on the optimal line. The final target rotational speed engine torque calculation unit 15 uses the final target rotational speed NINLINE as the final target rotational speed that is ultimately targeted by the primary shaft 51 and the final target engine torque that is ultimately targeted by the internal combustion engine 120. The final target engine torque TE is obtained.

  It should be noted that the normal target engine speed calculation unit 12 obtains the normal target engine speed NINn and the normal target engine torque TEn regardless of whether the driver is requested to accelerate the vehicle 100. In other words, the normal target speed engine torque calculation unit 12 does not require a driver's acceleration request for the vehicle 100 or the driver's acceleration request for the vehicle 100. NINn and normal target engine torque TEn are obtained. On the other hand, when the acceleration of the vehicle is requested, the high acceleration target rotational speed engine torque calculation unit 13 obtains the acceleration target rotational speed NINa and the high acceleration target engine torque TEa.

  The gear ratio control unit 16 controls the gear ratio of the belt-type continuously variable transmission 110 so that the rotation speed of the primary shaft 51 becomes the final target rotation speed NINLINE. The information acquisition unit 17 is stored in a storage unit Em described later as a result of detection by detection means such as the primary shaft rotation speed sensor D01, the secondary shaft rotation speed sensor D02, the accelerator opening sensor D04, and the vehicle speed sensor D03 shown in FIG. Information obtained by the engine control unit 19, and the like. The comparison / determination unit 18 compares the numerical values obtained from the detection means and the numerical values stored in the storage unit Em. The engine control unit 19 controls the operation of the internal combustion engine 120.

  The central processing unit Ep and the storage unit Em are connected by a bus Bc. The central processing unit Ep and the input port INp are connected by a bus Ba. Central processing unit Ep and output port OUTp are connected by bus Bb.

  The information acquisition unit 17 of the gear ratio control device 11 acquires operation control data of the internal combustion engine 120 included in the engine control unit 19 and uses it. Further, the gear ratio control device 11 interrupts the procedure for controlling the gear ratio of the belt type continuously variable transmission 110 according to the present embodiment in the operation control routine of the internal combustion engine 120 provided in advance in the engine control unit 19. May be.

  An input interface IFin is connected to the input port INp. A primary shaft rotation speed sensor D01, a secondary shaft rotation speed sensor D02, a vehicle speed sensor D03, an accelerator opening degree sensor D04 shown in FIG. 4, and other various detection means are connected to the input interface IFin. Signals output from these various detection means are converted into signals that can be used by the central processing unit Ep by the analog / digital converter ADC and the digital input buffer DIB in the input interface IFin and sent to the input port INp. As a result, the central processing unit Ep can acquire information necessary for controlling the transmission ratio of the belt type continuously variable transmission 110 and controlling the internal combustion engine 120.

  An output interface IFout is connected to the output port OUTp. A primary movable sheave sliding mechanism 55, a secondary movable sheave sliding mechanism 65, an injector, a spark plug, an electronic throttle valve, and other controlled objects in the internal combustion engine 120 are connected to the output interface IFout. The output interface IFout includes a control circuit IFouta, a control circuit IFoutb, and the like, and operates the control target based on a control signal calculated by the central processing unit Ep. With such a configuration, based on the output signal from the detection means, the central processing unit Ep of the ECU 10 controls the primary movable sheave sliding mechanism 55, the secondary movable sheave sliding mechanism 65, the injector, the spark plug, and the electronic throttle valve. That is, the transmission ratio of the belt type continuously variable transmission 110 and the output of the internal combustion engine 120 are controlled. In other words, the ECU 10 controls the rotational speed input to the primary shaft 51, the rotational speed output from the secondary shaft 61, and the torque output from the internal combustion engine 120.

  The storage unit Em stores a computer program including a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 and a control data map. The storage unit Em can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof.

  The computer program may be capable of realizing a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 by a combination with a computer program already recorded in the central processing unit Ep. In addition, the gear ratio control device 11 may realize an equivalent function using dedicated hardware instead of the computer program.

  FIG. 7 is a flowchart showing a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 according to the present embodiment. In step ST101, the information acquisition unit 17 acquires the vehicle speed SPD from the vehicle speed sensor D03, and acquires the accelerator opening PAP from the accelerator opening sensor D04. Note that the information acquisition unit 17 may first acquire the vehicle speed SPD and then acquire the accelerator opening PAP, or first acquire the accelerator opening PAP and then acquire the vehicle speed SPD. .

  Next, in step ST102, the normal target rotational speed engine torque calculation unit 12 obtains the normal target driving force FORCEEn based on the accelerator opening PAP and the vehicle speed SPD. Hereinafter, a method for calculating the normal target driving force FORCEEn will be described.

  FIG. 8 is a map for obtaining the normal target driving force according to the present embodiment. In the map m01 shown in FIG. 8, the vertical axis indicates the normal target driving force FORCEEn, and the horizontal axis indicates the vehicle speed SPD. The map m01 describes the relationship between the vehicle speed SPD and the normal target driving force FORCEEn at each accelerator opening PAP. The map m01 is stored in the storage unit Em.

  The information acquisition unit 17 acquires the map m01 from the storage unit Em of the ECU 10. Next, the normal target rotational speed engine torque calculation unit 12 obtains the normal target driving force FORCEEn based on the map m01 acquired by the information acquisition unit 17. In the present embodiment, the normal target rotational speed engine torque calculation unit 12 calculates the normal target driving force FORCEEn using the map m01, but the present embodiment is not limited to this. The normal target rotational speed engine torque calculation unit 12 may obtain the normal target driving force FORCEEn based on, for example, a mathematical expression corresponding to the map m01.

