JP5661363B2 - Power unit controller - Google Patents

Description

  The present invention relates to a control device for a power unit that performs shift control of a continuously variable transmission in a multi-speed mode.

  A wrapping type continuously variable transmission (CVT) assembled in a power transmission system of a vehicle includes a primary pulley provided on an input shaft, a secondary pulley provided on an output shaft, and a drive chain or belt spanned between these pulleys. And have. In this continuously variable transmission, the gear ratio can be switched steplessly by changing the groove width of each pulley to change the winding diameter of the drive chain or belt.

  In such a continuously variable transmission, the gear ratio can be set steplessly by adjusting the pulley groove width, so that a plurality of fixed gear ratios can be switched as in a manual transmission or an automatic transmission. It is possible to shift. Thereby, even in a vehicle equipped with a continuously variable transmission, it is possible to obtain a shift feeling of a multi-speed shift, so that it is possible to improve the merchantability of the continuously variable transmission. This multi-speed mode is set based on the running state of the vehicle and the driver's shift operation.

  When the continuously variable transmission is controlled in the multi-speed mode, the gear ratio before the shift is different from the gear ratio after the shift, so that the gear speed is higher than the continuously variable mode in which the gear ratio is continuously changed. It is done. For this reason, for example, when the rotational speed of the input shaft is sharply reduced by upshifting in the multi-speed mode, inertia force, that is, inertia torque is generated in the input side rotating body of the continuously variable transmission along with the rotational speed fluctuation. Become. This inertia torque temporarily increases the output shaft torque to generate torque fluctuation, which causes a shift shock to the vehicle. Therefore, there is a technique for absorbing the inertia torque generated at the time of upshift by performing torque down control of the engine which is a driving source for inputting the rotational driving force to the continuously variable transmission (see, for example, Patent Document 1). . Thereby, the torque fluctuation of the output shaft torque due to the inertia torque is reduced, and the shift shock of the vehicle is suppressed. On the other hand, during downshifting in the multi-speed mode, the output shaft torque is temporarily reduced by the inertia torque and torque fluctuation occurs, so the engine torque-up control is performed to suppress the shift shock of the vehicle. Yes.

JP-A-5-99011

  By the way, the inertia torque generated at the time of shifting changes depending on the shifting speed. Therefore, it is important to calculate the optimum engine torque increase / decrease request value according to the actual change of the transmission gear ratio of the continuously variable transmission. However, if the engine torque increase / decrease request value is calculated in a feedback manner based on the actual change in the gear ratio, the inertia torque cannot be properly absorbed due to the engine torque response delay. That is, a predetermined response delay is required after the torque increase / decrease signal is transmitted based on the calculated engine torque increase / decrease request value until the engine torque is increased / decreased according to the signal. For this reason, it is difficult to perform increase / decrease control of the engine torque based on the actual speed ratio change of the continuously variable transmission.

  Therefore, in the past, an engine torque increase / decrease request that estimates the inertia torque that occurs when shifting at a predetermined speed based on the running state of the vehicle and increases or decreases the engine torque in a direction to cancel the inertia torque. The value is calculated. In such a case, since it is necessary to calculate in advance a map data for estimating the inertia torque from the running state of the vehicle, the adaptation work at the development stage is complicated.

  An object of the present invention is to simplify the adaptation work in the development stage.

  A power unit control device according to the present invention is a power unit control device including a drive source and a continuously variable transmission that is controlled to shift in a multi-speed mode, and is at least one of a vehicle running state and a driver operating state. A signal output means for outputting a gear position switching signal based on one side, a gear shift control means for switching the gear position of the continuously variable transmission based on the gear speed switching signal, and a gear ratio before and after the gear position switching. , A shift speed characteristic setting means for setting a virtual shift speed characteristic for torque increase / decrease of the drive source, an increase / decrease request value calculation means for calculating a torque increase / decrease request value based on the virtual shift speed characteristic, and the torque increase / decrease request Torque control means for increasing / decreasing the torque of the drive source in a direction to cancel the inertia torque acting on the input side rotor of the continuously variable transmission based on the value. The features.

  In the power unit control device according to the present invention, the increase / decrease request value calculation means calculates a virtual inertia torque acting on the input side rotator based on the virtual shift speed characteristic, and then calculates the torque based on the virtual inertia torque. The increase / decrease request value is calculated.

  The power unit control device according to the present invention is characterized in that the increase / decrease request value calculation means calculates the torque increase / decrease request value by multiplying the virtual inertia torque by a predetermined coefficient.

  In the power unit control device according to the present invention, the shift speed characteristic setting means sets the first virtual shift speed characteristic based on the gear ratio before and after the shift stage switching, and also sets the first virtual shift speed characteristic based on the gear ratio before and after the shift stage switching. A second virtual shift speed characteristic having a shift speed slower than the one virtual shift speed characteristic is set, and the increase / decrease request value calculation means calculates the torque increase / decrease request value based on the first and second virtual shift speed characteristics. It is characterized by doing.

  The power unit control device according to the present invention is characterized in that the shift start timing of the first virtual shift speed characteristic is earlier than the shift start timing of the second virtual shift speed characteristic.

  The power unit control device according to the present invention is characterized in that the shift control means performs shift control based on the second virtual shift speed characteristic.

  According to the present invention, since the torque increase / decrease request value is calculated based on the virtual shift speed characteristic, it is possible to calculate the torque increase / decrease request value only by adapting a predetermined coefficient or a predetermined filter process. This eliminates the need to previously calculate map data for estimating inertia torque from the running state of the vehicle as in the prior art, so that the adaptation work in the development stage can be simplified and the development cost can be reduced. It becomes possible.

  According to the present invention, since the torque increase / decrease request value is calculated based on the first virtual shift speed characteristic, the rise of the torque increase / decrease request value can be rapidly increased in consideration of the torque response of the drive source. It becomes possible. As a result, the drive source can be brought into a state with good torque response before the torque increase / decrease request value calculated based on the second virtual shift speed characteristic acts. Since the torque increase / decrease request value is calculated based on the second virtual transmission speed characteristic that is slower than the first virtual transmission speed characteristic in addition to the first virtual transmission speed characteristic, Optimal drive source torque increase / decrease control can be performed.

