JPH02180367A - Control unit for automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To improve control accuracy by controlling an automatic transmission based on the detected value of a present controlled quantity in the unstable condition of a throttle, or on the forecast of the controlled quantity after a very short time in the stable condition. CONSTITUTION:In an electronic control unit 120, the rate of throttle opening is calculated from the signal of a throttle opening sensor 161, and the unstable condition or stable condition of a throttle is judged. In the unstable condition, the change gear ratio of a non-stage transmission 30 is controlled via a motor 101 based on the present controlled quantity of primary pulley number of revolution, engine number of revolution, and torque ratio etc. detected with sensors 165, 163, and 166. On the other hand in the stable condition, the controlled quantity, after a very short time corresponding to the deviation between a target number of revolution and a present number of revolution, is forecasted, and control is made based on the forecasted control quantity. Thus even a system ratio (torque ratio) varies suddenly, convergence to a target value is prompted without enlarging gain, and the occurrence of overshoot can be prevented.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention relates to an automatic transmission for a vehicle, in particular, an endless belt having a figure-7 or trapezoidal cross section is stretched between two variable pulleys, and each of the endless belts is The present invention relates to a control device for a vehicular automatic transmission that continuously changes the rotational speed ratio between the shafts of two variable pulleys by changing the radial position of contact with the variable pulleys.

(Prior art) Conventionally, belt-type continuously variable transmissions require a gear mechanism for reversing in order to be used in vehicles, and the diameter of the variable pulley is limited, making it impossible to achieve a large reduction ratio. , it is necessary to make the reduction ratio between the output shaft and the wheel drive shaft larger than that of a gear type transmission, but since the structure is simpler and smaller than a gear type transmission, the prime mover, transmission, and differential Suitable for integrating devices.

This conventional belt-type continuously variable automatic transmission for vehicles has a structure in which an endless belt connects a primary pulley supported on the input shaft side and a secondary pulley supported on the output side. The primary pulley and the secondary boolean each consist of a fixed flange and a movable flange that moves relative to the fixed flange.

Further, a forward/reverse switching device is formed by a multi-disc clutch, a planetary gear device, and a multi-disc brake, and the forward/reverse switching device is disposed on the input shaft side or output shaft side of the variable pulley consisting of the primary pulley and secondary pulley. Established 1. It is designed to switch the vehicle forward or backward.

Incidentally, the movement of the movable flange with respect to the fixed flange and the operation of the multi-disc clutch and multi-disc brake of the forward/reverse switching device have conventionally been performed using hydraulic pressure such as line pressure. When hydraulic pressure is used, it is possible to transmit pressure over long distances, and it is also possible to obtain large driving force with a small device.

However, on the other hand, if dust gets into the oil, it is likely to cause malfunctions, and changes in oil temperature can change the viscosity, resulting in changes in output efficiency. Furthermore, if the oil pressure temporarily drops, the endless belt will slip and power will not be transmitted. Furthermore, it takes time for the actuator to actually operate after the operator starts the operation, and the versatility is not good. In particular, when driving a car, it is desirable to be able to immediately obtain a corresponding driving state by the driver's operation, and it is necessary to improve responsiveness and operation feeling.

Therefore, an automatic transmission for a vehicle is provided in which an electric motor is used to move the movable flange relative to the fixed flange, and to operate the multi-disc clutch and multi-disc brake of the forward/reverse IA device.

In the above-mentioned automatic transmission for a vehicle, the position of the movable flange is changed by operating and rotating the electric motor, thereby changing the speed. Therefore, it is possible to prevent the valve from malfunctioning due to oil leakage or dust entering the pond, and when the operator operates, the information is transmitted to the electric motor by an electric signal. Therefore, the corresponding driving state can be obtained immediately.

By the way, when trying to control the automatic transmission for a vehicle to form a predetermined driving state, it is necessary to adjust the engine speed by adjusting the throttle opening, or to adjust the rotation of the output shaft due to rotation of the input shaft of the continuously variable transmission. Therefore, the given system ratio is adjusted, etc., but the deviation between the target engine speed or system ratio and the actual engine speed or system ratio is determined, and the shift speed, that is, the system ratio is adjusted according to the deviation. It determines the rate of change.

