JP6860198B2 - Acceleration feeling estimation method and acceleration feeling estimation device - Google Patents

Description

The present invention relates to an acceleration feeling estimation method and an acceleration feeling estimation device for estimating an acceleration feeling in an accelerated running of a continuously variable transmission vehicle.

In recent years, due to consideration for the environment, automobiles equipped with continuously variable transmissions (CVTs) with good fuel efficiency and less shift shock (hereinafter referred to as "continuously variable transmissions") have become widespread. ..

As described above, the continuously variable transmission has advantages such as good fuel efficiency and less shift shock, but tends to be difficult to obtain a feeling of acceleration during accelerated running.

Regarding the feeling of acceleration, studies have been conducted assuming an actual environment using a driving simulator, and it has been reported that acceleration and sound greatly affect the feeling of acceleration (see Non-Patent Document 1).

Chie Fukuhara et al., "Sensory evaluation of" acceleration feeling "by a driving simulator: Quantification of interaction in" acceleration feeling "evaluation during slow acceleration follow-up driving", Proceedings of the Society of Automotive Engineers of Japan, 2004, 35 (1), p. .. 227-232 Takashi Kamogawa et al., "Evaluation of the impression of acceleration in each acceleration section due to changes in automobile acceleration sound", Proceedings of the Society of Automotive Engineers of Japan, 2016, 47 (6), p. 1381-1386

The continuously variable transmission can design the acceleration running conditions such as the ascending speed of the engine speed and the timing of shifting with a high degree of freedom.

At the development stage of a continuously variable transmission, it is required to accurately estimate the feeling of acceleration that the driver feels when driving under the designed acceleration driving conditions.

An object of the present invention made in view of such a point is to provide an acceleration feeling estimation method and an acceleration feeling estimation device capable of accurately estimating the acceleration feeling of a continuously variable transmission vehicle.

In order to solve the above problems, the acceleration feeling estimation method according to the present invention estimates the acceleration feeling in the accelerated running of the continuously variable transmission. The acceleration feeling estimation method acquires a plurality of parameters relating to the engine speed and the sound pressure in the acceleration running of the continuously variable transmission to be estimated, and the acceleration feeling based on the acquired plurality of parameters. Includes a calculation step, which calculates an estimate of. The accelerated run includes early, middle and late acceleration regions. The plurality of parameters are selected from the parameters related to the engine speed and sound pressure in the early stage, the parameters related to the engine speed and sound pressure in the middle stage, and the parameters related to the engine speed and sound pressure in the final stage.

Further, in the acceleration feeling estimation method according to the present invention, the plurality of parameters are URPM _M [rpm], which is the number of engine speed increases after the shift in the middle stage, and the acceleration ends from a predetermined time before the acceleration end in the final stage. _{SPL F} [dB (A)], which is the effective sound pressure value up to, _{and RPM F} [rpm], which is the engine speed at the end of acceleration in the final stage, and the engine speed increase after shifting in the final stage. _there, the URPM F [rpm], an engine rotational descent speed associated with the gear shift in the _late and DRPM F [rpm], is preferably.

Further, in the acceleration feeling estimation method according to the present invention, it is preferable to calculate the acceleration feeling estimation value U by the following formula (1) in the calculation step.

Further, in order to solve the above problems, the acceleration feeling estimation device according to the present invention estimates the acceleration feeling in the accelerated running of the continuously variable transmission. The acceleration feeling estimation device acquires a plurality of parameters related to the engine speed and sound pressure in the acceleration running of the continuously variable transmission to be estimated, and an acceleration feeling based on the acquired plurality of parameters. It is provided with a control unit for calculating an estimated value of. The accelerated run includes early, middle and late acceleration regions. The plurality of parameters are selected from the parameters related to the engine speed and sound pressure in the early stage, the parameters related to the engine speed and sound pressure in the middle stage, and the parameters related to the engine speed and sound pressure in the final stage.

According to the present invention, it is possible to provide an acceleration feeling estimation method and an acceleration feeling estimation device that can accurately estimate the acceleration feeling of a continuously variable transmission vehicle.