It is a skeleton figure which shows the power unit mounted in a vehicle. It is the schematic which shows the hydraulic control system of a continuously variable transmission mechanism. It is explanatory drawing which shows an example of the speed change characteristic map used in continuously variable transmission mode. It is explanatory drawing which shows an example of the shift pattern used in multistage transmission mode. It is explanatory drawing which shows an example of the fixed gear ratio used in multistage transmission mode. It is a block diagram which shows the transmission control system of a CVT control unit. It is a block diagram which shows the increase / decrease control system of a CVT control unit. (A)-(F) are time charts during upshifting. (A)-(F) are time charts at the time of downshift. (A)-(E) are the time charts at the time of upshift in other embodiment. It is a block diagram which shows the adjustment control system of a CVT control unit. It is a flowchart which shows the execution procedure of adjustment control. (A)-(D) are time charts during upshifting. (A)-(D) are time charts during upshifting. (A)-(D) are time charts during upshifting. (A)-(D) are time charts at the time of downshift. (A)-(D) are time charts at the time of downshift. (A)-(D) are time charts at the time of downshift.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram showing a power unit 10 mounted on a vehicle. As shown in FIG. 1, the power unit 10 has a primary shaft 12 driven by an engine 11 as a drive source and a secondary shaft 13 parallel to the primary shaft 12. A continuously variable transmission mechanism 14 is provided between the primary shaft 12 and the secondary shaft 13, and a speed reduction mechanism 16 and a differential mechanism 17 are provided between the secondary shaft 13 and the drive wheels 15.

  The primary shaft 12 is provided with a primary pulley 20, and the primary pulley 20 is composed of a fixed sheave 20a and a movable sheave 20b. A hydraulic oil chamber 21 is defined on the back side of the movable sheave 20b, and the pulley groove width can be changed by adjusting the pressure in the hydraulic oil chamber 21. Moreover, the secondary pulley 22 is provided in the secondary shaft 13, and this secondary pulley 22 is comprised by the fixed sheave 22a and the movable sheave 22b. A hydraulic oil chamber 23 is defined on the back side of the movable sheave 22b, and the pressure in the hydraulic oil chamber 23 can be adjusted to change the pulley groove width. Further, a drive chain 24 is wound around the primary pulley 20 and the secondary pulley 22. By changing the groove width of the pulleys 20 and 22 and changing the winding diameter of the drive chain 24, a continuously variable transmission from the primary shaft 12 to the secondary shaft 13 is possible.

  A torque converter 30 and a forward / reverse switching mechanism 31 are provided between the crankshaft 25 and the primary shaft 12 in order to transmit engine torque to the continuously variable transmission mechanism 14. The torque converter 30 includes a pump impeller 33 connected to the crankshaft 25 via a front cover 32, and a turbine liner 35 facing the pump impeller 33 and connected to the turbine shaft 34. The torque converter 30 is configured to transmit engine torque from the pump impeller 33 to the turbine liner 35 via hydraulic oil. The torque converter 30 is provided with a lock-up clutch 36 that directly connects the crankshaft 25 and the turbine shaft 34 in order to improve the transmission efficiency of the engine torque. The lockup clutch 36 has a clutch plate 37 connected to the turbine liner 35, and the clutch plate 37 is disposed between the front cover 32 and the turbine liner 35. An apply chamber 38 is defined on the turbine liner 35 side of the clutch plate 37, and a release chamber 39 is defined on the front cover 32 side of the clutch plate 37.

  By supplying the hydraulic oil to the apply chamber 38 and discharging the hydraulic oil from the release chamber 39, the clutch plate 37 is pressed against the front cover 32, and the lockup clutch 36 is a fastening that directly connects the crankshaft 25 and the turbine shaft 34. It becomes a state. On the other hand, by supplying hydraulic oil to the release chamber 39 and discharging the hydraulic oil from the apply chamber 38, the clutch plate 37 is pulled away from the front cover 32, and the lockup clutch 36 separates the crankshaft 25 and the turbine shaft 34. Released state. Further, by adjusting the pressure in the release chamber 39 and the apply chamber 38, the lockup clutch 36 can be controlled to the slip lockup state.

  The forward / reverse switching mechanism 31 includes a double pinion planetary gear train 40, a forward clutch 41, and a reverse brake 42. By controlling the forward clutch 41 and the reverse brake 42, the engine torque transmission path can be switched. By engaging the forward clutch 41 and releasing the reverse brake 42, the rotation of the turbine shaft 34 can be transmitted to the primary pulley 20 as it is. On the other hand, by releasing the forward clutch 41 and fastening the reverse brake 42, the rotation of the turbine shaft 34 can be reversed and transmitted to the primary pulley 20. Note that the turbine shaft 34 and the primary shaft 12 can be separated by releasing both the forward clutch 41 and the reverse brake 42.

  FIG. 2 is a schematic diagram showing a hydraulic control system of the continuously variable transmission mechanism 14. As shown in FIG. 2, an oil pump 50 driven by the engine 11 is provided in the hydraulic control system in order to supply hydraulic oil to the primary pulley 20, the secondary pulley 22, and the like. The secondary pressure path 51 connected to the oil pump 50 is connected to the hydraulic oil chamber 23 of the secondary pulley 22 and is connected to the pressure adjustment port 52 a of the secondary pressure control valve 52. The secondary pressure as the line pressure regulated via the secondary pressure control valve 52 is regulated based on the engine torque, the target gear ratio, etc. so as not to cause the drive chain 24 to slip. The secondary pressure path 51 is connected to the input port 53 a of the primary pressure control valve 53, and the primary pressure path 54 extending from the output port 53 b of the primary pressure control valve 53 is connected to the hydraulic oil chamber 21 of the primary pulley 20. Yes. The primary pressure regulated through the primary pressure control valve 53 is regulated based on the target gear ratio, the secondary pressure, and the like so as to control the groove width of the primary pulley 20 toward the target gear ratio.

  The CVT control unit 60 that outputs a control signal to such a hydraulic control system includes a microprocessor (CPU) (not shown), and this CPU has ROM, RAM, and I / O ports via a bus line. Connected. The ROM stores a control program, various map data, and the like, and the RAM temporarily stores data processed by the CPU. In addition, detection signals indicating vehicle states are input from various sensors to the CPU via the I / O port. The various sensors connected to the CVT control unit 60 include a primary rotational speed sensor 61 that detects the rotational speed of the primary pulley 20, a secondary rotational speed sensor 62 that detects the rotational speed of the secondary pulley 22, and the depression amount of the accelerator pedal. An accelerator opening sensor 63 that detects the accelerator opening, a vehicle speed sensor 64 that detects the vehicle speed, an engine speed sensor 65 that detects the engine speed, a throttle opening sensor 66 that detects the throttle opening of the throttle valve, and a select lever 67 Inhibitor switch 68 and the like for detecting the operation status are provided.