When the target engine speed or system ratio changes suddenly, such as during kickdown or off-map,
The feedback gain is determined according to the driving condition in order to enable control for each driving pattern when the target engine speed or system ratio changes gradually, such as when starting or decelerating. are doing.

(Problem to be Solved by the Invention) However, in the conventional automatic transmission for vehicles, when the target engine speed changes rapidly by 24 degrees, such as during kickdown or off-map, the gain must be increased considerably. , the convergence of the target engine speed may be delayed, or so-called "overshading" may occur where the target engine speed is exceeded. In particular, when the accelerator is depressed, the permissible rotational speed of the drive system such as the engine and automatic transmission may be exceeded, which may shorten the life of the automatic transmission or cause damage.

Furthermore, even if the gain is increased, control is performed based on the deviation between the target value and the actual value, so although the overshoot level will be reduced due to the delay in the drive system,
This is difficult to eliminate, and hunting occurs when the system ratio changes gradually, such as during steady driving, resulting in poor driving feeling.

The present invention eliminates the problems of the conventional automatic transmission for vehicles and performs control by anticipating the delay time of the shift control drive device in advance, thereby preventing overshoot of the target engine speed and improving the drive system. It is an object of the present invention to provide a hydraulic control device for an automatic transmission for a vehicle that can prevent damage and shortening of service life, eliminate the need to increase the gain, and prevent hunting during steady driving.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention targets a control amount of an automatic transmission for a vehicle that transmits torque generated in an engine to an automatic transmission mechanism via a fluid transmission device. In the control device for setting the value, the slot/nottle opening sensor (161)
a means for calculating a rate of change in the throttle opening detected by the throttle opening sensor (161); a means for determining whether the throttle is in an unstable state or a stable state based on the rate of change; When the throttle is in an unstable state, control is performed based on the detected value of the current control amount, and when the throttle is in a stable state, the control amount after a minute time is predicted and the control is performed based on the predicted control amount. It is designed to have means for controlling.

The control amount may be the input side rotation speed of the automatic transmission, the engine rotation speed, or the system ratio.

Further, the minute time can be set as a function of the deviation between the target rotation speed and the current rotation speed, a function of the current rotation speed differential value, or a function of the vehicle speed, or can be set to a constant value.

A variable pulley (31) consisting of a fixed flange and a movable flange whose relative positions can be changed by an electric motor.

(32) are provided facing each other, and the two variable boules (32) are provided oppositely.
An endless belt (33) with a V-shaped or trapezoidal cross section is stretched between 31) and (32), and the radial position where the endless belt (33) contacts each variable pulley (31), (32) is determined. The above control device can also be applied to an automatic transmission for a vehicle that continuously converts and outputs the engine rotation speed transmitted via a fluid transmission device by changing the rotation speed of the engine.

(Operation and Effect of the Invention) According to the present invention, the throttle opening sensor (
161) and means for calculating a rate of change in the throttle opening detected by the throttle opening sensor (161), and a means for calculating whether the throttle is in an unstable state or a stable state based on the rate of change. If the throttle is in an unstable state, it is controlled based on the detected value of the current control amount, and if the throttle is in a stable state, the control amount after a minute time is predicted. Since the control is performed based on the predicted control amount, even when the system ratio changes rapidly, such as when the system is at a low point or off map, the control amount can be quickly converged to the target value without increasing the gain. and overshoot does not occur. Therefore, when you step on the accelerator, the engine
The permissible rotational speed of a drive system such as an automatic transmission will not be exceeded, and the life of the automatic transmission will not be shortened or damage will occur.