  Next, in step ST103 shown in FIG. 7, the normal target engine speed calculator 12 calculates a normal target output POWERn. The normal target rotational speed engine torque calculation unit 12 calculates the normal target output POWERn based on the normal target driving force FORCEn obtained in step ST103 and the vehicle speed SPD acquired by the information acquisition unit 17 in step ST102. Specifically, the normal target rotational speed engine torque calculation unit 12 multiplies the normal target driving force FORCEn, the vehicle speed SPD, and 1000/3600 to obtain the normal target output POWERn.

  Next, in step ST104, the normal target speed engine torque calculating unit 12 obtains the normal target speed NINn. A method for calculating the normal target rotational speed NINn will be described below.

  FIG. 9 is a map for obtaining the normal target rotational speed according to the present embodiment. In the map m02 shown in FIG. 9, the vertical axis represents the normal target rotational speed NINn, and the horizontal axis represents the normal target output POWERn. The map m02 describes the normal target rotational speed NINn based on each normal target output POWERn. Here, the map m02 is derived from a fuel efficiency optimum line based on the torque extracted from the internal combustion engine 120 and the engine speed of the internal combustion engine 120. The fuel efficiency optimum line is a graph showing the relationship between the torque at which the engine can be operated with the highest fuel efficiency and the engine speed. Fuel consumption refers to the amount of fuel consumed per unit work.

  The map m02 is stored in the storage unit Em. Therefore, the information acquisition unit 17 acquires the map m02 from the storage unit Em. Next, the normal target speed engine torque calculation unit 12 obtains the normal target speed NINn based on the map m02 acquired by the information acquisition unit 17. In the present embodiment, the normal target engine speed calculator 12 calculates the normal target engine speed NINn using the map m02, but the present embodiment is not limited to this. For example, the normal target speed engine torque calculation unit 12 may obtain the normal target speed NINn based on a mathematical expression corresponding to the map m02.

  Next, in step ST <b> 105 shown in FIG. 7, the comparison determination unit 18 determines whether or not there is a request for acceleration of the vehicle 100. Hereinafter, a case where there is a request for acceleration of the driver to the vehicle 100 is referred to as “acceleration request”, and a case where there is no driver acceleration request to the vehicle 100 is referred to as “no acceleration request”.

  Here, the predetermined value α as the first predetermined value is a value for determining whether or not the driver requests acceleration. The predetermined value α is, for example, 20% when the accelerator opening degree PAP is 100%. The information acquisition unit 17 acquires a predetermined value α stored in the storage unit Em. Next, the comparison determination unit 18 compares the accelerator opening PAP acquired from the accelerator opening sensor D04 in step ST101 with a predetermined value α.

  In the present embodiment, the accelerator opening PAP acquired in step ST101 is used as the accelerator opening PAP used in step ST105. However, the present embodiment is not limited to this. For example, the information acquisition unit 17 may acquire the accelerator opening PAP from the accelerator opening sensor D04 again immediately before step ST105 and compare the accelerator opening PAP with the predetermined value α. Thereby, the comparison determination part 18 can compare information based on the newest information. However, the gear ratio control apparatus 11 can reduce the number of processes by using the accelerator opening PAP acquired by the information acquisition unit 17 in step ST101.

  Further, in the present embodiment, the presence / absence of an acceleration request is determined based on the accelerator opening PAP, but the present embodiment is not limited to this. For example, the presence / absence of an acceleration request may be determined based on the change amount of the accelerator opening PAP per unit time, that is, the accelerator opening speed PAPv.

  If it is determined in step ST105 that the accelerator opening PAP is larger than the predetermined value α, that is, there is an acceleration request (step ST105, Yes), the gear ratio control apparatus 11 proceeds to step ST106. In step ST106, the information acquisition unit 17 acquires the accelerator opening speed PAPv from the accelerator opening sensor D04.

  Next, in step ST107, the high acceleration target rotational speed engine torque calculator 13 obtains the acceleration target rotational speed NINa. Hereinafter, a method for calculating the acceleration target rotational speed NINa will be described.

  FIG. 10 is a diagram for explaining a change between the normal target rotation speed and the acceleration target rotation speed accompanying a change in the accelerator opening according to the present embodiment. In FIG. 10, the horizontal axis is a time axis, and the description will be divided into three areas from an area AR01 to an area AR03.

  In area AR01, it is determined that accelerator opening degree PAP is equal to or smaller than predetermined value α, that is, there is no acceleration request for vehicle 100. In the area AR02, it is determined that the accelerator is depressed by the driver of the vehicle 100 and the accelerator opening PAP is larger than the predetermined value α, that is, there is a request for acceleration of the driver with respect to the vehicle 100. In the area AR03, the driver of the vehicle 100 keeps stepping on the accelerator constant in a state exceeding the predetermined value α.

  Here, in the area AR02, the accelerator opening PAP exceeds the predetermined value α. When the accelerator opening PAP exceeds the predetermined value α, the high acceleration target rotational speed engine torque calculation unit 13 obtains the acceleration target rotational speed NINa. Here, the high acceleration target rotational speed engine torque calculation unit 13 obtains the acceleration target rotational speed NINa based on the accelerator opening PAP, the accelerator opening speed PAPv, and the vehicle speed SPD.