  The CVT control unit 60 is connected to an engine control unit 69 serving as torque control means for controlling the output of the engine 11. The engine control unit 69 controls the engine torque output from the engine 11 by controlling the throttle opening of the throttle valve and adjusting the amount of air drawn into the engine 11. The engine control unit 69 basically controls the throttle opening based on a signal from the accelerator opening sensor 63. When a torque increase / decrease signal is received from the CVT control unit 60, the engine control unit 69 The throttle opening is adjusted accordingly. That is, the engine torque can be increased / decreased (torque down control or torque up control) in accordance with the torque increase / decrease signal from the CVT control unit 60. The engine torque control means by the engine control unit 69 is not limited to the air intake amount control. For example, the engine torque may be controlled by a fuel supply amount control for controlling the fuel supply amount to the engine 11, an ignition timing control for controlling the ignition timing of the engine 11, or a combination thereof.

  Subsequently, the shift control of the continuously variable transmission mechanism 14 will be described. The CVT control unit 60 has a continuously variable transmission mode in which the gear ratio is continuously changed and a multi-speed transmission mode in which the gear ratio is changed stepwise. These shift modes are switched according to the driver's operation of the select lever. As shown in FIG. 2, the gate 70 for guiding the select lever 67 is composed of a continuously variable transmission gate 71 and a multi-stage transmission gate 72. By moving the select lever 67 to the continuously variable transmission gate 71, the continuously variable transmission mode is set, and by moving the select lever 67 to the multi-speed transmission gate 72, the multi-speed transmission mode is set. Note that the shift mode may be automatically switched for each preset shift region without switching the shift mode by operating the select lever. Here, FIG. 3 is an explanatory diagram showing an example of a shift characteristic map used in the continuously variable transmission mode. FIG. 4 is an explanatory diagram showing an example of a shift pattern used in the multi-speed mode. FIG. 5 is an explanatory diagram showing an example of a fixed gear ratio used in the multi-speed mode.

  When the continuously variable transmission mode is set by operating the select lever, the CVT control unit 60 refers to the transmission characteristic map of FIG. 3 based on the vehicle speed V and the accelerator opening Acc, and from this transmission characteristic map, the target primary rotation speed Np Is calculated. The CVT control unit 60 calculates a target speed ratio based on the target primary speed Np, and controls the primary pressure Pp and the secondary pressure Ps based on the target speed ratio. As shown in FIG. 3, a characteristic line Low indicating the maximum transmission ratio and a characteristic line High indicating the minimum transmission ratio are set in the transmission characteristic map referred to in the continuously variable transmission mode, and the characteristic lines Low, High Between these, a plurality of characteristic lines A1 to A8 corresponding to the accelerator opening Acc are set. For example, when the accelerator pedal is depressed to the accelerator opening corresponding to the characteristic line A6 from the traveling state indicated by the symbol α in FIG. 3, Np1 is set as the target primary rotation speed and Tr1 is set as the target speed ratio. Will be. Further, when the accelerator pedal is depressed from the traveling state indicated by the symbol α in FIG. 3 to the accelerator opening corresponding to the characteristic line A2, Np2 is set as the target primary rotational speed, and Tr2 as the target gear ratio. Will be set. Thus, in the continuously variable transmission mode, the target gear ratio is set continuously based on the vehicle speed V and the accelerator opening Acc that change every moment.

  On the other hand, when the multi-speed mode is set by operating the select lever, the CVT control unit 60 refers to the shift pattern of FIG. 4 based on the vehicle speed V and the accelerator opening degree Acc, and the fixed pattern used for shift control from this shift pattern. Gear ratios R1-R5 are selected. As shown in FIG. 5, fixed speed ratios R <b> 1 to R <b> 5 used in the multi-speed mode are set in advance in a speed change region defined between the characteristic line Low and the characteristic line High. As shown in FIG. 4, the shift pattern is set with a plurality of upshift lines (solid lines) that define upshifts between the fixed gear ratios R1 to R5, and between the fixed gear ratios R1 to R5. A plurality of downshift lines (broken lines) defining the downshift are set. When the vehicle speed V or the accelerator opening degree Acc changes so as to straddle each shift line, an upshift or a downshift is performed between the fixed speed ratios R1 to R5. In this way, by performing the shift control by switching the respective shift speeds set by the fixed gear ratios R1 to R5, a shift feeling similar to that of the forward five-speed transmission mechanism is obtained while being the continuously variable transmission mechanism 14. It is possible.

  As shown in FIG. 2, the select lever 67 can be moved in the front-rear direction within the multi-stage shift gate 72. An upshift can be performed by moving the select lever 67 forward (+ direction), and a downshift can be performed by moving the select lever 67 backward (− direction). As described above, it is possible not only to switch the shift speed according to the shift pattern based on the traveling state of the vehicle, but also to switch the shift speed according to the driver's select lever operation. However, it goes without saying that the gear position of the continuously variable transmission mechanism 14 may be switched based on only one of the traveling state of the vehicle and the operating state of the driver's select lever 67. In the case shown in the figure, the speed stage of the continuously variable transmission mechanism 14 is divided into five stages and set by the fixed speed ratios R1 to R5. You may make it let it.

  FIG. 6 is a block diagram showing a shift control system of the CVT control unit 60. As shown in FIG. 6, the CVT control unit 60 includes a target primary rotational speed calculation unit 80 and a gear ratio calculation unit 81 in order to calculate a target gear ratio in the continuously variable transmission mode. The target primary rotational speed calculation unit 80 calculates the target primary rotational speed Np with reference to the speed change characteristic map of FIG. 3 based on the vehicle speed V and the accelerator opening Acc. Further, the gear ratio calculation unit 81 calculates the target gear ratio ia based on the target primary rotation speed Np and the actual secondary rotation speed Nse. The calculated target gear ratio ia is input to the target gear ratio setting unit 82, and the target gear ratio setting unit 82 sets the target gear ratio ia as the target gear ratio i for calculation. Further, the CVT control unit 60 includes a gear ratio selection unit 83 in order to set the target gear ratio ib in the multi-speed mode. The gear ratio selection unit 83 functioning as a signal output means refers to the fixed speed ratios R1 to R5 based on the vehicle speed V and the accelerator opening degree Acc with reference to the shift pattern of FIG. The target gear ratio ib is selected from among them. Then, the selected target speed ratio ib is input as a speed change signal to the target speed ratio setting unit 82, and the target speed ratio setting part 82 sets the target speed ratio ib as the target speed ratio i for calculation. As described above, in the multi-speed mode, the gear position of the continuously variable transmission mechanism 14 is switched by the CVT control unit 60 as the speed control means based on the target speed ratio ib output from the target speed ratio setting unit 82.