Furthermore, since hunting does not occur when the torque ratio gradually changes, such as during steady running, the running feeling is good.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

FIG. 1 is an operation flow diagram of a control device for a vehicle automatic transmission showing an embodiment of the present invention, FIG. 2 is a schematic diagram of the vehicle automatic transmission, and FIG. 3 is a diagram showing various positions of the vehicle automatic transmission. FIG. 4 is a functional diagram of a control system for a vehicle automatic transmission, and FIG. 5 is a control block diagram of the vehicle automatic transmission.

First, the automatic transmission for vehicles according to the present invention, particularly the automatic transmission for vehicles to which the control device for the automatic transmission for vehicles is applied, will be explained along the schematic diagram shown in FIG. 2. An input device 10 consisting of a fluid coupling 11 and a lock-up clutch 12, an auxiliary transmission 40, a primary pulley 31.
A continuously variable transmission device 30 consisting of a secondary pulley 32 and an endless belt 33 with a V-shaped or trapezoidal cross section, and a reduction gear device 7
1 and a differential gear device 72.

The auxiliary transmission device 40 includes a low/high speed mode switching device W20 consisting of a transfer device w80, a single planetary gear device ff21, and a mode switching engagement device 22, a dual planetary gear device 91, and a reverse brake [12
, a forward/reverse switching device 90 consisting of a forward clutch CI.
It is equipped with

The single planetary gear device 21 includes a first element 21R (
or 21S), a second element 21C connected to the output member 70 of the continuously variable transmission jal, and an input shaft 6 from the input device 10.
0 via the transfer device 80.

Moreover, the single planetary gear device l! ! A mode switching engagement device 22 for switching the clutch 21 between a high speed mode H and a low speed mode L includes a one-way clutch F, a locking means consisting of a low coast and reverse spray=t-81, and a high clutch C2. The locking means F and B1 are provided with a third locking member which becomes a reaction force supporting member when used as a deceleration mechanism in low speed mode L.
The transfer device 8 is attached to the element 21S (or 21R) of
0, and a high clutch C2 is interposed between the human power shaft 60 and the third element 21S (or 21R). That is, the ring gear 21R of the single planetary gear device 21 is connected to the output section 3 of the continuously variable transmission 30.
0a, the carrier 21C is linked to the output member 70, and the sun gear 215 is linked to the transfer device 8.
0 to the one-way clutch F and the low-coast tom reverse brake 81, and the high clutch C
It is linked to 2.

Further, the dual planetary gear device 91 has its sun gear 915 connected to the input shaft 60, and the carrier 91C connected to the input portion 30b of the continuously variable transmission device 30, and connected to the input shaft 60 via the forward clutch C1, Further, the ring gear 91R is connected to the reverse brake B2.

Each clutch, brake, and one-way clutch in the automatic transmission configured as described above operates as shown in FIG. 3 in each position.

The ON state of each element is indicated by an O symbol. Further, the * mark indicates that the lock-up clutch 12 can be operated appropriately.

To explain this in detail, low speed mode in D range! 5, the Forer 1 clutch C1 and one-way clutch F operate. In this state, the rotation of the engine crankshaft is caused by the rotation of the engine crankshaft, the button launch 12, or the fluid coupling 1.
1 to the human power shaft 60, and further directly to the sun gear 91S of the dual planetary gear device 91, and the carrier 91 via the forward clutch C1.
It is transmitted to C. Therefore, the dual planetary gear device 91 rotates integrally with the human power shaft 60, transmits rotation in the positive direction to the input section 30b of the continuously variable transmission 30, and further rotates the rotation as appropriate by the continuously variable transmission 30. is transmitted from the output section 30a to the ring gear 21R of the single planetary gear device 21. On the other hand, in this state, the sun gear 21S, which is a reaction force supporting element that receives a reaction force, is stopped by the one-way clutch F via the transfer device 80, and therefore the rotation of the ring gear 21R is taken out from the carrier 21C as a decelerated rotation. This is further transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

In addition, in high-speed mode I in the D range, the forward clutch CI and the high clutch C2 are connected. In this state, as described above, the continuously variable transmission 30
The rotation in the forward direction, which has been appropriately changed in speed, is taken out from the output section 30a and manually applied to the ring gear 21R of the single planetary gear device 21.