  Specifically, the high acceleration target rotational speed engine torque calculation unit 13 first obtains the acceleration requested basic target rotational speed NINLINE0. The basic target rotational speed NINLINE0 at the time of an acceleration request is the basic target rotational speed when it is determined that there is an acceleration request, and is determined based on the vehicle speed SPD. The acceleration-requested basic target speed NINLINE0 is obtained by a map describing the relationship between the vehicle speed SPD and the acceleration-requesting basic target speed NINLINE0. Specifically, the map is stored in the storage unit Em of the ECU 10, and the information acquisition unit 17 acquires the map from the storage unit Em. The high acceleration target rotational speed engine torque calculation unit 13 obtains the acceleration requested basic target rotational speed NINLINE0 from the map acquired by the information acquisition unit 17.

  In the map, the basic target rotation speed NINLINE0 at the time of acceleration request increases as the vehicle speed SPD increases. In the present embodiment, the acceleration-requested basic target rotation speed NINLINE0 is obtained using a map describing the relationship between the vehicle speed SPD and the acceleration-requesting basic target rotation speed NINLINE0, but the present embodiment is not limited to this. For example, the basic target rotational speed NINLINE0 at the time of acceleration request may be obtained from the vehicle speed SPD using a mathematical expression corresponding to the map.

  Further, the target acceleration engine torque calculation unit 13 for high acceleration obtains a target rotation speed correction amount NLDPAPSTH. The target rotational speed correction amount NLDPAPSTH is a parameter for correcting the acceleration target rotational speed NINa, and is obtained based on the accelerator opening speed PAPv. The target engine speed calculation unit 13 for high acceleration may obtain the target engine speed correction amount NLDPAPSTH from a map describing the relationship between the accelerator opening speed PAPv and the target engine speed correction amount NLDPAPSTH, which corresponds to the map. The target rotational speed correction amount NLDPAPSTH may be obtained from a mathematical formula. Note that the target rotational speed correction amount NLDPAPSTH increases as the accelerator opening speed PAPv increases.

  Further, the high-speed target rotational speed engine torque calculation unit 13 obtains a target rotational speed correction amount NLPAPH. The target rotational speed correction amount NLPAPH is a parameter for correcting the acceleration target rotational speed NINa, and is obtained based on the vehicle speed SPD and the accelerator pedal opening PAP. The high-speed target rotational speed engine torque calculation unit 13 may obtain the target rotational speed correction amount NLPAPH from a map that describes the relationship among the vehicle speed SPD, the accelerator opening PAP, and the target rotational speed correction amount NLPAPH. The target rotational speed correction amount NLPAPH may be obtained from a mathematical expression corresponding to. The target rotational speed correction amount NLPAPH increases as the vehicle speed SPD and the accelerator pedal opening PAP increase.

  Further, the target acceleration engine torque calculation unit 13 for high acceleration obtains a target rotation speed change amount NLSPDH. The target rotational speed change amount NLSPDH is a parameter for correcting the acceleration target rotational speed NINa, and is obtained based on a change in the vehicle speed SPD. The target rotation speed change amount NLSPDH is the gradient of the acceleration target rotation speed NINa obtained based on the gradient of the vehicle speed SPD. The high acceleration target rotational speed engine torque calculation unit 13 may obtain the target rotational speed change amount NLSPDH from a map describing the relationship between the gradient of the vehicle speed SPD and the target rotational speed change amount NLSPDH, which corresponds to the map. The target rotational speed change amount NLSPDH may be obtained from the mathematical formula. Note that the target rotational speed change amount NLSPDH increases as the gradient of the vehicle speed SPD increases.

  The high acceleration target rotational speed engine torque calculation unit 13 obtains the target rotational speed correction amount NLPAPH + the target rotational speed change amount NLSPDH based on the target rotational speed correction amount NLPAPH and the target rotational speed change amount NLSPDH. Specifically, the high-speed target rotational speed engine torque calculation unit 13 adds the target rotational speed correction amount NLPAPH and the target rotational speed change amount NLSPDH, for example, to thereby add the target rotational speed correction amount NLPAPH + the target rotational speed change amount. Find NLSPDH.

  Here, as shown in FIG. 10, the gradient of the target rotational speed NINa for acceleration is set so that the target rotational speed correction amount NLPAPH + the target rotational speed change amount NLSPDH increases with an increase in the accelerator opening PAP and the vehicle speed SPD. To do. Thereby, the target rotation speed of the primary shaft 51 increases with a predetermined gradient. As the rotational speed of the primary shaft 51 increases, the rotational speed of the crankshaft 121 also increases.

  As the rotational speed of the primary shaft 51 increases, the engine speed of the internal combustion engine 120 also increases. Therefore, when the driver of vehicle 100 depresses the accelerator, the engine speed of internal combustion engine 120 increases. Here, it is known from experiments that the engine speed of the internal combustion engine is related to the acceleration feeling given from the vehicle to the driver. Specifically, when the engine speed increases, the driver gets a greater acceleration feeling from the vehicle. Therefore, the driver of the vehicle 100 can obtain an acceleration feeling from the vehicle 100.

  The target acceleration engine torque calculation unit 13 for high acceleration calculates the basic target rotation speed NINLINE0, the target rotation speed correction amount NLDPAPSTH, the target rotation speed correction amount NLPAPH, and the target rotation speed change amount NLSPDH obtained by the above calculation method. Based on the above, the acceleration target rotational speed NINa when the accelerator of the vehicle AR100, that is, the accelerator of the vehicle 100 is depressed is obtained.

  In the present embodiment, for example, the acceleration target basic target rotational speed NINLINE0, the target rotational speed correction amount NLDPAPSTH, the target rotational speed correction amount NLPAPH, and the target rotational speed change amount NLSPDH are all added, and this is added to the acceleration target in the area AR02. The rotational speed is NINa. Next, a method for calculating the acceleration target rotational speed NINa when the driver of the vehicle AR100, that is, the driver of the vehicle 100, keeps stepping on the accelerator constant beyond a predetermined value α will be described.

