JPH06159489A - Shift control device for continuously variable transmission - Google Patents

Abstract

PURPOSE:To provide a shift control device for continuously variable transmis sion, which can give direct travel feeling approximate to that obtained a gear type transmission with no slip feeling. CONSTITUTION:A desired engine rotational speed TNe which has been computed by computing means M4, M5 from a vehicle speed V and a vehicle speed variation DELTAV is used as a desired value with which a control means M6 controls the gear ratio of a continuously variable transmission C. At this time, in addition to an adaptive coefficient K which has been computed by a computing means M1 in accordance with a running condition of the vehicle, computing means M2, M3 compute a lower limit value TNemin, and a high limit value TNemax of the desired engine rotational speed TNe, respectively, from the vehicle speed V and an engine load thetaTH If the desired engine rotational speed TNe deviates from the lower limit value TNemin, or the upper limit value TNemax, the control means M6 controls the gear ratio of the continuously variable transmission C with the use of the upper and lower limit values TNemin, TNemax as a desired value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a speed change control device for a continuously variable transmission, and more particularly to feedback of a gear ratio of a continuously variable transmission connected to an engine so that an actual engine speed matches a target engine speed. The present invention relates to a shift control device for a continuously variable transmission that controls.

[0002]

2. Description of the Related Art As a shift control device for a continuously variable transmission for a vehicle, Japanese Patent Publication No. 62-52180 and Japanese Patent Laid-Open No. 59-2.
The one described in Japanese Patent No. 6656 is known.

The one described in Japanese Patent Publication No. 62-52180 (hereinafter referred to as the first conventional example) is composed of a shift-up zone and a shift-down zone of a continuously variable transmission set according to the operating state of the engine. A hold zone for holding the gear ratio of the continuously variable transmission constant is provided between them, and when it is determined that the vehicle is in an accelerating state or a decelerating state based on the throttle opening, the hold zone is set from the steady running state. Is also widely set.

Further, the one described in Japanese Patent Laid-Open No. 59-26656 (hereinafter referred to as the second conventional example) is different from the engine speed, which is the original control target value, in the throttle opening, for example. A comparative rotation speed of the engine determined on the basis of this is set, and the shift control of the continuously variable transmission is performed by using this comparative rotation speed as a control target value.

[0005]

FIG. 17 shows a shift characteristic according to the first conventional example.

Considering the case of accelerating from point A to point B in the figure, an ideal transmission, that is, a gear type transmission without slippage, can accelerate on a straight line (shown by a broken line) passing through the origin. However, in an actual continuously variable transmission such as a belt type continuously variable transmission, the conversion efficiency of input / output rotation is not 100%, and slippage occurs,
During acceleration, the engine speed Ne exceeds the ideal speed (shown by the broken line), and during deceleration, the engine speed Ne falls below the ideal speed. As a result, there arises a problem that a feeling of slippage is generated during acceleration / deceleration and the traveling feeling is impaired.

Moreover, since the gear ratio is fixed in the hold zone, it is difficult to freely set the gear shifting characteristics. For example, it is impossible to accelerate from point C (the gear ratio is at the top) in the figure toward point B.

FIG. 18 shows a shift characteristic according to the second conventional example.

Considering the case of accelerating from point A to point B in the figure, since the gear ratio of the continuously variable transmission is controlled so as to pass through the movement path of the target value, no slipperiness is felt. However, the target value changes with time. For example, when the running resistance or the engine output changes,
The amount of change in vehicle speed per the same time changes, and the vehicle travels through different routes in the figure. This may be a big discomfort for a driver who is accustomed to driving a gear transmission vehicle, and may give a feeling that driving is difficult.

Further, as shown in FIG. 19, when the output characteristic of the engine has a large peak, the movement path of the target value may not be a straight line and may give an unnatural running feeling.