On the other hand, at the same time, the rotation of the input shaft 60 is transmitted to the sun gear 215 of the single planetary gear device 21 via the high clutch C2 and the transfer device 80. The transmitted torques are combined and output from the carrier 2IC.

At this time, the sun gear 21S is equipped with a transfer device 8.
Since the rotation against the reaction force is transmitted through the transfer device 80, a predetermined positive torque is transmitted through the transfer device 80 without causing torque circulation.

Then, the torque from the combined carrier 21C is:
The signal is transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear device 72.

Next, set the low speed mode in the S range and the high speed mode H.
The operating state of each element is almost the same as that in the D range, but in the low speed mode L of the D range, the low speed which is in a free state when the reverse torque is applied (during engine braking) based on the one-way clutch F is The Coastal Reverse Brake B1 operates in addition to the one-way brake and two-way F in the low speed mode L of the S range, and transmits power even when reverse torque is applied.

Furthermore, in the R range, the low-coast tom reverse brake l111 and the reverse brake B2 operate.

In this state, since the ring gear 91P is fixed in the dual planetary gear device 91, the rotation of the input shaft 60 is inputted to the continuously variable transmission device 30 from the carrier 91C as rotation in the opposite direction. On the other hand, the single planetary gear device 2 is based on the operation of the old low coast reverse brake.
One sun gear 21S is fixed, and therefore, reverse rotation from the continuously variable transmission 30 is decelerated in the single planetary gear device 21 and taken out to the output member 70.

Next, the functions of the control system 1 of the automatic transmission for a vehicle will be explained with reference to FIG.

The control device U of the automatic transmission for a vehicle includes an electronic control bag rX, 120 consisting of a micro combinator, and a hydraulic control device 15.
0, an external signal device consisting of various sensors, operating means, a display device, and various actuators.

The electronic control device 120 stores predetermined patterns such as best fuel consumption characteristics, maximum power characteristics, engine brake control, L-H switching control, etc., and also performs predetermined calculations such as display device 173, driver 177, etc., which will be described later. 178.17
9 and the hydraulic related device 151 of the hydraulic control device 150.

The external signal devices include an engine rotation speed sensor 143, a throttle opening sensor 161, a primary pulley rotation speed sensor 165, and a secondary pulley rotation sensor 165, which are installed in the engine 8 section, a throttle opening sensor 161, and a secondary pulley rotation sensor 165, which is installed in the continuously variable transmission 4a1 section. A rotation speed sensor 166, a vehicle speed sensor 167, a motor rotation signal sensor 169, a foot brake signal sensor 170 located at the driver's seat, a shift position sensor 171 that detects the selected position of the shift lever, economy, power, etc. It includes a pattern selection device 172 for the driver to select and operate a pattern, various display devices 173, and the like.

The actuator includes a fluid coupling 11 and a lock-up clutch 12.1 disposed in the input device 10, a low-coast reverse brake Bl, a forward clutch CI, a high-speed clutch C2, and a lock-up clutch disposed in the city auxiliary transmission 40. It has a reverse brake B2. The actuator further includes a CVT transmission dark 101 for controlling the continuously variable transmission 30 via the driver 177.
It has a brake 180 that holds the VT shifting motor 101 in the shifting position, and also has a brake 153 that holds the L-H switching morph 152 and the L-H switching motor 152 in the switching position via the driver 178. , a forward/reverse switching motor 154 via a driver 179, and a brake 155 for holding the forward/reverse switching motor 154 in the switching position.

Next, the operation of the electronic control device 120 will be explained along the control block diagram of FIG. 5.

The operating limit (stroke end) of the continuously variable transmission 30 is detected by the rotation signal from the motor rotation signal sensor 169 and the alarm signal from the driver's alarm signal sensor 176, and the throttle opening is detected by the signal from the throttle opening sensor 161. (θ) and its rate of change is detected by taking into account the soft timer.