  In the area AR03, the target acceleration engine torque calculation unit 13 for high acceleration obtains a target rotation speed change amount NLSPDH. As described above, the target rotational speed change amount NLSPDH is a parameter for correcting the acceleration target rotational speed NINa, and is obtained based on the change in the vehicle speed SPD. The high acceleration target rotational speed engine torque calculation unit 13 sets the target rotational speed change amount NLSPDH as the gradient of the acceleration target rotational speed NINa in the area AR03. That is, when the driver of the vehicle 100 keeps the depression of the accelerator constant in a state exceeding the predetermined value α, the accelerator opening degree PAP is constant, so the target rotational speed correction amount NLPAPH is also constant, and the target rotational speed change The amount NLSPDH changes based on the change in the vehicle speed SPD.

  Here, the gradient is set so that the target rotation speed change amount NLSPDH increases as the vehicle speed SPD increases as described above. As a result, the driver of the vehicle 100 can obtain an acceleration feeling from the vehicle 100 as the vehicle speed SPD increases.

  In step ST107 shown in FIG. 7, the high acceleration target rotational speed engine torque calculating section 13 obtains the acceleration target rotational speed NINa by the above-described calculation method. Next, in step ST108 shown in FIG. 7, the comparison / determination unit 18 compares the accelerator opening PAP acquired from the accelerator opening sensor D04 in step ST101 with a predetermined value β as the second predetermined value.

  The predetermined value β is a value for determining whether or not there is a low acceleration request that requires a relatively small amount of acceleration by the driver. The request for low acceleration means a state in which the driver of the vehicle 100 requests acceleration, but the driver requests the vehicle 100 for relatively low acceleration. For example, the predetermined value β is 50% when the accelerator opening degree PAP is 100%. That is, when the accelerator opening PAP is smaller than 50%, a low acceleration request is made, and when the accelerator opening PAP is 50% or more, a high acceleration request is made.

  In this embodiment, the accelerator opening PAP acquired in step ST101 is used as the accelerator opening PAP used in step ST108. However, the present embodiment is not limited to this. For example, the accelerator opening PAP may be acquired again from the accelerator opening sensor D04 by the information acquisition unit 17 immediately before step ST108, and the accelerator opening PAP may be compared with the predetermined value β.

  Thereby, the comparison determination part 18 can compare information based on the newest information. However, the gear ratio control apparatus 11 can reduce the number of processes by using the accelerator opening PAP acquired by the information acquisition unit 17 in step ST101. In addition, the comparison determination unit 18 may determine the presence or absence of a low acceleration request using, for example, the accelerator opening speed PAPv instead of the accelerator opening PAP.

  If the accelerator pedal position PAP is determined to be greater than or equal to the predetermined value β by the comparison / determination unit 18, that is, there is a request for high acceleration (No in step ST108), then in step ST109, the target rotational speed engine torque calculation for high acceleration is performed. The unit 13 obtains a high acceleration target driving force FORCEa. Hereinafter, a method for calculating the target driving force FORCEa for high acceleration will be described.

  FIG. 11 is a map for calculating the target driving force for high acceleration according to the present embodiment. In the map m03 shown in FIG. 11, the vertical axis represents the high acceleration target driving force FORCEa, and the horizontal axis represents the vehicle speed SPD. The map m03 describes the high acceleration target driving force FORCEa based on each accelerator opening PAP and the vehicle speed SPD. The broken line indicates the normal target driving force FORCEEn, and the solid line indicates the high acceleration target driving force FORCEa. As shown in FIG. 11, the high acceleration target rotational speed engine torque calculation unit 13 sets the high acceleration target driving force FORCEa to be higher than the normal target driving force FORCEEn.

  Next, at step ST110, the high acceleration target rotational speed engine torque calculation unit 13 obtains the high acceleration target output POWERa. The high acceleration target rotational speed engine torque calculation unit 13 calculates the high acceleration target output POWERa based on the high acceleration target driving force FORCEa determined in step ST109 and the vehicle speed SPD acquired by the information acquisition unit 17 in step ST101. . Specifically, the high acceleration target rotational speed engine torque calculation unit 13 multiplies the high acceleration target driving force FORCEa, the vehicle speed SPD, and 1000/3600 to obtain the high acceleration target output POWERa.

  In the present embodiment, the vehicle speed SPD acquired in step ST101 is used as the vehicle speed SPD used in step ST110. However, the present embodiment is not limited to this. For example, the vehicle speed SPD may be acquired again from the vehicle speed sensor D03 by the information acquisition unit 17 immediately before step ST110, and this vehicle speed SPD may be used.

  Accordingly, the high acceleration target rotational speed engine torque calculation unit 13 can obtain the high acceleration target output POWERa based on the latest information. However, the gear ratio control apparatus 11 can reduce the number of processes by using the vehicle speed SPD acquired by the information acquisition unit 17 in step ST101.

  Next, at step ST111, the high acceleration target rotational speed engine torque calculation unit 13 obtains the high acceleration target engine torque TEa. The high acceleration target rotational speed engine torque calculation unit 13 obtains the high acceleration target engine torque TEa based on the acceleration target rotational speed NINa obtained in step ST107 and the high acceleration target output POWERa obtained in step ST110. . Specifically, the high acceleration target rotational speed engine torque calculation unit 13 multiplies the high acceleration target output POWERa divided by the acceleration target rotational speed NINa by a unit conversion constant K, thereby obtaining the high acceleration target rotational speed. The engine torque TEa is obtained.