The present invention has been made in view of the above-mentioned circumstances. Even if the running resistance or the engine output changes, the feeling of slipping of the transmission is not felt and a direct running feeling close to that of a gear type transmission vehicle is provided. An object of the present invention is to provide a shift control device for a continuously variable transmission that is obtained.

[0012]

To achieve the above object, the present invention is connected to an engine so that the actual engine speed matches the target engine speed, as shown in the claim correspondence diagram of FIG. In a shift control device for a continuously variable transmission that feedback-controls a gear ratio of a continuously variable transmission, an adaptive coefficient calculation means for calculating an adaptive coefficient based on a running state of a vehicle; a target engine based on a vehicle speed and an adaptive coefficient. Target engine rotation speed lower limit value calculation means for calculating the rotation speed lower limit value; target engine rotation speed upper limit value calculation means for calculating the target engine rotation speed upper limit value based on the vehicle body speed, the adaptation coefficient and the engine load; Target engine speed change amount calculating means for calculating a target engine speed change amount based on the target vehicle speed change amount; Target engine speed calculating means for calculating the target engine speed this time based on the engine speed change amount; and the target engine speed calculated this time is between the target engine speed lower limit value and the target engine speed upper limit value. In some cases, the target engine rotation speed calculated this time is set as a target value, and when the target engine rotation speed calculated this time is less than the target engine rotation speed lower limit value, the target engine rotation speed lower limit value is set as the target value, and When the target engine speed calculated this time exceeds the target engine speed upper limit value, the target engine speed upper limit value is set as a target value, and the continuously variable transmission is set so that the actual engine speed matches the target value. And a gear ratio control means for performing feedback control of the gear ratio of.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

As shown in FIG. 1, a continuously variable transmission C connected to an engine E mounted on an automobile has a drive pulley 2 provided on an input shaft 1 and a driven pulley 4 provided on an output shaft 3.
An endless belt 5 wound around both pulleys 2 and 4 is provided. The drive pulley 2 is provided with an actuator 6, and when the groove width of the drive pulley 2 is increased / decreased by the actuator 6, the groove width of the driven pulley 4 is decreased / increased in response to the increase / decrease. The gear ratio of changes.

An electronic control unit composed of a microcomputer
Knit U is a central processing unit (CPU) 7, random
Access memory (RAM) 8, read-only memory
(ROM) 9, input circuit 10, output circuit 11 and AD converter
The converter 12 is provided. The vehicle speed of the automobile is input to the input circuit 10.
Vehicle speed detector 13 for detecting V, real engine of engine E
The engine speed detector 14 for detecting the speed Ne,
Jin E load (throttle opening in the embodiment) θ_THDetect
The engine load detector 15 and the timer 16 are connected
In addition, the output circuit 11
The motor driver 17 is connected. This motor driver
17 is a gear ratio control means M in the present invention. ₆Make up
It

Next, the contents of the main routine executed in the electronic control unit U will be described with reference to the flowchart of FIG.

First, after initializing the system in step S1, the engine load θ _TH from the engine load detector 15 is read in step S2, and the running condition of the vehicle is read based on the data such as the engine load θ _{TH in} step S3. The adaptive coefficient K described later, which is a parameter indicating
Is calculated. The loop of steps S2 to S4 is a ring buffer for the engine load θ _TH in the adaptive coefficient calculation routine (see FIG. 3) described later, and in the first interrupt routine (see FIG. 4) and the second interrupt routine (see FIG. 5). This is repeated until all the data is collected in the ring buffer for the vehicle speed V, the ring buffer for the vehicle acceleration G, and the ring buffer for the engine speed Ne.

Next, the subroutine for calculating the adaptive coefficient K will be described with reference to the flowchart of FIG.

First, the loop of steps S21 to S28 is repeated five times from p = 0 to p = 4, and five values θ of the engine load θ _TH sampled at predetermined intervals are obtained.
When _TH0 through? _TH5 are stored in the theta _THp ring buffer,
In step S24, p is reset to 0. Incidentally, the contents after step S25 will be described later in detail.