It is a figure which shows the schematic structure of the acceleration feeling estimation apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of time dependence of the engine speed in accelerated running. It is a figure for demonstrating the example of the parameter acquired by the acceleration feeling estimation apparatus. It is a figure which shows the time dependence of the engine speed of the sound source A to F. It is a figure which shows the parameter of the sound source A to F. It is a figure which shows the result of the subjective evaluation experiment of the acceleration feeling of sound sources A to F. It is a figure which shows the result of the subjective evaluation experiment of the time dependence of the engine speed of the sound sources G to I, and the acceleration feeling of the sound sources D to I. It is a figure which shows the area to be investigated of the feeling of acceleration. It is a figure which shows the time dependence of the engine speed of the sound source JN. It is a figure which shows the answer result which area judged the good or bad of acceleration feeling. For each acceleration feeling estimation model, it is a figure which shows the correlation coefficient between the parameter used for the acceleration feeling estimation model, and the evaluation result of the acceleration feeling. It is a figure which shows the coefficient of determination, the correlation coefficient between the evaluation result of acceleration feeling and the estimation result, and the average error for each acceleration feeling estimation model. It is a figure which shows the time dependence of the engine speed of the acceleration pattern used in the actual vehicle running experiment. It is a figure which shows the estimation result of the acceleration feeling estimated from the acceleration pattern used in the actual vehicle running experiment, and the evaluation result of the acceleration feeling.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a diagram showing a schematic configuration of an acceleration feeling estimation device 100 according to an embodiment of the present invention. The acceleration feeling estimation device 100 is an information processing device such as a computer.

The acceleration feeling estimation device 100 acquires various parameters in the accelerated running of the continuously variable transmission vehicle, which is the estimation target of the acceleration feeling, and estimates the acceleration feeling in the accelerated running of the continuously variable transmission vehicle. The parameters acquired by the acceleration feeling estimation device 100 are parameters related to the engine speed and the sound pressure in the accelerated running of the continuously variable transmission. The acceleration feeling estimation device 100 may further acquire the value of the number of shifts in the accelerated running of the continuously variable transmission vehicle as a parameter.

The acceleration feeling estimation device 100 may acquire the values of the above parameters as design data of the continuously variable transmission vehicle in the development stage, or may be acquired as measurement data of the continuously variable transmission vehicle that already has an actual vehicle.

The acquisition unit 101 acquires various parameters in the acceleration running as described above for the continuously variable transmission which is the estimation target of the acceleration feeling. The acquisition unit 101 is, for example, an input means capable of accepting input from a user, and may be configured by, for example, a physical key such as a keyboard, a touch pad, or the like. Further, the acquisition unit 101 may communicate with another information processing device by communication via wired or wireless communication, and acquire parameters from the other information processing device. Further, the acquisition unit 101 may acquire parameters from a USB (Universal Serial Bus) memory connected to the acceleration feeling estimation device 100.

FIG. 2 shows an example of time dependence of the engine speed in the accelerated running of the continuously variable transmission. The example shown in FIG. 2 is an example in which the number of shifts is two. As shown in FIG. 2, the accelerated running includes three acceleration regions of the early stage, the middle stage, and the final stage. The early stage is the acceleration region from the start of acceleration to t1 which is the start time of the first shift. The middle stage is an acceleration region from t1 which is the start time of the first shift to t2 which is the start time of the last shift. The final stage is an acceleration region from t2, which is the start time of the last shift, to the end of acceleration. Here, it is assumed that the "shifting" is performed between the time when the engine speed starts to decrease (for example, t1) and the time when the engine speed starts to decrease.

The parameters acquired by the acquisition unit 101 from each of the early stage, the middle stage, and the final stage in the accelerated running of the continuously variable transmission will be described with reference to FIG. FIG. 3 shows the parameters in the final stage. FIG. 3 (A) shows the entire acceleration region, and FIG. 3 (B) is an enlarged view of the vicinity of the final stage. Although the description is omitted in FIG. 3, the parameters in the early stage and the middle stage have the same definitions as the parameters in the final stage. The subscript "F" in the parameters shown in FIG. 3 indicates that the parameters shown in FIG. 3 are final parameters. Although not shown in FIG. 3, "O" and "M" are added as subscripts to the parameters in the early stage and the middle stage, respectively. If no distinction is made between the beginning, middle and end stages, "X" shall be added as a subscript to the parameter name. In the following description, an X will be added as a subscript.

SPL _X [dB (A)] is a sound pressure execution value from a predetermined time before the end of acceleration to the end of acceleration. The predetermined time is, for example, 1 second.
RPM _X [rpm] is the engine speed at the end of acceleration.
DRPM _X [rpm] is the number of engine speed reductions associated with shifting.
URPM _X [rpm] is the number of engine speed increases after shifting.
IES _X [rpm / s] is the number of engine speed increases per unit time.
DES _X [rpm / s] is the number of engine speed drops per unit time.
Here, "after the shift" means the period from the end of the decrease in the engine speed due to the shift to the end of the increase in the engine speed.