  Next, in step ST112, the final target rotational speed engine torque calculation unit 15 substitutes the acceleration target rotational speed NINa for the final target rotational speed NINLINE. Further, the final target engine speed calculator 15 substitutes the high acceleration target engine torque TEa for the final target engine torque TE.

  Next, in step ST113, the gear ratio control unit 16 controls the primary movable sheave sliding mechanism 55 and the secondary movable sheave sliding mechanism 65 so that the rotation speed of the primary shaft 51 becomes the final target rotation speed NINLINE. The gear ratio of the continuously variable transmission 110 is changed.

  Next, in step ST114, the engine control unit 19 performs control so that the torque of the internal combustion engine 120 becomes the final target engine torque TE. Specifically, the engine control unit 19 controls an output taken out from the internal combustion engine 120 by controlling an injector, a spark plug, and an electronic throttle valve.

  The above procedure is the processing content of the gear ratio control device 11 when there is an acceleration request. Next, processing contents of the gear ratio control device 11 when there is no acceleration request will be described. If it is determined in step ST105 that the accelerator opening degree PAP is equal to or less than the predetermined value α (No in step ST105), the normal target engine speed calculator 12 determines in step ST115 that the normal target engine Torque TEn is obtained.

  The normal target engine speed calculator 12 calculates the normal target engine torque TEn based on the normal target output POWERn obtained in step ST103 and the normal target engine speed NINn obtained in step ST104. Specifically, the normal target engine speed calculation unit 12 obtains the normal target engine torque TEn by multiplying the normal target output POWERn divided by the normal target engine speed NINn by a unit conversion constant K.

  Next, in step ST116, the final target rotational speed engine torque calculation unit 15 substitutes the normal target rotational speed NINn for the final target rotational speed NINLINE. The final target engine speed calculator 15 substitutes the normal target engine torque TEn for the final target engine torque TE. Next, the gear ratio control apparatus 11 performs step ST113 and step ST114.

  The above procedure is the processing content of the gear ratio control device 11 when there is no acceleration request. Next, processing contents of the gear ratio control device 11 when there is a request for low acceleration will be described. Note that the control procedure described below is the most characteristic procedure in this embodiment. If it is determined in step ST108 that the accelerator opening degree PAP is smaller than the predetermined value β (step ST108, Yes), in step ST117, the low acceleration target engine torque calculation unit 14 A target output POWERal is obtained. A method for calculating the low acceleration target output POWERal will be described below.

  FIG. 12 is a map for calculating the low acceleration target output according to the present embodiment. In the map m04 shown in FIG. 12, the vertical axis represents the low acceleration target output POWERal, and the horizontal axis represents the acceleration target rotational speed NINa. The map m04 describes the low acceleration target output POWERal based on each acceleration target rotational speed NINa. Here, the map m04 is derived by a fuel efficiency optimum line based on the torque extracted from the internal combustion engine 120 and the engine speed of the internal combustion engine 120. That is, the low acceleration target engine torque calculation unit 14 achieves the rotation of the internal combustion engine 120 at the acceleration target rotational speed NINa obtained in step ST107, and the internal combustion engine 120 is on the fuel efficiency optimum line. The POWERal that realizes the operation is obtained from the map m04.

  The map m04 is stored in the storage unit Em. Therefore, the information acquisition unit 17 acquires the map m04 from the storage unit Em. Next, the low acceleration target engine torque calculation unit 14 obtains the low acceleration target output POWERal based on the map m04 acquired by the information acquisition unit 17. In this embodiment, the low acceleration target engine torque calculation unit 14 calculates the low acceleration target output POWERal using the map m04, but the present embodiment is not limited to this. For example, the low acceleration target engine torque calculation unit 14 may obtain the low acceleration target output POWERal based on a mathematical expression corresponding to the map m04.

  Next, in step ST118, the low acceleration target engine torque calculator 14 obtains the low acceleration target engine torque TEal. The low acceleration target engine torque calculation unit 14 obtains the low acceleration target engine torque TEal based on the low acceleration target output POWERal obtained in step ST117 and the acceleration target rotational speed NINa obtained in step ST107. Specifically, the low acceleration target engine torque calculation unit 14 multiplies the low acceleration target output POWERal by the acceleration target rotational speed NINa by a unit conversion constant K to obtain the low acceleration target engine torque. Find TEal.

  Next, in step ST119, the final target rotational speed engine torque calculation unit 15 substitutes the acceleration target rotational speed NINa for the final target rotational speed NINLINE. Further, the final target engine speed calculation unit 15 substitutes the low acceleration target engine torque TEal for the final target engine torque TE. Next, the gear ratio control apparatus 11 performs step ST113 and step ST114.

  FIG. 13 is an explanatory diagram showing the relationship between the engine speed and the engine torque of the internal combustion engine according to the present embodiment over time. FIG. 14 is a diagram showing operating characteristics of the internal combustion engine according to the present embodiment. The horizontal axis in FIG. 13 indicates the passage of time, and the vertical axis indicates the magnitude of the accelerator opening PAP, the engine speed of the internal combustion engine 120, and the engine torque of the internal combustion engine 120. FIG. 13 shows that when the accelerator opening PAP is larger than the predetermined value α and smaller than the predetermined value β, that is, the gear ratio control device 11 is shown in FIG. 7 (step ST105, Yes), (step ST108, Yes). The relationship between the engine speed of the internal combustion engine 120 and the engine torque when the above procedure is executed is shown over time.