Next, the contents of the first interrupt routine will be described with reference to the flowchart of FIG.

The first interrupt routine is started by interrupting the execution of the main routine each time the wheel speed sensor constituting the vehicle speed detector 13 outputs a pulse in accordance with the rotation of the wheel. The output of the timer 16 is read.

In order to detect the vehicle speed, it is necessary to know the time interval between two consecutive pulses, and if the pulse detected for the first time after the power is turned on is m = 0 pulse, then m.
The vehicle speed can be calculated when = 1 pulse is detected. That is, when m = 1 and two pulses (m = 0 pulse and m = 1 pulse) are detected in step S32, m is incremented in step S33 and is proportional to the tire diameter in step S34. The vehicle body speed is calculated by dividing the constant by the time interval of the two pulses, and this vehicle body speed is stored as the vehicle body speed V _{0 in} the first address of the V _n ring buffer in step S35. Thus, the vehicle body speed calculated for each loop is stored as the vehicle body speeds V _{0 to} V _{9 in} steps of 10 addresses in the V _n ring buffer.

In order to calculate the vehicle body acceleration, two consecutive vehicle body speeds and the time intervals at which they are calculated are required, and for that purpose, three pulses are required. In step S36, m = 2 and three pulses (m = 0 pulse,
(m = 1 pulse and m = 2 pulse) are detected, V _n
Since two vehicle body speeds (V ₀ and V ₁ ) are stored in the ring buffer, the difference between the vehicle body speed V ₁ and the vehicle body speed V ₀ is calculated by two pulses (m = 1 pulse and m = Two
The vehicle body acceleration is calculated by dividing by the time interval of (pulse), and this vehicle body acceleration is stored in the first address of the G _n ring buffer as the vehicle body acceleration G _{0 in} step S38. Thus, the vehicle body acceleration calculated for each loop is stored as the vehicle body accelerations G _{0 to} G _{9 in} steps at 10 addresses in the G _n ring buffer.

Then, in step S39, n is incremented for each loop, and in step S40, when n reaches 10 and the data of the vehicle body speed and the vehicle body acceleration are gathered in the V _n ring buffer and the G _n ring buffer, _n is obtained in step S41. Is reset to 0, and the previous timer value is replaced with the current timer value in step S42.

Next, the contents of the second interrupt routine will be described with reference to the flowchart of FIG.

The second interrupt routine is started by interrupting the execution of the main routine each time the engine speed detector 14 outputs a pulse in accordance with the rotation of the crankshaft. First, the output of the timer 16 is output in step S51. Is read.

To detect the engine speed, two consecutive
It is necessary to know the time interval of each pulse,
If the first detected pulse is j = 0 pulse,
Next, when j = 1 pulse is detected, the engine speed is
It can be calculated. That is, j = 1 in step S52.
2 pulses 2 pulses (j = 0 pulse and j
= 1 pulse) is detected, j is reset in step S53.
And the above two in step S54
The engine speed is calculated from the time interval of
Engine speed N is the engine speed N in step S55.
e₀As Ne _kStored in the first address of the ring buffer
Be done. Then, k is incremented in step S52
However, the engine speed calculated for each loop is
Rotational speed Ne ₀~ Ne₉As Ne_kRing buffer 1
The data is stored in 0 addresses while stepping forward. Step S
At 57, k reached 5 and Ne_KEngine in ring buffer
When the data on the number of revolutions are complete, k is reset to 0 in step S58.
Set and set the previous timer value in step S59.
Is replaced with the current timer value.

When the data is collected in each of the ring buffers in step S4 of the main routine of FIG. 2, the engine load θ _TH is read again and the adaptation coefficient K is calculated in subsequent steps S5 and S6.

Step S of the adaptive coefficient calculation routine of FIG.
25, V in the first interrupt routine_n
Ten values of vehicle speed V accumulated in the ring buffer₀
~ V ₉By taking the average value of
Is calculated.