The acquisition unit 101 acquires, for example, a plurality of parameters selected from the above parameters. The acquisition unit 101 acquires, for example, five parameters of URPM _M [rpm], SPL _F [dB (A)], RPM _F [rpm], URPM _F [rpm], and DRPM _F [rpm]. The acquisition unit 101 may acquire only the above five parameters when estimating the feeling of acceleration, or may also acquire other parameters. Further, the acquisition unit 101 may acquire the above parameters by acquiring time-dependent data of the engine speed in the entire accelerated traveling of the continuously variable transmission vehicle and extracting the data from the data.

The storage unit 102 may be composed of a semiconductor memory, a magnetic memory, or the like. The storage unit 102 stores various information such as a program used for processing executed by the control unit 103.

The control unit 103 includes a processor that controls and manages the entire acceleration sensation estimation device 100, including each functional block included in the acceleration sensation estimation device 100. The program executed by the processor may be stored in the memory included in the control unit 103 or may be stored in the storage unit 102, for example.

The control unit 103 calculates an estimated value of the acceleration feeling of the continuously variable transmission to be estimated based on the plurality of parameters acquired by the acquisition unit 101.

The control unit 103, for example, as a plurality of _{parameters, URPM M [rpm], SPL} F [dB (A)], RPM F [rpm], based on the URPM F [rpm] and DRPM _F [rpm], the estimation target Calculate the estimated value of the acceleration feeling of the stepless speed change vehicle. The estimated value of the feeling of acceleration is to estimate the evaluation score when the subject evaluates the feeling of acceleration in the subjective evaluation experiment described later.

The control unit 103 calculates, for example, the estimated value U of the acceleration feeling of the continuously variable transmission to be estimated by the following equation (1).

(Explanation of acceleration feeling estimation model)
Hereinafter, the effectiveness of estimating the feeling of acceleration using the acceleration feeling estimation model such as the above equation (1) will be described.

In order to evaluate the driver's impression of the feeling of acceleration, the subject listens to the sound source of the automobile acceleration sound (hereinafter referred to as "acceleration sound") when the engine speed is changed, and the subject subjectively feels the feeling of acceleration. An experiment was conducted to evaluate the sound. The acceleration sound used in the subjective evaluation experiment is a processed acceleration sound recorded from a running experiment using a continuously variable transmission.

FIG. 4 shows the time dependence of the engine speed of the sound source used in the subjective evaluation experiment. FIG. 4A is a diagram showing sound sources A to C, and FIG. 4B is a diagram showing sound sources D to F. The subjects are 12 people in their 20s. The experiment was conducted in an anechoic room, and sound sources A to E were presented from the headphones and evaluated.

The sound sources A, B, and C shown in FIG. 4A set the second speed rotation increase time, respectively, in order to grasp the impression change when the engine rotation increase time (hereinafter referred to as "rotation increase time") is changed. It is 2s, 4s and 6s. The number of engine rotation increases per unit time of sound sources A to C (hereinafter referred to as "rotation increase speed") and the number of engine rotation decrease per unit time accompanying shift-up (hereinafter referred to as "rotation decrease speed") are It is the same. In order to eliminate the influence of the change in sound pressure, the sound sources A to C are filtered so that the sound pressure becomes constant.

The sound sources D, E, and F shown in FIG. 4B have the same engine speed at the end of shifting in order to grasp the impression change when the rotation speed is changed, and the rotation speed after the second speed is set. , 100 rpm / s, 200 rpm / s and 300 rpm / s.

FIG. 5 shows a table summarizing the rotation speed, rotation increase time, and number of shifts of the sound sources A to F used in the subjective evaluation experiment.

FIG. 6A shows the results of the subjective evaluation experiment as a bar graph with an error range. The vertical axis shows the feeling of acceleration as a relative value, and the positive direction indicates that the feeling of acceleration is good, and the negative direction indicates that the feeling of acceleration is bad.

Looking at FIG. 6 (A), the sound sources A to C have a good feeling of acceleration, and the sound sources D to F have a bad feeling of acceleration. From this result, it is assumed that the higher the rotation ascending speed, the better the feeling of acceleration. Further, the sound source F has a rotation rising speed of 300 rpm / s and a rotation rising speed of 313 rpm / s, and although there is not much difference in the rotation rising speed, the sound source F is higher than the sound sources A to C. The feeling of acceleration is bad. It is considered that this was caused by the difference in the number of shifts. That is, it is considered that the sound source F has a poor feeling of acceleration because the number of shifts is larger than that of the sound sources A to C.