  In FIG. 14, the horizontal axis indicates the engine speed, and the vertical axis indicates the engine torque. Further, the operating characteristics of the internal combustion engine 120 are indicated by thick solid arrows. Note that point A in FIG. 14 corresponds to point A in FIG. Further, point B in FIG. 14 corresponds to point B in FIG. Further, the Ca point in FIG. 14 corresponds to the Ca point in FIG. Further, the point Cb in FIG. 14 corresponds to the point Cb in FIG.

  As shown in FIG. 13, when the accelerator opening PAP exceeds a predetermined value α, the high acceleration target rotational speed engine torque calculation unit 13 sets the acceleration target rotational speed NINa to the actual engine rotational speed of the internal combustion engine 120. A value higher than the actual input rotational speed DNIN is set. As a result, the actual input rotational speed DNIN increases following the acceleration target rotational speed NINa.

  At this time, the target engine speed calculation unit 13 for high acceleration sets the engine torque targeted by the internal combustion engine 120 to a value higher than the engine torque targeted by the internal combustion engine 120 when there is no acceleration request. As a result, the engine torque of the internal combustion engine 120 increases to the torque at the time of WOT (Wide Open Throttle), as indicated by the solid line between points A and B in FIG. The WOT indicates a state in which the ratio of the air pressure upstream of the intake air flow and the air pressure downstream of the air intake flow is close to 1 with the electronic throttle valve of the internal combustion engine 120 as a boundary.

  Here, the accelerator opening PAP is smaller than the predetermined value β. Therefore, the vehicle 100 is requested to be low-accelerated by the driver. Therefore, as indicated by a point Ca in FIG. 13, the low acceleration target engine torque calculation unit 14 performs the high acceleration target engine torque TEa that is the engine torque that the internal combustion engine 120 should target when there is a normal acceleration request. Rather, the target engine torque TEal for low acceleration is set smaller. Here, the low acceleration target engine torque TEal is set based on the fuel efficiency optimum line as described above. Thereby, as indicated by a point Ca in FIG. 14, the internal combustion engine 120 operates along the fuel efficiency optimum line.

  A point Cb in FIG. 13 is a point indicating the engine torque of the internal combustion engine provided with the conventional speed ratio control device. As indicated by a point Cb in FIG. 13, in an internal combustion engine provided with a conventional speed ratio control device, the engine torque is not reduced even when the driver requests acceleration lower than usual for the vehicle. Therefore, as indicated by a point Cb in FIG. 14, the internal combustion engine operates outside the fuel efficiency optimum line. As a result, the fuel consumption of the internal combustion engine may be reduced when the driver requests the vehicle to be accelerated.

  However, when there is a request for low acceleration, the internal combustion engine 120 is operated so that the engine torque realizes the target engine torque TEa for high acceleration obtained based on the fuel efficiency optimum line. Thereby, the internal combustion engine 120 operates along the fuel efficiency optimum line as indicated by a point Ca in FIG. As a result, the internal combustion engine 120 can suppress a reduction in fuel consumption.

  Further, as shown in FIG. 13, the gear ratio control apparatus 11 can set the target engine speed for acceleration that is the same as that when there is a request for acceleration, even when there is a request for low acceleration. Set to the number NINa. Therefore, the engine speed of the internal combustion engine 120 increases as shown in FIG. Here, when the engine speed of the internal combustion engine increases, the driver gets a greater acceleration feeling from the vehicle.

  As described above, the gear ratio control device 11 increases the engine speed of the internal combustion engine 120 even when there is a request for low acceleration. Further, the gear ratio control device 11 operates the internal combustion engine 120 along the fuel efficiency optimum line when there is a request for low acceleration. Therefore, the gear ratio control apparatus 11 can suppress a decrease in fuel consumption while giving an acceleration feeling from the vehicle 100 to the driver of the vehicle 100. That is, the gear ratio control device 11 can achieve both suppression of a decrease in acceleration feeling given to the driver of the vehicle 100 and suppression of a decrease in fuel consumption.

  In the present embodiment, the predetermined value β is described as 50%, for example, but the present embodiment is not limited to this. For example, the predetermined value β is not a constant value, and may always change based on the operating state of the internal combustion engine 120.

  FIG. 15 is a graph showing changes in the predetermined value β with changes in the vehicle speed. Generally, as the vehicle speed SPD increases, the change in the driving force of the vehicle 100 due to the driver's accelerator operation decreases. In addition, the driving force required for the internal combustion engine 120 also increases. Therefore, the gear ratio controller 11 decreases the predetermined value β as the vehicle speed SPD increases as shown in FIG. That is, as the vehicle speed SPD increases, the transmission ratio control apparatus 11 makes it easier to determine that the determination by the comparison determination unit 18 is not a low acceleration request but a high acceleration request.

  As a result, the gear ratio control device 11 is used when the change in the driving force of the vehicle 100 due to the change in the accelerator opening PAP is small, such as when the vehicle 100 is traveling at high speed, or when the internal combustion engine 120 is driven relatively large. When the force is required, the determination by the comparison determination unit 18 is easily determined as a request for high acceleration. Therefore, the gear ratio control apparatus 11 can reduce the difference between the acceleration feeling that the driver of the vehicle 100 has requested of the vehicle 100 and the acceleration feeling that the vehicle 100 actually gives the driver. That is, the gear ratio control apparatus 11 can suppress a sense of discomfort during travel of the driver of the vehicle 100.