  The CVT control unit 60 also includes a shift mode setting unit 84 for switching the shift mode. The shift mode setting unit 84 detects the operation position of the select lever 67 based on a signal from the inhibitor switch 68, and sets the continuously variable transmission mode or the multi-stage transmission mode based on the operation position of the select lever 67. When the continuously variable transmission mode is set, the target speed ratio ia is calculated by the speed ratio calculation unit 81 and the target speed ratio ia is output to the target speed ratio setting unit 82. On the other hand, when the multi-stage transmission mode is set, the target transmission ratio ib is selected by the transmission ratio selection unit 83 and the target transmission ratio ib is output toward the target transmission ratio setting unit 82. That is, the target speed ratio ia is set as the target speed ratio i in the continuously variable transmission mode, while the target speed ratio ib is set as the target speed ratio i in the multi-speed mode.

  In order to calculate the target primary pressure Pp based on such a target speed ratio i, the CVT control unit 60 includes a hydraulic pressure ratio calculation unit 85 and a target primary pressure calculation unit 86. The hydraulic ratio calculation unit 85 calculates the hydraulic ratio (Pp / Ps) between the target primary pressure Pp and the target secondary pressure Ps corresponding to the target speed ratio i, and the target primary pressure calculation unit 86 calculates the target secondary pressure as the hydraulic ratio. The target primary pressure Pp is calculated by multiplying Ps. In addition, the CVT control unit 60 includes an actual speed ratio calculation unit 87, a feedback value calculation unit 88, and an addition unit 89 for feedback control of the target secondary pressure Pp. The actual speed ratio calculating unit 87 calculates the actual speed ratio ie based on the actual primary speed Npe and the actual secondary speed Nse, and the feedback value calculating unit 88 is based on the actual speed ratio ie and the target speed ratio i. To calculate the feedback value F. Subsequently, the feedback value F is input to the adding unit 89, and the adding unit 89 adds the feedback value F to the target primary pressure Pp. Thus, the target primary pressure Pp is feedback-controlled so that the actual speed ratio ie approaches the target speed ratio i.

  Furthermore, the CVT control unit 60 includes an input torque calculation unit 90, a necessary secondary pressure calculation unit 91, and a target secondary pressure calculation unit 92 in order to calculate the target secondary pressure Ps. The input torque calculation unit 90 calculates the input torque Tin input from the engine 11 to the primary shaft 12 based on the engine speed Ne and the throttle opening degree To, and the required secondary pressure calculation unit 91 calculates the target speed ratio i. Based on the above, the required secondary pressure Psn is calculated. The input torque Tin and the required secondary pressure Psn are input to the target secondary pressure calculation unit 92, and the target secondary pressure calculation unit 92 calculates the target secondary pressure Ps. Then, the secondary pressure control valve 52 is controlled toward the target secondary pressure Ps, and the secondary pulley 22 is controlled with a tightening force commensurate with the transmission torque of the drive chain 24.

  By the way, as shown in FIG. 5, in the multi-speed mode, the gear ratio is changed compared to the continuously variable speed mode in which the speed ratio is continuously changed because the speed is changed between the fixed speed ratios R1 to R5 that are separated. The speed, i.e. the shifting speed, is increased. In particular, in the multi-shift mode, it is important to increase the shift speed and achieve an agile shift operation in order to improve the shift quality with respect to an accelerator operation such as kickdown or a shift operation in the manual mode. Here, as shown in FIG. 4, by increasing the vehicle speed V with the accelerator opening degree Acc being constant in the multi-stage shift mode, the vehicle is moved from the traveling state indicated by reference symbol B1 toward the traveling state indicated by reference symbol B2. Consider the case where the driving situation is changed. A time chart at this time is shown in FIG.

  When the traveling state of the vehicle is changed from B1 to B2, the upshift line between the fixed gear ratios R2 and R3 is straddled. Therefore, as shown by the solid line in FIG. The actual speed ratio ie of the mechanism 14 is upshifted from the fixed speed ratio R2 to R3. At this time, as described above, since the shift speed is increased in the multi-stage transmission mode compared to the continuously variable transmission mode, the actual primary rotation speed Npe is rapidly reduced by the upshift of the continuously variable transmission mechanism 14. As a result, as shown by the solid line in FIG. 8B, when the continuously variable transmission mechanism 14 is upshifted, an inertial force is applied to the input side rotating body of the continuously variable transmission mechanism 14 in accordance with the rotational speed variation of the actual primary rotational speed Npe. That is, an actual inertia torque Tie is generated. Here, the input-side rotator is a rotator that rotates under the actual primary rotational speed Npe. The crankshaft 25 of the engine 11, the torque converter 30, the turbine shaft 34, the forward / reverse switching mechanism 31, the input shaft. 12, the primary pulley 20 grade | etc., Is pointed out.

  The actual inertia torque Tie acts in a direction to suppress the rotational speed fluctuation of the actual primary rotational speed Npe, that is, a direction to increase the input torque Tin. Therefore, the actual inertia torque Tie temporarily increases the output torque Tout output from the continuously variable transmission mechanism 14 to the secondary shaft 13 as shown by the broken line in FIG. This is a factor that gives a shift shock to the vehicle. Therefore, at the time of upshifting in the multi-speed mode, torque reduction control of the engine 11 is performed as shown by a solid line in FIG. As a result, the actual inertia torque Tie is canceled by the torque reduction of the engine torque Te, and therefore, as shown by the solid line in FIG. 8F, torque fluctuation at the time of upshift is reduced, and the shift shock of the vehicle is suppressed. It is like that. In FIG. 8B, the amount of actual inertia torque Tie generated is indicated by hatching, and in FIG. 8F, the torque fluctuation of the output torque Tout due to actual inertia torque Tie is indicated by hatching. ing. Further, in FIG. 8 (E), the torque-down amount of the engine torque Te when the torque-down control is performed in the direction to cancel the actual inertia torque Tie is indicated by hatching.

  In such engine torque increase / decrease control, since the actual inertia torque Tie changes depending on the speed of the continuously variable transmission mechanism 14, an optimum engine torque increase / decrease request value corresponding to the change of the actual gear ratio ie is calculated. There is a need to. However, if the engine torque increase / decrease request value is calculated in a feedback manner based on the speed ratio change of the actual speed ratio ie, the actual inertia torque Tie cannot be properly absorbed due to the torque response delay of the engine 11. Therefore, the CVT control unit 60 functioning as an increase / decrease request value calculation means is provided with an arithmetic system for calculating an engine torque increase / decrease request value that cancels the actual inertia torque Tie. FIG. 7 is a block diagram showing an increase / decrease control system of the CVT control unit 60.