FIG. 6 (B) shows the standard partial regression coefficient calculated by analyzing the result of FIG. 6 (A). When the sign of the standard partial regression coefficient is positive, the larger the parameter, the better the feeling of acceleration, and when the sign of the standard partial regression coefficient is negative, the larger the parameter, the lower the feeling of acceleration. Further, the larger the absolute value of the standard partial regression coefficient, the greater the influence on the feeling of acceleration.

Looking at FIG. 6B, the sign of the standard partial regression coefficient of the rotation increase speed is positive, and the sign of the standard partial regression coefficient of the rotation increase time and the number of shifts is negative. That is, the larger the parameter, the better the feeling of acceleration in the rotation increase speed, and the larger the parameter, the lower the feeling of acceleration in the rotation increase time and the number of shifts.

Further, the absolute value of the standard partial regression coefficient increases in the order of the rotation increase speed, the number of shifts, and the rotation increase time. That is, the influence on the feeling of acceleration is greater in the order of rotation increase speed, number of shifts, and rotation increase time.

Next, an experiment conducted to examine the effect of the rotational descent speed on the feeling of acceleration will be described.

FIG. 7A shows sound sources G to I in which the rotation descent speeds of the sound sources D to F having a rotation descent speed of 1250 rpm / s are 3333 rpm / s, respectively.

The subjective evaluation experiment was carried out using 6 sound sources of sound sources D to I. The subjects are 10 people in their 20s. The experiment was conducted in an anechoic room, and the sound sources D to I were presented from the headphones and evaluated.

FIG. 7B shows the results of the subjective evaluation experiment as a bar graph with an error range. Looking at FIG. 7B, it can be confirmed that the sound source H has the best acceleration feeling and is significantly different from the other 5 sound sources. Further, when the sound source E and the sound source H having the same rotation rising speed are compared, it is evaluated that the sound source H has a better feeling of acceleration than the sound source E. From this, it is considered that the feeling of acceleration is improved by increasing the rotation / descending speed.

Further, the sound source H having a rotation rising speed of 200 rpm / s has a better impression of acceleration than the sound source F having a rotation rising speed of 300 rpm / s. Here, when the correlation coefficient with the evaluation result of the feeling of acceleration is calculated for each of the rotation rising speed and the rotation falling speed, the correlation coefficient between the rotation rising speed and the evaluation result of the acceleration feeling is 0.12. The correlation coefficient between the rotational descent speed and the evaluation result of the feeling of acceleration was 0.57. From this, it was found that the rotational descending speed has a greater effect on the feeling of acceleration than the rotational ascending speed.

Next, the construction of the acceleration feeling estimation model will be described.

First, a question survey was conducted to determine which area of acceleration was to be focused on when determining the feeling of acceleration. FIG. 8 shows the definition of the area surveyed. Region 1 is a region from the start of acceleration to before the first shift. Region 2 is the region of the second speed from the first shift to the second shift. Region 3 is the region of the third speed from the second shift to the end of acceleration.

FIG. 9 shows the sound sources J to N used in the survey. The sound source J is a sound source that simulates the running of an actual vehicle, and this is used as a reference sound. The sound source K is a sound source linearly processed so that the engine speed at the end of acceleration of the third speed increases by 16% as compared with the sound source J. The sound source L is linearly processed so that the engine speed at the end of acceleration of the third speed is 16% higher than that of the sound source J, and the engine speed at the end of each shift is the same as that of the sound source J. It is a sound source processed into. The sound source M is linearly processed so that the engine speed at the end of acceleration in each region is 16% higher than that of the sound source J, and the engine speed at the end of each shift is the same as that of the sound source J. It is a sound source processed into. The sound source N is a sound source processed so as to increase the engine rotation increase rate of the first speed of the sound source J by 20%.

The survey was conducted by asking the subjects to answer in which area the good or bad feeling of acceleration was judged in the relative evaluation based on the sound source J. The subjects are 26 people in their twenties. The experiment was conducted in an anechoic room, and the sound sources J to N were presented from the headphones and evaluated.