  FIG. 16 is a graph showing a change in the predetermined value β accompanying a change in road gradient. In general, the greater the road gradient, the less change in the driving force of the vehicle 100 due to the driver's accelerator operation. In addition, the driving force required for the internal combustion engine 120 also increases. Therefore, the gear ratio control device 11 decreases the predetermined value β as the road gradient increases as shown in FIG. That is, the gear ratio control apparatus 11 makes it easier to determine that the determination by the comparison determination unit 18 is not a low acceleration request but a high acceleration request, as the road gradient increases.

  As a result, the gear ratio control device 11 compares the internal combustion engine 120 when the change in the driving force of the vehicle 100 due to the change in the accelerator opening PAP is small, such as when the vehicle 100 is traveling on a slope with a large gradient. When a large driving force is required, the determination by the comparison / determination unit 18 is easily determined as a request for high acceleration. Therefore, the gear ratio control device 11 can suppress a sense of incongruity while the driver of the vehicle 100 is traveling.

  As described above, the gear ratio control device and the continuously variable transmission according to the present invention are useful for controlling the gear ratio of the continuously variable transmission, and are particularly suitable for controlling the gear ratio that can suppress the reduction in fuel consumption. ing.

It is a conceptual diagram which shows the whole structure in the motive power transmission part of the vehicle provided with the belt-type continuously variable transmission which concerns on this embodiment. It is sectional drawing which shows the structure by the side of the primary pulley of the belt-type continuously variable transmission which concerns on this embodiment. It is sectional drawing which looked at the hydraulic motor which concerns on this embodiment from the XX line shown in FIG. It is a mimetic diagram explaining the hydraulic circuit composition in the belt type continuously variable transmission concerning this embodiment. FIG. 6 is a schematic diagram for explaining the operation of the gear ratio control switching valve according to the present embodiment, and is a view showing a valve position when hydraulic pressure is supplied to a first oil chamber. FIG. 5 is a schematic diagram for explaining the operation of the gear ratio control switching valve according to the present embodiment, and showing the valve position when hydraulic pressure is supplied to the first and second oil chambers. It is a schematic diagram explaining operation | movement of the switching valve for gear ratio control which concerns on this embodiment, Comprising: It is a figure which shows the valve position in the case of supplying hydraulic pressure to a 2nd oil chamber. It is a conceptual diagram which shows the structure of the continuously variable transmission control apparatus which concerns on this embodiment. It is a flowchart which shows the procedure which controls the gear ratio of the belt-type continuously variable transmission 110 which concerns on this embodiment. It is a map for calculating | requiring the normal target driving force which concerns on this embodiment. It is a map for calculating | requiring the normal target rotation speed which concerns on this embodiment. It is a figure explaining the change with the normal target rotational speed and the target rotational speed for acceleration with the change of the accelerator opening which concerns on this embodiment. It is a map for calculating the target driving force for high acceleration which concerns on this embodiment. It is a map for calculating the target output for low acceleration which concerns on this embodiment. It is explanatory drawing which shows the relationship between the engine speed of the internal combustion engine which concerns on this embodiment, and engine torque with progress of time. It is a figure which shows the operating characteristic of the internal combustion engine which concerns on this embodiment. It is a graph which shows the change of the predetermined value (beta) with the change of a vehicle speed. It is a graph which shows the change of the predetermined value (beta) with the change of the slope of a road.

Explanation of symbols

10 ECU
DESCRIPTION OF SYMBOLS 11 Gear ratio control apparatus 12 Normal target speed engine torque calculating part 13 High acceleration target speed engine torque calculating part 14 Low acceleration target engine torque calculating part 15 Final target speed engine torque calculating part 16 Gear ratio control part 17 Information Acquisition unit 170 Drive shaft 18 Comparison determination unit 19 Engine control unit 50 Primary pulley 51 Primary shaft 51b, 51c Oil passage 52 Primary fixed sheave 53 Primary movable sheave 54 Spline 55 Primary movable sheave sliding mechanism 550 Hydraulic motor 550d First oil chamber 550e Second oil chamber 551 Movement direction conversion mechanism 56 Speed change ratio control switching valve 56a Oil passage 56b Spring 58 Nipping pressure adjustment valve 58a Oil passage 59 Regulator valve 59a Oil passage 60 Secondary pulley 61 Secondary shaft 62 Secondary solid Constant sheave 63 Secondary movable sheave 65 Secondary movable sheave sliding mechanism 80 Belt 80a Primary groove 80b Secondary groove 81, 82, 83, 84 Bearing 100 Vehicle 110 Belt type continuously variable transmission 120 Internal combustion engine 121 Crankshaft 130 Torque converter 131 Input shaft 140 Forward / reverse switching mechanism 150 Deceleration device 151 Final drive pinion 160 Differential device 161 Ring gear 180 Wheel ADC Analog / digital converter Ba, Bb, Bc Bus D01 Primary shaft speed sensor D02 Secondary shaft speed sensor D03 Vehicle speed sensor D04 Accelerator opening Degree sensor DIB Digital input buffer Em Storage unit Ep Central processing unit DNIN Actual input speed FORCEEn Normal target driving force FO CEa Target driving force for high acceleration POWERn Normal target output POWERa Target output for high acceleration POWERAL Target output for low acceleration NINn Normal target rotational speed NINa Target rotational speed for acceleration NINLINE Final target rotational speed NINLINE0 Basic target rotational speed for acceleration request NLDPAPSTH Target rotational speed Number correction amount NLPAPH Target rotational speed correction amount NLSPDH Target rotational speed change amount TE Final target engine torque TEn Normal target engine torque TEa High acceleration target engine torque TEal Low acceleration target engine torque IFin input interface IFout output interface IFouta control circuit IFoutb control Circuit INp Input port m01, m02, m03, m04 Map OP Oil pump OT Oil tank OUTp Output port PAP Accelerator opening APv accelerator opening speed SPD vehicle alpha, beta predetermined value