  As shown in FIG. 7, the CVT control unit 60 includes a first virtual shift speed characteristic setting unit (shift speed characteristic setting means) 101, a first virtual inertia calculation unit 102, and a first virtual inertia correction unit 103. Yes. The first virtual shift speed characteristic setting unit 101 shifts based on the target speed ratio ib input from the speed ratio selection unit 83, that is, the fixed speed ratio R3 after the shift speed change and the fixed speed ratio R2 before the speed change. The speed ratio change amount di before and after the step change is calculated. Based on the speed ratio change amount di, a first virtual speed change characteristic for increasing or decreasing the engine torque is set. This first virtual speed change characteristic is a speed change characteristic that instantaneously changes the first virtual speed ratio i1 from the fixed speed ratio R2 to R3, as indicated by a one-dot chain line in FIG.

  In the first virtual inertia calculating section 102, as shown by a one-dot chain line in FIG. 8B, the first virtual inertia acting on the input side rotating body of the continuously variable transmission mechanism 14 based on the first virtual speed change speed characteristic. Torque T1 is calculated. That is, the first virtual inertia torque T1 estimated to be generated when the continuously variable transmission mechanism 14 is shifted under the first virtual gear ratio i1 is calculated. The first virtual inertia torque T1 is calculated based on the speed ratio change amount per unit time of the first virtual speed ratio i1, the actual secondary rotational speed Nse, and the inertia mass I of the input side rotating body. Then, the first virtual inertia torque correction unit 103 takes into account the torque response delay of the engine 11 and multiplies the first virtual inertia torque T1 by a predetermined coefficient K1 as shown by a one-dot chain line in FIG. Predetermined filter processing such as first order delay is performed. Note that the predetermined coefficient K1 and the filter processing applied to the first virtual inertia torque T1 are appropriately set in consideration of the characteristics of the engine 11 and the like. For example, in the present embodiment, in consideration of the torque response of the engine 11, a temporary delay process is not performed for a predetermined time from the rise of the first virtual inertia torque T1.

  The CVT control unit 60 includes a second virtual shift speed characteristic setting unit (shift speed characteristic setting unit) 104, a second virtual inertia torque calculation unit 105, and a second virtual inertia torque correction unit 106. The second virtual shift speed characteristic setting unit 104 sets a second virtual shift speed characteristic for increasing or decreasing the engine torque by subjecting the first virtual shift speed characteristic to predetermined filter processing such as a change amount limitation or a first-order delay. By adapting the change amount restriction in this way, a restriction is imposed on the amount of change in the gear ratio per unit time of the second virtual gear ratio i2, and the second virtual speed change characteristic is higher than the first virtual speed change characteristic. Is set late. That is, the second virtual speed change characteristic is, as indicated by a two-dot chain line in FIG. 8A, when the second virtual speed ratio i2 is changed from the fixed speed ratio R2 to R3, the response of the speed change control system, From this point, the shift speed characteristic can be realistically instructed. Further, the shift start timing of the second virtual shift speed characteristic is later than the shift start timing of the first virtual shift speed characteristic. The second virtual transmission speed characteristic is input to the target transmission ratio setting unit 82, and the continuously variable transmission mechanism 14 is controlled to change from the fixed transmission ratio R2 to R3 based on the second virtual transmission speed characteristic. At this time, because of the response delay of the speed change control system, the actual speed ratio ie of the continuously variable transmission mechanism 14 has a predetermined response delay from the second virtual speed ratio i2, as indicated by the solid line in FIG. It has been changed.

  In the second virtual inertia torque calculation unit 105, as indicated by a two-dot chain line in FIG. 8B, the second virtual inertia acting on the input side rotating body of the continuously variable transmission mechanism 14 based on the second virtual transmission speed characteristic. An inertia torque T2 is calculated. That is, the second virtual inertia torque T2 estimated to be generated when the continuously variable transmission mechanism 14 is shifted under the second virtual gear ratio i2 is calculated. The second virtual inertia torque T2 is calculated based on the speed ratio change amount per unit time of the second virtual speed ratio i2, the actual secondary rotational speed Nse, and the inertia mass I of the input side rotating body. Then, the second inertia torque correction unit 106 considers the absorption amount of the actual inertia torque Tie and the reduction amount of the actual primary rotational speed Npe, as indicated by a two-dot chain line in FIG. After the inertia torque T2 is multiplied by a predetermined coefficient K2, predetermined filter processing such as first-order delay is performed. That is, in consideration of the torque reduction amount for absorbing the rotational energy of the input side rotator and further reducing the rotational speed of the input side rotator, as shown by the broken line in FIG. The torque T2 is multiplied by a predetermined coefficient K2. It should be noted that the predetermined coefficient K2 and the filter processing applied to the second virtual inertia torque T2 are appropriately set in consideration of the traveling state of the vehicle.

  Subsequently, the torque increase / decrease request value calculation unit 107 calculates a torque down request value Td based on the corrected first virtual inertia torque correction value T1 'and second virtual inertia torque correction value T2'. As shown by a solid line in FIG. 8D, the torque down request value Td is obtained by adding the first virtual inertia torque correction value T1 ′ and the second virtual inertia torque correction value T2 ′ and then changing the added value. It is calculated by applying a predetermined filtering process that smoothes the image. Then, a torque increase / decrease signal corresponding to the torque reduction request value Td is transmitted from the torque increase / decrease request value calculation unit 107 to the engine control unit 69. As a result, the engine control unit 69 performs torque-down control in a direction to cancel the actual inertia torque Tie in accordance with the torque increase / decrease signal, as indicated by the solid line in FIG. Since the actual inertia torque Ti ′ generated during the upshift is canceled by the torque reduction of the engine torque Te, the torque fluctuation of the output torque Tout is reduced as shown by the solid line in FIG. Is to be suppressed.

  As described above, since the torque down request value Td is calculated based on the virtual shift speed characteristics, it is possible to calculate the torque down request value Td only by matching the predetermined coefficients K1 and K2 with the predetermined filter processing. It becomes. That is, since the torque-down request value Td is calculated based on the virtual shift speed characteristic set at the time of shifting of the continuously variable transmission mechanism 14, a map for estimating the inertia torque from the running state of the vehicle as in the prior art. There is no need to calculate data in advance. Therefore, the adaptation work in the development stage can be simplified, and the development cost can be reduced.

  Further, since the torque down request value Td is calculated based on the first virtual shift speed characteristic, a torque down request can be made in a feed forward manner with respect to the torque response delay of the engine 11. That is, in consideration of the torque response delay of the engine 11, the rising of the torque down request value Td can be rapidly increased. As a result, the engine 11 can be brought into a state with good torque response before the torque down request value calculated based on the second virtual shift speed characteristic acts.