FIG. 10 shows the response results of each sound source and the total response results. Looking at FIG. 10, in any of the sound sources K to N, the result that the good or bad of the acceleration feeling was judged in the region 3 was the most. From this result, it can be seen that the feeling of acceleration is mainly judged at the end of the accelerated running. Looking at the total results, the result that the good or bad feeling of acceleration was judged in area 1 was 23.0%, the result that it was judged in area 2 was 22.0%, and the result that it was judged in area 3 was. It was 55.0%. From this result, it was clarified that the good or bad feeling of acceleration is judged mainly at the end of the accelerated running regardless of the magnitude of the change in the engine speed.

Subsequently, the construction conditions of the acceleration feeling estimation model focusing on the early stage, the middle stage, and the final stage of the accelerated running shown in FIG. 2 were examined. In the subjective evaluation experiment, 9 sound sources A to I and 15 sound sources used in Non-Patent Document 2 were used, for a total of 24 sound sources. An absolute evaluation of 7 levels was used to obtain the evaluation score of the feeling of acceleration. In addition, in order to eliminate the order effect and the influence of the subject's mood at the time of evaluation, the order of presentation of the sound sources was random. The evaluation was performed three times each, and any outliers were excluded.

_{Six parameters, SPL O} , RPM _O , DRPM _O , URPM _O , IES _O, and DES _O , were selected and used to construct model O, which is a model in the early stages of accelerated driving. Regarding the definition of each parameter, as described above, the subscript character of the parameter shown in FIG. 3 may be replaced with "O" from "F".

_{Four parameters, SPL M} , RPM _M , URPM _M, and IES _M , were selected and used to construct the model M, which is a model in the middle of accelerated running. Regarding the definition of each parameter, as described above, the subscript letters of the parameters shown in FIG. 3 may be replaced with "F" to "M".

_{Seven parameters, SPL F} , RPM _F , DRPM _F , URPM _F , IES _F , DES _F, and the number of shifts, were selected and used to construct the model F, which is a model at the end of the accelerated running. For the definition of each parameter, refer to FIG.

Multiple regression analysis was performed for each of the early, middle and late stages using the above six, four and seven parameters, respectively. FIG. 11 shows the correlation coefficient between the parameters and the evaluation result of the acceleration feeling for each acceleration feeling estimation model. The parameters used in the acceleration feeling estimation model were selected in order from the one with the highest correlation with the acceleration feeling evaluation result. In addition, in order to avoid deterioration of estimation accuracy due to multicollinearity, when the correlation between parameters is high, the parameters with high correlation with the evaluation result of the feeling of acceleration are adopted.

As a result of constructing the acceleration feeling estimation model for each of the early stage, the middle stage, and the final stage as described above, the following equation (2) is obtained as the estimated value O by the model O which is the estimation model of the acceleration feeling in the early stage. It was.

Further, the following equation (3) was obtained as the estimated value M by the model M, which is an estimation model of the feeling of acceleration in the middle stage.

Further, the following equation (4) was obtained as the estimated value F by the model F, which is an estimation model of the feeling of acceleration in the final stage.

Further, the following equation (5) was obtained as the estimated value U by the model U, which is an estimation model of the acceleration feeling by integrating the above three models.

In order to examine the usefulness of the estimated values by the constructed four acceleration feeling estimation models, FIG. 12 shows the evaluation results of the coefficient of determination corrected for the degree of freedom and the acceleration feeling for model O, model M, model F and model U. The correlation coefficient with the estimation result and the average error are shown.

Looking at FIG. 12, it can be seen that the model U has the highest estimation accuracy because the coefficient of determination and the correlation coefficient are higher and the average error is smaller than the other three models. Also, the model F has the second highest estimation accuracy after the model U.

Subsequently, in order to examine the usefulness of the model U in estimating the feeling of acceleration, an actual vehicle running experiment was conducted. The experimental conditions were as follows.
Subject: 4 people in their 30s to 50s Driving condition: Accelerate starting from a stationary state to 120 km / h Seat position: Position where the angle of the subject's ankle becomes 90 degrees Stepping condition: Accelerator solid stepping Evaluation method: 7-step evaluation by absolute evaluation

FIG. 13 shows two types of acceleration patterns used in the actual vehicle running experiment. 13 (B) is an enlarged view between 2 and 5 s of FIG. 13 (A). The two types of acceleration patterns have the following characteristics.
Pattern A: The engine speed is shifted up when the engine speed is low, and the rotation speed is suppressed.
Pattern B: The engine speed is increased and then the engine speed is increased, the engine speed is increased, and the engine speed is increased.

FIG. 14 shows a comparison between the subjective evaluation result of the subject and the estimation result by the model U. As shown in FIG. 14, the estimation result calculated by using the model U has the same tendency of superiority or inferiority of the feeling of acceleration as the evaluation result by the subjectivity. In addition, the difference between the estimation result and the evaluation result is small.