Further, the primary pulley rotation speed (N, ) and the secondary pulley rotation speed (N, ) are detected by the signals from the primary pulley rotation speed sensor 165 and the secondary pulley rotation speed sensor 166, respectively, and the vehicle speed sensor 16
The vehicle speed is detected by the signal from 7.

Also, patterns such as economy mode and power mode are detected by signals from the pattern selection device 172, and P and R modes are detected by signals from the shift position sensor 171.
, N, D, SH, SL+7) are detected, and the shift position change is also detected. Also, the brake operating state is detected by the signal from the foot brake sensor 170, and the signal from the engine rotation speed sensor 143 is detected. The engine rotation speed (NE) is detected by the signal.

Then, based on the throttle opening degree and its rate of change, the detected shift position value, and the detected pattern value, the acceleration request judgment unit 200 makes a predetermined judgment, and also based on the primary pulley rotation speed and the secondary pulley rotation speed, The current belt ratio calculation unit 201 calculates the current torque ratio (hereinafter referred to as "current belt conversion") Tp of the continuously variable transmission 3o. Further, based on the current belt ratio value from the current belt ratio calculation section 201 and the current low speed or high speed mode state signal from the H-L selection judgment section 203, which will be described later, the current system ratio calculation section 202 determines the current stepless mode. The torque ratio (hereinafter referred to as "current system ratio") for shift a1 is calculated. On the other hand, based on the signal from the acceleration request determining section (200), the detected pattern value, and the signal from the detected shift position value, the best fuel efficiency/maximum power determining section 205 performs control based on the best fuel efficiency characteristic, but does not control based on the maximum power characteristic. to judge. Then, based on the signals from the best fuel consumption/maximum power determining unit 205, throttle opening, engine speed, vehicle speed, and brake detection signals, the target systemization upper/lower limit value calculating unit 206 calculates the target system for the entire transmission. Torque ratio (hereinafter,
This is called the "target system ratio." ) upper and lower limit values aj), □
+a”sin□ is calculated.

Further, based on the signal from the upper/lower limit calculation unit 206, the target belt ratio calculation unit 207 determines the target torque ratio (hereinafter referred to as “target belt ratio”) in the low speed mode of the continuously variable transmission (3o). , and the target belt ratio T"M in the same speed mode.

Then, a signal from the acceleration request judgment unit 200, a detected throttle opening value, a signal from the current belt ratio calculation unit 201, a signal from the current system ratio calculation unit 202, a detected primary pulley rotation value, and a detected secondary pulley rotation value. H-L selection determining unit 203 determines the current state based on the signal from the best fuel efficiency/maximum power determining unit 205, the signal from the target systemization upper/lower limit value calculating unit 206, and the signal from the target belt ratio calculating unit 207. Is it better to change the speed of the continuously variable transmission 30 in the same mode and achieve the target speed l, ratio a'', or switch the mote (HL or L-+H) to achieve the target speed l, ratio a''? Decide what is better to achieve.

Furthermore, in addition to the high-speed upper FH or low-speed mode L from the H-L selection judgment unit 203, the above-mentioned stroke en]' detection value,
Based on the signals from the acceleration request determination section 200, the current heald ratio calculation section 201, the target belt ratio calculation section 207, the target system I, and the finish/lower limit calculation section 206, the motor control signal generation section 210-L for CVT gear shifting is generated. A predetermined rotation signal is output to the driver 177 so that the predetermined motor 1 determined by the selection judgment unit 203 reaches the upper and lower limit values "" may + a" ain of the target system ratio, and the CVT gear shift motor 01 is outputted to the driver 177. It rotates to control the continuously variable transmission 30.

Also, throttle opening detection values, P, R, N, D.

Based on the SH, SL detection values and the shift position change detection value, the forward/reverse switching motor control signal generator 211 generates a predetermined signal to the driver 179, and the forward/reverse switching motor 15
4 to control the forward/reverse switching device 90. and,
When the L-H switching morph control signal generating unit 212 determines switching to the low speed and high speed modes based on the signal from the H-L selection determining unit 203, the shift position, and the throttle opening detection value, a switching signal is issued. , L-Ht7]1
The switching is performed by rotating the motor 152 for 9.