  Since the torque down request value Td is calculated based on the second virtual transmission speed characteristic that is slower than the first virtual transmission speed characteristic in addition to the first virtual transmission speed characteristic, the actual transmission ratio ie is On the other hand, it is possible to obtain the optimum torque down request value Td. That is, by taking into account the absorption of the actual inertia torque Tie and the decrease of the actual primary rotational speed Npe, the torque reduction request value Td that cancels the actual inertia torque Tie is obtained by multiplying the predetermined coefficient K2. In addition, since the filter processing is applied so that the torque down control of the engine 11 is delayed by the same time delay with respect to the response delay of the shift control system of the actual gear ratio ie, the actual inertia torque Tie is appropriately absorbed. The

  In the above-described embodiment, torque down control at the time of upshift has been described, but it is possible to calculate a torque up request value in the same manner for torque up control at the time of downshift. Here, FIG. 9 shows a time chart during downshifting. At the time of downshift in the multi-speed mode, the output torque Tout is temporarily reduced by the actual inertia torque Tie and torque fluctuation occurs. Therefore, the torque shift control of the engine 11 is performed to suppress the shift shock of the vehicle. ing. Also in such torque-up control, a torque-up request value Tu that cancels the actual inertia torque Tie is calculated based on the first virtual shift speed characteristic and the second virtual shift speed characteristic.

  At this time, the first virtual inertia torque T1 is subjected to a predetermined filter process such as a first-order delay after being multiplied by a predetermined coefficient K1 in consideration of a torque response delay of the engine 11. In addition, the second virtual inertia torque T2 is subjected to a predetermined filter process such as a first-order lag after being multiplied by a predetermined coefficient K2 in consideration of the absorption amount of the actual inertia torque Tie and the increase amount of the actual primary rotation speed Npe. Is done. Then, after adding the corrected first virtual inertia correction value T1 ′ and the second virtual inertia correction value T2 ′, a predetermined filter process is performed to smooth the fluctuation of the addition value. A torque-up request value Tu is calculated. As described above, also in the torque up control at the time of downshift, the engine torque increase / decrease request value T can be calculated in the same manner as the torque down control at the time of upshift, and the same effect as in the above embodiment is obtained. be able to.

  In the above embodiment, the engine torque increase / decrease request value T is calculated based on the first and second virtual shift speed characteristics. However, if the actual speed ratio ie is high, the first It is also possible to calculate the engine torque increase / decrease request value T based only on the virtual shift speed characteristic. Here, FIG. 10 shows a time chart at the time of upshift in another embodiment. When the shift control system has good responsiveness and the shift speed of the actual speed ratio ie can be increased, the second virtual shift speed characteristic is changed to the first virtual shift speed characteristic as shown in FIG. By approaching, it becomes possible to improve the shift quality in the multi-stage shift mode. In such a case, as shown in FIG. 10B, the first virtual inertia torque T1 calculated based on the first virtual shift speed characteristic and the second virtual shift speed characteristic calculated based on the second virtual shift speed characteristic. There is no significant difference from the inertia torque T2. Therefore, it is possible to calculate the torque down request value Td based only on the first virtual inertia torque T1. That is, the torque reduction request value Td can be calculated by setting the predetermined coefficient K2 multiplied by the second virtual inertia torque T2 to 0.

  At this time, in consideration of the torque response of the engine 11, the first virtual inertia torque T1 is subjected to predetermined filter processing such as delay processing after being multiplied by the predetermined coefficient K1. By adapting the predetermined coefficient K1 and the predetermined filter processing, it is possible to calculate the torque-down request value Td that cancels the actual inertia torque Tie. As described above, when the responsiveness of the shift control system is good and the shift speed of the actual speed ratio ie can be increased, the torque-down request value Td can be calculated based only on the first virtual shift speed characteristic. Is possible. The torque reduction request value Td can be calculated only by matching the predetermined coefficient K1 with a predetermined filter process. Therefore, since it is not necessary to calculate map data in advance as in the prior art, the adaptation work in the development stage can be simplified and the development cost can be reduced. Even in torque up control during downshifting, if the response of the speed change control system is good and the speed change rate of the actual speed ratio ie can be increased, torque up is based only on the first virtual speed change speed characteristic. Needless to say, the required value Tu can be calculated.

  By the way, in an operating state in which the engine torque is small, such as during coasting or low load operation, there is a possibility that a torque down amount that cancels the inertia torque generated during upshifting cannot be obtained. Further, in an operating state in which the engine torque is increased to a value close to the maximum value, such as during a high load operation, there is a possibility that a torque increase amount that cancels the inertia torque generated during the downshift may not be obtained. Therefore, in such an operating state where a sufficient torque increase / decrease amount cannot be obtained and the effect of engine torque increase / decrease control is small, it is necessary to reduce the inertia torque generated at the time of shifting by slowing down the shift speed. At that time, it is important to adjust the torque increase / decrease amount in the increase / decrease control and the shift speed in the shift control. Therefore, the CVT control unit 60 is provided with a control system for performing control in which engine torque increase / decrease control and shift control are adjusted. FIG. 11 is a block diagram showing an adjustment control system of the CVT control unit 60.

  As shown in FIG. 11, the CVT control unit 60 includes a maximum torque increase / decrease amount calculation unit 110, an inertia torque calculation unit 111, a shift speed calculation unit 112, and an upper limit shift speed setting unit 113. A maximum torque increase / decrease calculating unit (maximum torque increase / decrease calculating means) 110 is a maximum torque increase / decrease amount Tmax that can be increased / decreased by increase / decrease control of the engine torque Te based on the input torque Tin calculated based on the operating state of the engine 11. Is calculated. That is, the maximum torque increase / decrease amount Tmax is calculated based on the currently generated engine torque Te. This maximum torque increase / decrease amount Tmax is a torque down amount from the currently generated engine torque Te to the engine torque minimum value Tdm that can be reduced by torque down control in the case of upshifting. In the case of a downshift, the torque increase amount is from the currently generated engine torque Te to the engine torque maximum value Tum that can be increased by torque-up control. In the illustrated case, the engine torque minimum value Tdm is set to 0. However, the present invention is not limited to this. These engine torque minimum value Tdm and maximum value Tum are appropriately set in consideration of air intake amount control, fuel supply amount control, ignition timing control, etc. of engine 11, and even if engine torque minimum value Tdm is set to 0 or less. Of course it is good.