As described above, according to the present embodiment, the control unit 103 determines the estimated value of the acceleration feeling based on a plurality of parameters related to the engine speed and the sound pressure in the accelerated running of the continuously variable transmission acquired by the acquisition unit 101. calculate. Here, the accelerated running includes the acceleration regions in the early stage, the middle stage, and the final stage, and the plurality of parameters are the parameters related to the engine speed and the sound pressure in the early stage, the parameters related to the engine speed and the sound pressure in the middle stage, and the engine in the final stage. It is a parameter selected from the parameters related to the rotation speed and the sound pressure. As a result, the feeling of acceleration of the continuously variable transmission can be estimated with high accuracy.

_{Further, the plurality of parameters acquired by the acquisition unit 101 are the URPM M} [rpm], which is the number of engine speed increases after the shift in the middle stage, and the effective sound pressure value from a predetermined time before the end of acceleration to the end of acceleration in the final stage. _there, the SPL F [dB (a)] , is an engine rotational speed at the end of acceleration in the _late and RPM F [rpm], an engine rotational speed increase after the shift in the _late and URPM F [rpm], It may be set as five parameters of _{DRPM F} [rpm], which is the number of engine speed reductions associated with the shift in the final stage. As a result, the acceleration feeling of the continuously variable transmission can be accurately estimated with a small number of parameters.

Further, the control unit 103 may calculate the estimated value U of the feeling of acceleration by the following equation (1). As a result, the feeling of acceleration of the continuously variable transmission can be estimated more accurately.

Although the present invention has been described with reference to the drawings and examples, it should be noted that those skilled in the art can easily make various modifications and modifications based on the present disclosure. Therefore, it should be noted that these modifications and modifications are within the scope of the present invention. For example, the functions included in each component and each step can be rearranged so as not to be logically inconsistent, and a plurality of components or steps can be combined or divided into one. Is. Further, although the present invention has been described mainly on the apparatus, the present invention can also be realized as a method including steps executed by each component of the apparatus. Further, although the present invention has been described mainly on the apparatus, the present invention can also be realized as a method, a program, or a storage medium on which the program is recorded, which is executed by the processor included in the apparatus, and is within the scope of the present invention. It should be understood that these are also included.

100 Acceleration feeling estimation device 101 Acquisition unit 102 Storage unit 103 Control unit

Claims (4)

It is an acceleration feeling estimation method that estimates the acceleration feeling in the accelerated running of a continuously variable transmission.
An acquisition step for acquiring a plurality of parameters related to engine speed and sound pressure in the accelerated running of the continuously variable transmission to be estimated.
Including a calculation step of calculating an estimated value of acceleration feeling based on the acquired plurality of parameters.
The accelerated run includes early, middle and late acceleration regions.
The plurality of parameters are selected from the parameters related to the engine speed and sound pressure in the early stage, the parameters related to the engine speed and sound pressure in the middle stage, and the parameters related to the engine speed and sound pressure in the final stage. Estimating method. In the acceleration feeling estimation method according to claim 1,
The plurality of parameters are
_{URPM M} [rpm], which is the number of engine speed increases after shifting in the middle stage,
_{SPL F} [dB (A)], which is the effective sound pressure value from a predetermined time before the end of acceleration to the end of acceleration in the final stage,
_{RPM F} [rpm], which is the engine speed at the end of acceleration in the final stage,
_{URPM F} [rpm], which is the number of engine speed increases after shifting in the final stage,
A method for estimating an acceleration feeling, which is _{DRPM F} [rpm], which is the number of engine rotation reductions associated with shifting in the final stage. The acceleration feeling estimation method according to claim 2, wherein in the calculation step, the acceleration feeling estimation value U is calculated by the following formula (1).

It is an acceleration feeling estimation device that estimates the acceleration feeling in the accelerated running of a continuously variable transmission.
An acquisition unit that acquires a plurality of parameters related to the engine speed and sound pressure in the accelerated running of the continuously variable transmission to be estimated.
A control unit that calculates an estimated value of acceleration feeling based on the acquired plurality of parameters is provided.
The accelerated run includes early, middle and late acceleration regions.
The plurality of parameters are selected from the parameters related to the engine speed and sound pressure in the early stage, the parameters related to the engine speed and sound pressure in the middle stage, and the parameters related to the engine speed and sound pressure in the final stage. Estimator.

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