Next, the operation of the control device for a vehicle automatic transmission will be explained with reference to FIG.

Step ■ Read the detected values from each sensor as digital values.

Step ■ Calculate the current belt ratio TP from the primary pulley rotation speed N, secondary pulley rotation speed NS. Here, T, -N, /N.

Step (2) Calculate the current system ratio from the current mode (L mode or H mode) and current belt ratio.

Step ■ Perform predictive control condition check processing.

In other words, it is determined from the rate of change of the throttle opening θ whether the throttle change is in a stable or unstable state, and if it is in an unstable state, normal control is performed, and if it is in a stable state, prediction is performed. Take control.

Step ② Calculate the target systemization upper and lower limits from the throttle opening θ, driving mode (power mode or economy mode), engine speed N6, brake signal, and vehicle speed detection value.

Step ■ Based on the acceleration request, throttle opening, current heald ratio, current system ratio, primary pulley rotation speed N2, secondary pulley rotation speed N8, driving mode, target system ratio, and target belt ratio, set the auxiliary transmission 40 to low speed motor. It is determined whether to use high-speed mode or high-speed mode.

Step ■ Based on the mode, acceleration request, current belt ratio, current system specification, target torque ratio, target system ratio, etc. determined by the H-L selection judgment unit 203, the current system ratio is within the upper and lower limits of the target systemization. The shifting direction and shifting speed of the continuously variable transmission 30 are determined as shown in FIG. 3, and the CVT shifting motor 101 is controlled to match the shifting direction and shifting speed.

Step (2) Depending on the conditions such as the shift position and small opening, a judgment is made between the N range and the R range, and the forward/reverse switching motor 154 is controlled to fall.

Step (2) The L-[1 switching motor 152 is controlled by the mode switching signal from the H-L selection IR judgment unit 203, the throttle opening, the shift position, etc. signals.

Here, the predictive control condition check process will be explained in detail.

Figure 6 shows operation for condition check processing of predictive control) 1
1 and 7 are relationship diagrams between the throttle opening degree and the target engine rotation speed, and FIG. 8 is a relationship diagram between the deviation ΔN between the target engine rotation speed and the current engine rotation speed and minute time.

Step (2) Calculate the rate of change θ3' of the throttle opening θ from the previous throttle opening θ key and the current throttle opening θ.

Step ■ Determine whether the accelerator is pressed down, such as immediately after starting, which means that the throttle/7 torque is unstable, or whether it is close to steady running, that is, the throttle is stable.

A= (1: unstable 0: T;:, constant) step ■
When A=1 and the throttle is unstable, the absolute value 1θ□′1 of the rate of change of the throttle opening θ is compared with the comparison set value α1.

Step ■ Changes in throttle opening θ are small, θ, ′
If α1 is equal to 1, the "minute time" T is calculated according to the deviation ΔN between the target engine speed N'' and the current engine speed N.

Here, the target engine speed N° is expressed as a function of the throttle opening θ as shown in FIG. 8, and N''=
f, (θ).

Target engine speed N° and current engine speed N.

The deviation ΔN is ΔN=N"-N1+, and the minute time T is the deviation ΔN as shown in FIG.
It is expressed as a function of N, and T=fg(ΔN). The minute time mentioned above is the delay time from when the control amount is detected to when the speed change control drive device actually operates. The value of the quantity is estimated.

Steps ■～■ Determine whether the minute time T is 0 or not,
If it is not 0, the predictive control flag is set (C=1).

Further, the rate of change 08'1 of the throttle opening is smaller than α (since it is in a stable state, the throttle flag A resets the unstable state l to O).

Step ■ When the throttle is in a stable state (A=O), the current throttle opening change rate 1θ8' 1 is the comparison set value α
2 (α1 × α2).

θEkuα2 Step ■ Determine whether the predictive control flag is set.