The inertia torque calculation unit (inert torque calculation means) 111 calculates an inertia torque Ti that is canceled when the engine torque Te is increased or decreased using the maximum torque increase / decrease amount Tmax. That is, the maximum torque increase / decrease amount Tmax is calculated as the inertia torque Ti. Based on the inertia torque Ti input from the inertia torque calculation unit 111, the transmission speed calculation unit 112 calculates a transmission speed v1 that generates the inertia torque Ti when shifting the continuously variable transmission 14. This shift speed v1 is calculated as follows.
First, inertia torque Ti is expressed by the following equation.
Inner shuttle Ti
= Inertia mass I of input side rotor * Target primary rotation change amount (1)
Further, since the inertia torque calculation unit 111 calculates the maximum torque increase / decrease amount Tmax as the inertia torque Ti,
Maximum torque increase / decrease amount Tmax = Inner torque Ti (2)
It becomes. And by these formulas (1) and (2),
Target primary rotation change amount = engine torque Te / inertia mass I of input side rotating body I (3)
It becomes. The shift speed v1 is calculated based on the target primary rotation change amount calculated from the equation (3), the gear ratio before and after the shift stage switching, and the actual secondary rotation speed Nse.

  Subsequently, the upper limit shift speed setting unit (shift speed setting means) 113 sets the upper limit shift speed v2 by applying the lower limit limiter 114 and the upper limit limiter 115 to the shift speed v1. That is, when the shift speed v1 is between the predetermined lower limit value and the predetermined upper limit value (Emin ≦ v1 ≦ Emax), the shift speed v1 is set as the upper limit shift speed v2. Further, when the shift speed v1 is smaller than the predetermined lower limit value (v1 <Emin), the predetermined lower limit value Emin is set as the upper limit shift speed v2. Further, when the shift speed v1 is larger than the predetermined upper limit value (Emax <v1), the predetermined upper limit value Emax is set as the upper limit shift speed v2. The upper limit shift speed v2 is input to the second virtual shift speed characteristic setting unit 104, and the change amount limit corresponding to the upper limit shift speed v2 is applied to the second virtual shift speed characteristic. Then, based on the upper limit shift speed v2, the shift control of the continuously variable transmission mechanism 14 is executed so as not to exceed the upper limit shift speed v2. Further, an engine torque increase / decrease request value T that cancels the inertia torque generated when the shift control is performed based on the upper limit shift speed v2 is calculated.

  Further, the CVT control unit 60 includes a comparison unit 116 that compares the shift speed v1 with a predetermined lower limit value. When the comparison unit 116 determines that the shift speed v1 is equal to or greater than the predetermined lower limit (Emin ≦ v1), a signal is sent from the comparison unit 116 to the torque increase / decrease request value calculation unit 107. Thereby, a torque increase / decrease signal corresponding to the engine torque increase / decrease request value T is transmitted to the engine control unit 69, and the increase / decrease control of the engine torque Te is executed. On the other hand, when the comparison unit 116 determines that the shift speed v1 is smaller than the predetermined lower limit value (v1 <Emin), no signal is transmitted from the comparison unit 116 to the torque increase / decrease request value calculation unit 107. Thereby, the increase / decrease control of the engine torque Te is stopped.

  Next, adjustment control between the increase / decrease control of the engine torque Te and the shift control will be described according to a flowchart. FIG. 12 is a flowchart showing an execution procedure of the adjustment control. As shown in FIG. 12, in step S1, a shift speed v1 is calculated based on the currently generated engine torque Te. In step S2, the upper limit shift speed v2 is set by applying the lower limiter 114 and the upper limit limiter 115 to the shift speed v1. Subsequently, in step S <b> 3, it is determined whether or not the transmission speed v <b> 1 is equal to or higher than a predetermined lower limit value of the lower limiter 114. If it is determined in step S3 that the shift speed v1 is equal to or greater than the predetermined lower limit value, an engine torque increase / decrease request value T is calculated based on the upper limit shift speed v2 in step S4, and the engine torque increase / decrease request value T is determined. Increase / decrease control of the engine torque Te is executed. On the other hand, if it is determined in step S3 that the transmission speed v1 is smaller than the predetermined lower limit value, the increase / decrease control of the engine torque Te is stopped. In step S5, shift control of the continuously variable transmission mechanism 14 is executed based on the upper limit shift speed v2. Here, time charts at the time of upshifting are shown for each case in FIGS. Further, time charts at the time of downshift are shown for each case in FIGS.

  As shown in FIGS. 13A and 16A, the shift speed v1 (the slope of the broken line) is between a predetermined lower limit value (the slope of the one-dot chain line) and the predetermined upper limit value (the slope of the two-dot chain line). Sometimes, the speed change speed v1 is set as the upper limit speed change speed v2, and the change amount limit corresponding to the speed change speed v1 is applied to the second virtual speed change speed characteristic. During upshifting or downshifting, the actual transmission ratio ie (solid line) of the continuously variable transmission mechanism 14 is changed based on the transmission speed v1, and the engine torque increase / decrease request value T to the engine control unit 69 is the transmission speed. Calculated based on v1.

  In this case, since the shift speed v1 is equal to or greater than the predetermined lower limit value, a torque increase / decrease signal corresponding to the engine torque increase / decrease request value T is transmitted to the engine control unit 69, and FIGS. 13 (C) and 16 (C). As shown in FIG. 4, the increase / decrease control of the engine torque Te is executed. By this increase / decrease control, the actual inertia torque Tie is canceled and, as shown in FIGS. 13 (D) and 16 (D), the torque fluctuation of the output torque Tout is reduced, so that the shift shock of the vehicle is suppressed. It has become. At this time, since the engine torque increase / decrease request value T is calculated based on the shift speed v1 calculated by the maximum torque increase / decrease amount Tmax, the engine torque Te is set to be the torque increase / decrease amount corresponding to the maximum torque increase / decrease amount Tmax. Increase / decrease control is performed. Since the continuously variable transmission mechanism 14 is shift-controlled based on the shift speed v1 calculated based on the maximum torque increase / decrease amount Tmax as described above, based on the maximum value of the shift speed that can be instructed under the current operating state. The continuously variable transmission mechanism 14 is controlled to shift.

  Further, as shown in FIGS. 14A and 17A, when the shift speed v1 is smaller than the predetermined lower limit value, a predetermined lower limit value Emin is set as the upper limit shift speed v2, and according to the predetermined lower limit value. The change amount limit is applied to the second virtual shift speed characteristic. At the time of upshifting or downshifting, the actual gear ratio ie of the continuously variable transmission mechanism 14 is changed based on a predetermined lower limit value, and the engine torque increase / decrease request value T to the engine control unit 69 is based on the predetermined lower limit value. Is calculated.