In step S26, the average engine speed Nes is calculated by taking the average value of the ten engine speeds Ne _{0 to} Ne ₉ stored in the Ne _k ring buffer in the second interrupt routine. It

In step S27, θ_THpRing buff
5 values θ stored in_TH0~ Θ _TH4Take the average of
Therefore, the average engine load θ_THs is calculated.

Then, in step S28, the adaptive coefficient K is calculated from the average value θ _TH s of the engine load θ _{TH and} the average value G s of the vehicle body acceleration G on the basis of K = aθ _TH s + bGs. In the above equation, a and b are preset constants.

Hereinafter, the vehicle speed V, the engine speed Ne,
As the engine load θ _TH and the vehicle body acceleration G, the average vehicle body speed Vs and the average engine speed Ne that are sequentially updated.
s, average engine load θ _TH s, and average vehicle body acceleration Gs are used.

When the value of the adaptive coefficient K is determined as described above, the process proceeds to step S7 of the flowchart of FIG. 2 and the target engine speed lower limit value TNe _min is obtained based on the map of FIG. That is, in FIG. 6, the target engine speed lower limit value T is calculated from the vehicle speed V and the adaptation coefficient K.
Ne _min is searched. This will be described in more detail with reference to FIG. 7, where Va, which is the last two values before and after the vehicle body speed = V,
Vb and the adaptation coefficient = the two most recent values Ka and Kb before and after K
And four intersection points P _{1 to} P ₄ are searched, and these four points P ₁ to P ₄ are searched.
The target engine speed lower limit value TNe _min is determined by linearly interpolating ~ P ₄ .

Then, in step S8, the target engine speed upper limit value TNe _max is obtained based on the map of FIG. That is, in FIG. 8, the target engine speed upper limit value TNe _max is retrieved from the vehicle speed V, the adaptation coefficient K, and the engine load θ _TH . This will be described in more detail with reference to FIG. 9. Eight intersections of the two values before and after the vehicle speed = V, the two values before and after the adaptation coefficient = K, and the two values before and after the engine load = θ _TH. Q ₁ to Q ₈ are the search, the target engine rotational speed upper limit value TNe _max is determined by linear interpolation of these eight points Q ₁ to Q _8.

Then, in step S9, the target engine speed change rate is obtained based on the map of FIG. That is, in FIG. 10, the target engine speed change rate (the change amount of the target engine speed with respect to the change amount of the vehicle speed) is searched from the vehicle speed V. Next, in step S10, from the difference between the vehicle body speed V (initial value V = 0) calculated in step S6 in the previous loop of the main routine and the latest vehicle body speed V calculated in step S6 in this loop. The vehicle body speed change amount ΔV is calculated, and the vehicle body speed V previously calculated in step S11 is replaced with the newly calculated vehicle body speed V.

Then, in step S12, the target engine speed change rate obtained in step S9 and step S12
The target engine speed change amount ΔTNe is calculated by multiplying the vehicle body speed change amount ΔV obtained in 10 (see FIG. 11).

When the target engine speed change amount ΔTNe is determined as described above, the target engine speed TNe is determined from the target engine speed change amount ΔTNe in the following step S13 as follows. That is, the initial value of the target engine speed TNe is set to the vehicle speed V =
The target engine speed lower limit value TNe _min is set to 0, and the target engine speed TNe is determined by adding the target engine speed change amount ΔTNe obtained in step S12 to the previous target engine speed TNe. .

When the target engine speed TNe exceeds the target engine speed upper limit value TNe _max obtained in step S8 in step S14, step S14
When the target engine speed upper limit value TNe _max is set to the target engine speed TNe in 15 and the target engine speed TNe is lower than the target engine speed lower limit value TNe _min obtained in step S7 in step S16,
The target engine speed lower limit value TNe _min is set as the target engine speed TNe.