Step [Phase]~■ If the predictive control flag is set (C=1), the deviation between the target engine speed N6 and the current engine speed Nll is smaller than the comparison set value β, N''-Nll<β Target The deviation between the engine rotation speed N' and the predicted engine rotation speed N after the minute time T is smaller than the comparison set value β, N''Ns <β (here, N S = N It + N @ ' T
) If the system ratio change rate 1α′ 1 is smaller than the comparison set value γ, and all conditions α′ × γ are satisfied, reset the predictive control flag.
Note that the system ratio is a value given by the rotational speed of the output shaft relative to the rotational speed of the input shaft of the automatic transmission.

Step ■ If the previous throttle was in a stable state (A
= O), if the rate of change θ,′ 1 of the current throttle opening θ is larger than the comparison setting value α2, the throttle is unstable (
A=1) and reset the predictive control flag (C=O
).

Next, another embodiment for the condition check process of predictive control is shown in FIG. 9 and FIG. 1θ.

FIG. 9 is another operational flowchart for the predictive control condition check process, and FIG. 10 is a diagram showing the relationship between the differential value of the current engine speed and minute time.

In this embodiment, the minute time T in step (2) is calculated using the differential value N of the current engine speed.

, and the values shown in FIG. 1O are taken.

Further, still another embodiment for the condition check process of predictive control is shown in FIGS. 11 and 12.

FIG. 11 is another operational flow diagram for the condition check process of predictive control, and FIG. 12 is a relationship diagram between the current vehicle speed and minute time.

In this embodiment, the minute time T in step (2) is calculated using the current vehicle speed V, and takes a value as shown in FIG.

Although not shown, the minute time T may be one constant shift.

As described above, when the predictive control condition check processing is completed, the target systemization upper and lower limit values are calculated.

In normal control (C=O) without predictive control, the target systemization upper and lower limits are calculated from the current vehicle speed ■ and the driving mode, but if the predictive control flag is set ( C=1), the upper and lower limit values are calculated based on the estimated vehicle speed after a minute time T.

FIG. 13 is a flowchart for calculating the target system upper and lower limit values during predictive control.

Step ■～■ If child 1 control wholesale flag C=1,
The predicted vehicle speed V is calculated from the predicted engine speed N during the minute time TI and the system ratio a.

NS = NIl 10NR' T l1s-ah 1-aM ・T VS = d-Ns / as Step ■ Let the above predicted vehicle speed ■ be vehicle speed ■.

Step ■ Find the target rotational speed N'' from the current driving mode, current throttle opening θ, and vehicle speed ■.

Step ■ Hysteresis width (
Nu, NL), and the upper and lower limits of the target system ratio a"08, ', 6o are calculated.

, a N”,=N’″+N.

N”L=N”10N.

a"□>; =C-N, /V a" 1lill =C-Nt /V Step ■ If the predictive control J flag C=O, the current vehicle speed ■3 is set as the vehicle speed ■.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of the drawing]

FIG. 1 is an operational flow diagram of a control device for a vehicle automatic transmission showing an embodiment of the present invention, FIG. 2 is a schematic diagram of the vehicle automatic transmission, and FIG. 3 is a diagram of each position of the vehicle automatic transmission. Figure 4 shows the operation of each element. Figure 4 is a control system function diagram for automatic transmission for vehicles. Figure 5 is a control block diagram for automatic transmission for vehicle. Figure 6 is for condition check processing of predictive control. Operation flow diagram, Figure 7 is a diagram of the relationship between throttle opening and target engine rotation speed, Figure 8 is a diagram of the relationship between the deviation ΔN between target engine rotation speed and current engine rotation speed, and minute time, and Figure 9
The figure is another operation flow diagram for the condition check process of predictive control, Figure 10 is a relationship diagram between the differential value of the current engine speed and minute time, and Figure 11 is another operation flow diagram for the condition check process of predictive control. FIG. 12 is a diagram showing the relationship between vehicle speed and minute time, and FIG. 13 is a flowchart for calculating the upper and lower limits of target systemization during predictive control. DESCRIPTION OF SYMBOLS 1... Continuously variable transmission, 10... Input device, 11...
Fluid coupling, 12...Lock up clutch, 20...
-Low-high-speed motor 1 switching device, 22...Mode switching and maintenance device, 30...Continuously variable transmission, 31...Primary pulley, 32...Secondary pulley, 33...Endless belt, 110 ... Auxiliary transmission device, 60 ... Input shaft, 70 ... Output member, 71 ... Reduction gear device, 72
...differential gear device, 80...transfer device,
90... Forward/forward switching device, 101... CVT gear shifting motor, 120... Electronic control device, 150... Hydraulic control device, 152... LH switching momo, 154...
Motor for forward/backward switching. 177, 178.17 &...driver. Patent Applicant Aisin AW Co., Ltd. Company Representative Patent Attorney Mamoru Shimizu (1 other person) Figure 6 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12