  In this case, since the shift speed v1 is smaller than the predetermined lower limit value, the torque increase / decrease signal to the engine control unit 69 is stopped, and the engine torque Te as shown in FIGS. 14 (C) and 17 (C). Increase / decrease control is stopped. As a result, as shown in FIGS. 14D and 17D, the output torque Tout is temporarily increased or decreased by the actual inertia torque Tie as shown by the solid line, but the shift speed is decreased. As a result, the actual inertia torque Tie is reduced, so that the shift shock of the vehicle is suppressed. In other words, the actual transmission ratio ie is changed based on the predetermined lower limit value, so that the transmission speed is reduced to such an extent that the influence of the actual inertia torque Tie is not a concern. In this way, by setting the predetermined lower limit value for the shift speed v1, a stable shift speed can be realized even in an operating state in which the engine torque Te is a small torque, and the shift speed becomes too slow and the driving feeling is deteriorated. Can be prevented. This predetermined lower limit value is appropriately set in consideration of the influence of the actual inertia torque Tie, travel feeling, and the like.

  Further, as shown in FIGS. 15A and 18A, when the shift speed v1 is larger than the predetermined upper limit value, a predetermined upper limit value Emax is set as the upper limit shift speed v2, and the predetermined upper limit value is set. The change amount limit is applied to the second virtual shift speed characteristic. During upshifting or downshifting, the actual speed ratio ie of the continuously variable transmission mechanism 14 is changed based on a predetermined upper limit value, and the engine torque increase / decrease request value T to the engine control unit 69 is based on the predetermined upper limit value. Is calculated.

  In this case, since the shift speed v1 is equal to or greater than the predetermined lower limit value, a torque increase / decrease signal corresponding to the engine torque increase / decrease request value T is transmitted to the engine control unit 69, and FIGS. 15 (C) and 18 (C). As shown in FIG. 4, the increase / decrease control of the engine torque Te is executed. By this increase / decrease control, the actual inertia torque Tie is absorbed, and as shown in FIGS. 15D and 18D, the torque fluctuation of the output torque Tout is reduced, so that the shift shock of the vehicle is suppressed. It has become. At this time, since the engine torque increase / decrease request value T is calculated based on the predetermined upper limit value, the increase / decrease control of the engine torque Te is performed so that the torque increase / decrease amount is smaller than the maximum torque increase / decrease amount Tmax. Thus, by providing the predetermined upper limit value for the shift speed v1, the continuously variable transmission mechanism 14 is controlled to be shifted based on the maximum shift speed that can be practically instructed from the viewpoint of the responsiveness of the shift control system. It has become. This predetermined upper limit value is appropriately set in consideration of the response of the shift control system.

  As described above, since the shift speed v1 of the continuously variable transmission mechanism 14 is calculated on the basis of the maximum torque increase / decrease amount Tmax, the continuously variable transmission mechanism 14 can be controlled to be shifted at the maximum value of the always possible shift speed. It becomes. At this time, since the maximum shift speed that can be instructed is calculated based on the driving state of the vehicle, it is not necessary to calculate the torque increase / decrease amount for each shift speed as map data in the conventional manner. Therefore, the adaptation work in the development stage can be simplified, and the development cost can be reduced. In addition, there is no possibility of causing incompatibility with map data calculated in advance, and control with adjustment between increase / decrease control of engine torque Te and shift control can be reliably performed.

  Further, since the predetermined lower limit value is set for the upper limit shift speed v2, a stable shift speed can be realized even in an operating state where the engine torque is 0 or less, such as during coasting. Further, since the increase / decrease control is stopped when the shift speed v1 is smaller than the predetermined lower limit value, the vehicle behavior can be reduced by stopping the torque down control in a minute torque state in which the vehicle behavior is likely to occur due to the torque down control. Disturbance can be suppressed.

  In the above-described embodiment, by applying a change amount limit corresponding to the upper limit shift speed v2 to the second virtual shift speed characteristic, shift control is performed based on the upper limit shift speed v2 and the engine torque increase / decrease request value T is set. Although it is calculated, it is not limited to this.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the engine 11 has been described as an example of the drive source. However, the present invention is not limited to this, and an electric rotating machine or a combined driving source of the engine and the electric rotating machine can be used instead of the engine. Furthermore, although the winding type continuously variable transmission 10 has been described as a continuously variable transmission, the present invention is not limited to this, and the present invention may be applied to a toroidal continuously variable transmission. Further, although the drive chain 24 is wound around the primary pulley 20 and the secondary pulley 22, the present invention is not limited to this, and a drive belt holding a large number of elements in bands may be wound. Furthermore, although the case where the gear position of the continuously variable transmission mechanism 14 is shifted between the fixed gear ratios R2 and R3 has been described, the present invention is not limited to this. For example, the speed of the continuously variable transmission mechanism 14 may be upshifted or downshifted in two stages between the fixed speed ratios R2 and R4.

10 Power unit 11 Engine (drive source)
14 continuously variable transmission mechanism 60 CVT control unit (shift control means, increase / decrease request value calculation means)
69 Engine control unit (torque control means)
83 Gear ratio selection unit (signal output means)
101 First virtual shift speed characteristic setting unit 104 Second virtual shift speed characteristic setting unit 110 Maximum torque increase / decrease amount calculation unit 111 Inert torque calculation unit 113 Upper limit shift speed setting unit

Claims (4)

A power unit control device comprising a drive source and a continuously variable transmission controlled in a multi-speed mode,
A signal output means for outputting a gear position switching signal based on at least one of a running state of the vehicle and an operation state of the driver;
Shift control means for switching the shift stage of the continuously variable transmission based on the shift stage switching signal;
Shift speed characteristic setting means for setting a virtual shift speed characteristic for torque increase / decrease of the drive source based on the gear ratio before and after the shift stage switching;
An increase / decrease request value calculation means for calculating a torque increase / decrease request value based on the virtual shift speed characteristic;
Based on the torque increase / decrease request value, torque control means for increasing / decreasing the torque of the drive source in a direction to cancel the inertia torque acting on the input side rotating body of the continuously variable transmission ,
The increase / decrease request value calculation means calculates a torque increase / decrease request value based on the virtual inertia torque after calculating a virtual inertia torque that acts on the input-side rotating body based on the virtual shift speed characteristic ,
The shift speed characteristic setting means sets a first virtual shift speed characteristic based on a gear ratio before and after the shift stage switching, and also sets a shift speed higher than the first virtual shift speed characteristic based on the shift ratio before and after the shift stage switching. Set the slow second virtual shift speed characteristics,
The increase / decrease request value calculation means calculates the torque increase / decrease request value based on the first and second virtual shift speed characteristics . In the power unit control device according to claim 1,
The increase / decrease request value calculation means calculates the torque increase / decrease request value by multiplying the virtual inertia torque by a predetermined coefficient. The power unit control device according to claim 1 or 2 ,
The power unit control device according to claim 1, wherein a shift start timing of the first virtual shift speed characteristic is earlier than a shift start timing of the second virtual shift speed characteristic. In the control device of the power unit according to claim 1, 2, or 3 ,
The power unit control device, wherein the shift control means performs shift control based on the second virtual shift speed characteristic.

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