Thus, in order that the actual engine speed Ne of the engine E, which is the control amount, may coincide with the target engine speed TNe, which is the target value determined as described above, the continuously variable shift, which is the operation amount. The gear ratio of the machine C is feedback-controlled via the actuator 17, and in the process, the gear ratio is L
When it reaches ow or Top, the operation of the actuator 17 is stopped.

Next, the effect of the present invention in comparison with the above-mentioned first conventional example and second conventional example will be described.

FIG. 12 shows the vehicle speed V and the actual engine speed N when the throttle opening is increased on an uphill road.
It shows how e changes.

First, in the gear type transmission vehicle,
When the throttle opening is gradually increased from point A, the vehicle body speed V decreases because the vehicle is on an uphill slope while the rear wheel output is smaller than the running resistance. At this time, since the ratio of the vehicle body speed V and the actual engine speed Ne is constant due to the gear type transmission, the actual engine speed Ne decreases on the straight line passing through the origin in the figure. When the rear wheel output balances the running resistance due to the increase in the throttle opening, the vehicle speed V and the actual engine speed Ne stop decreasing, and when the throttle opening further increases, the vehicle speed V and the actual engine speed Ne pass through the origin. The top increases toward point B.

On the other hand, in the first conventional example, if the slip amount of the continuously variable transmission is zero, the same characteristic as that of the gear type transmission vehicle can be obtained. The rotation speed Ne becomes higher than that of the gear type transmission vehicle. Since the slip amount of the continuously variable transmission increases as the output of the engine E increases, its characteristic is a curve passing through the points A and D.

In the second conventional example, since the target engine speed (original target value) becomes large when the throttle opening is increased at point A, the vehicle speed V decreases on the uphill. Nevertheless, the target engine speed (comparative value) increases every control cycle. As a result, the characteristic becomes a curve that passes through the points A and E, and a large upshift feeling of the actual engine speed Ne is felt in the minute period when the throttle starts to open.

On the other hand, in the present invention, the moving direction of the target engine speed is not related to the throttle opening, and the target engine speed TNe increases when the vehicle body speed change amount ΔV is positive (acceleration). Body speed change amount ΔV is negative (deceleration)
In this case, the target engine speed TNe is reduced (see FIG. 11). Therefore, when the vehicle speed V decreases due to an uphill, the target engine speed TNe decreases as a function of the preset vehicle speed V, and the actual engine speed Ne also decreases accordingly. After the drive wheel output and the running resistance are balanced, the target engine speed TNe, that is, the actual engine speed N is increased as the vehicle body speed V is increased.
As e increases, the characteristic becomes a straight line passing through points A and C.

That is, as shown in FIG. 13 (A), in the second conventional example, the actual engine speed Ne increases regardless of the decrease in the vehicle body speed V, but as shown in FIG. 13 (B). ,
In the present invention, the actual engine speed Ne is temporarily decreased as the vehicle body speed V is decreased, and then the actual engine speed Ne is increased. Since the characteristics of the present invention are similar to those of a gear transmission vehicle, that is, the feeling from when the driver opens the throttle to when the power comes out, a driver familiar with driving a conventional gear transmission vehicle. It is extremely easy to drive.

As is clear from FIG. 12, the characteristics of the gear type transmission vehicle (straight line passing through points A and B)
On the other hand, the inclination of the characteristic of the present invention (a straight line passing through the points A and C) is set to be slightly large, and the reason is as follows. That is, when the characteristics are set as described above, the actual engine speed Ne increases relatively quickly in the state where the gear ratio is close to Top, so that the acceleration performance can be improved by the sufficient output of the engine E. However, conversely, when the gear ratio is close to Low, the actual engine speed Ne
May unnecessarily rise too much and slow down acceleration,
The inclination of the characteristic (a straight line passing through the points A and C) may be set to be smaller than the characteristic (a straight line passing through the points A and B) of the gear type transmission vehicle. In short, the characteristics of the present invention can be set in an optimum state depending on the output characteristics of the engine E, the vehicle body weight, the gear ratio, and the like.