Claims (16)

[Claims] (1) A control device for setting a control amount of a vehicle automatic transmission that transmits torque generated in an engine to an automatic transmission mechanism via a fluid transmission device to a target value, which includes a throttle opening sensor and a throttle opening sensor. means for calculating a rate of change in throttle opening detected by a sensor; means for determining whether the throttle is in an unstable state or in a stable state based on the rate of change; The present invention is characterized by having a means for performing control based on the detected value of the current control amount, and predicting the control amount after a minute time when the throttle is in a stable state, and controlling based on the predicted control amount. A control device for automatic transmissions for vehicles. (2) The control device for a vehicle automatic transmission according to claim 1, wherein the control amount is a rotational speed on the input side of the automatic transmission. (3) The control device for a vehicle automatic transmission according to claim 1, wherein the control amount is an engine rotational speed. (4) The control device for a vehicle automatic transmission according to claim 1, wherein the control amount is a gear ratio. (5) The control device for an automatic transmission for a vehicle according to claim 2, wherein the minute time is set by a function of a deviation between a target rotational speed and a current rotational speed. (6) The control device for an automatic transmission for a vehicle according to claim 2, 3 or 4, wherein the minute time is set by a function of a current rotational speed differential value. (7) The control device for a vehicle automatic transmission according to claim 2, 3 or 4, wherein the minute time is set as a function of vehicle speed. (8) Claim 2, 3 or 4, wherein the minute time is a constant value.
A control device for the automatic transmission for a vehicle as described above. (9) Two variable pulleys consisting of a fixed flange and a movable flange whose relative positions can be changed by an electric motor are provided facing each other, and an endless belt with a V-shaped or trapezoidal cross section is stretched between the two variable pulleys. A control variable for a vehicle automatic transmission that continuously converts and outputs the engine rotation speed transmitted via a fluid transmission device by changing the radial position where an endless belt contacts each variable pulley. A control device for setting a target value to a throttle opening sensor, a means for calculating a rate of change in the throttle opening detected by the throttle opening sensor, and determining whether the throttle is in an unstable state based on the rate of change. If the throttle is in an unstable state, it is controlled based on the detected value of the current control amount, and if the throttle is in a stable state, it is controlled after a minute time. 1. A control device for an automatic transmission for a vehicle, comprising means for predicting a control amount and performing control based on the predicted control amount. (10) The control device for an automatic transmission for a vehicle according to claim 9, wherein the control amount is a rotational speed on the input side of the automatic transmission. (11) The control device for an automatic transmission for a vehicle according to claim 9, wherein the control amount is an engine speed. (12) The control device for an automatic transmission for a vehicle according to claim 9, wherein the control amount is a gear ratio. (13) The control device for an automatic transmission for a vehicle according to claim 10, 11, or 12, wherein the minute time is set by a function of a deviation between a target rotation speed and a current rotation speed. (14) The control device for an automatic transmission for a vehicle according to claim 10, 11 or 12, wherein the minute time is set by a function of a current rotation speed differential value. (15) The control device for a vehicle automatic transmission according to claim 10, 11, or 12, wherein the minute time is set as a function of vehicle speed. (16) Claims 10 and 11 in which the minute time is a constant value.
Or the control device for a vehicle automatic transmission according to 12.