Claims (11)

The driver accelerates the first target rotational speed as a candidate for the rotational speed of the input shaft to which the rotation from the power generating means is input and the first target engine torque as a candidate for the torque generated by the power generating means by the driver. First target rotational speed engine torque calculation means to be obtained regardless of whether or not there is a request,
The second target rotational speed as a candidate for the rotational speed of the input shaft and the second target engine torque as a candidate for the torque generated by the power generating means are different from the first target rotational speed engine torque calculating means. A second target rotational speed engine torque calculation means to be obtained when acceleration is requested for the vehicle by the driver,
Torque of the power generating means that can achieve the second target rotational speed when the acceleration is required, and the torque of the power generating means for operating the power generating means along the fuel efficiency optimum line Third target engine torque calculating means for obtaining a third target engine torque which is:
When the amount of acceleration required for the vehicle by the driver is smaller than a first predetermined value , a final target rotational speed that is a final target rotational speed of the input shaft is set to the first target rotational speed, and the power generation A final target engine torque, which is a final target engine torque of the means, is set as the first target engine torque, and a second acceleration amount required for the vehicle by the driver is greater than the first predetermined value. If it is equal to or greater than a predetermined value, the final target rotational speed is set to the second target rotational speed, the final target engine torque is set to the second target engine torque, and the amount of acceleration required for the vehicle by the driver is When the value is equal to or larger than the first predetermined value and smaller than a second predetermined value that is larger than the first predetermined value, the final target rotational speed is set to the second target rotational speed, and the final target And the final target rotation speed engine torque calculating means for setting the relationship torque to the third target engine torque,
A gear ratio that controls a gear ratio that is a ratio between the rotation speed of the input shaft and the rotation speed of the output shaft to which the rotation from the input shaft is transmitted so that the rotation speed of the input shaft becomes the final target rotation speed. Control means;
Engine control means for controlling the power generation means so that the torque generated by the power generation means becomes the final target engine torque;
A gear ratio control apparatus comprising:   2. The speed ratio control apparatus according to claim 1, wherein the first target rotational speed engine torque calculating unit obtains the first target rotational speed from the first target engine torque and the fuel efficiency optimum line.   The second target rotational speed engine torque calculation means sets the second target rotational speed higher than before the driver requests acceleration of the vehicle, and changes the second target rotational speed by a predetermined change per unit time. 3. The transmission ratio control apparatus according to claim 1, wherein the transmission ratio is increased by an amount.   The said 2nd target rotational speed engine torque calculating means sets the said 2nd target engine torque higher than the said 1st target engine torque, The Claim 1 characterized by the above-mentioned. Gear ratio control device. 2. The gear ratio control apparatus according to claim 1 , wherein the second predetermined value varies in magnitude based on a traveling state of the vehicle. The gear ratio control apparatus according to claim 5 , wherein the second predetermined value is set smaller as the resistance applied to the vehicle when the vehicle travels increases. The gear ratio control apparatus according to claim 5 or 6 , wherein the second predetermined value is set smaller as the vehicle speed of the vehicle increases. The gear ratio control apparatus according to any one of claims 5 to 7 , wherein the second predetermined value is set to be smaller as the gradient of the road on which the vehicle travels increases. An input shaft to which rotation from the power generation means is input;
An output shaft to which rotation from the input shaft is transmitted;
A first target rotational speed as a candidate for the rotational speed of the input shaft and a first target engine torque as a candidate for the torque generated by the power generation means are determined regardless of whether the driver requests acceleration of the vehicle. 1 target rotational speed engine torque calculating means;
The second target rotational speed as a candidate for the rotational speed of the input shaft and the second target engine torque as a candidate for the torque generated by the power generating means are different from the first target rotational speed engine torque calculating means. A second target rotational speed engine torque calculation means to be obtained when acceleration is requested for the vehicle by the driver,
Torque of the power generating means that can achieve the second target rotational speed when the acceleration is required, and the torque of the power generating means for operating the power generating means along the fuel efficiency optimum line Third target engine torque calculating means for obtaining a third target engine torque which is:
When the amount of acceleration required for the vehicle by the driver is smaller than a first predetermined value , a final target rotational speed that is a final target rotational speed of the input shaft is set to the first target rotational speed, and the power generation A final target engine torque, which is a final target engine torque of the means, is set as the first target engine torque, and a second acceleration amount required for the vehicle by the driver is greater than the first predetermined value. If it is equal to or greater than a predetermined value, the final target rotational speed is set to the second target rotational speed, the final target engine torque is set to the second target engine torque, and the amount of acceleration required for the vehicle by the driver is When the value is equal to or larger than the first predetermined value and smaller than a second predetermined value that is larger than the first predetermined value, the final target rotational speed is set to the second target rotational speed, and the final target And the final target rotation speed engine torque calculating means for setting the relationship torque to the third target engine torque,
A gear ratio that controls a gear ratio that is a ratio between the rotation speed of the input shaft and the rotation speed of the output shaft to which the rotation from the input shaft is transmitted so that the rotation speed of the input shaft becomes the final target rotation speed. Control means;
Engine control means for controlling the power generation means so that the torque generated by the power generation means becomes the final target engine torque;
A continuously variable transmission. The continuously variable transmission according to claim 9 , wherein the second predetermined value is set smaller as the vehicle speed of the vehicle increases. The vehicle is larger gradient of the road to travel, continuously variable transmission according to claim 9 or claim 10, wherein the second predetermined value is set smaller.

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