Although the case where the automobile is approaching an uphill is illustrated here for the purpose of clarifying the difference, the above-described effects of the present invention can be achieved even on a flat ground.

By the way, in the present invention, the target engine speed lower limit value TNe _min and the target engine speed upper limit value TNe are set.
_{Although max} is a variable value, it is the target engine speed lower limit value TNe _min and the target engine speed upper limit value T.
This is because the following problems occur when Ne _max is set to a fixed value. That is, considering the case of accelerating during traveling at point A in FIG. 14, the acceleration is performed along the acceleration path indicated by the arrow. Since the actual engine speed Ne is low and the gear ratio is Top at point A, the vehicle body driving force is the smallest. Therefore, when the vehicle approaches a steep uphill slope while traveling at the point A, it is impossible to climb unless the gear ratio is shifted to the Low side and the actual engine speed Ne is increased. However, actually, unless the vehicle body speed V increases, the target engine speed TNe does not increase and the actual engine speed Ne does not increase. That is, if the target engine speed lower limit value TNe _min and the target engine speed upper limit value TNe _max are set to fixed values, a case where a steep uphill cannot be climbed may occur.

However, by making the target engine speed lower limit value TNe _min and the target engine speed upper limit value TNe _max variable as in the present invention, the above problems are solved. That is, when the vehicle approaches a steep uphill slope while traveling at point A in FIG. 15 and opens the throttle opening θ _TH as shown in FIG. 16, the average throttle opening θ _TH s (that is, the average engine opening θ _TH s as shown by the broken line). Load) gradually increases. As a result, the adaptation coefficient K = aθ _TH s + bGs increases and the target engine speed lower limit value TNe _min also increases (see the map in FIG. 6), so point A in FIG. 15 moves to point B and is newly added from point B. It will be accelerated by a different acceleration path. Since the actual engine speed Ne and the gear ratio that can be accelerated are obtained by shifting from the point A to the point B,
It is possible to climb a steep uphill slope.

Thus, in the present invention, when the driving force is sufficient, the target engine speed TNe is changed as a function of the vehicle body speed V to give a close feeling to the gear type transmission vehicle and the driving force is insufficient. In such a situation, the target engine speed lower limit value TNe _min can be increased to recover the driving force.

Although the embodiments of the present invention have been described above in detail, the present invention is not limited to the above embodiments, and various design changes can be made.

For example, in the embodiment, the adaptive coefficient K is determined on the basis of the engine load θ _TH and the vehicle body acceleration G.
The adaptation coefficient K can be determined based on various parameters other than the above that represent the traveling state of the vehicle. That is, the adaptation coefficient K can be determined based on parameters such as the steering wheel operating frequency, the brake operating frequency, the average lateral acceleration value, the average bank angle value, the driving wheel torque, and the slope of the slope.

[0055]

As described above, according to the present invention, the target engine speed is calculated based on the vehicle speed and the amount of change in the vehicle speed, and the continuously variable transmission is performed so that the actual engine speed matches the target value. Since the gear ratio of the machine is feedback-controlled, even if the running resistance or engine output changes, it is possible to obtain a direct driving feeling that is similar to that of a gear type transmission vehicle without feeling the slipperiness of the unauthorized transmission. . Moreover, the target engine speed lower limit value and the target engine speed upper limit value are calculated based on the adaptation coefficient obtained from the running state of the vehicle, and when the target engine speed target value deviates from the lower limit value and the upper limit value, Since the lower limit value and the upper limit value are set as target values and the gear ratio of the continuously variable transmission is feedback-controlled, the target engine speed can be increased to recover the driving force when the driving force is insufficient. .

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of an embodiment.

FIG. 2 is a flowchart of a main routine

FIG. 3 is a flowchart of an adaptive coefficient calculation subroutine.

FIG. 4 is a flowchart of a first interrupt routine.

FIG. 5 is a flowchart of a second interrupt routine.

FIG. 6 is a map for obtaining a target engine speed lower limit value from a vehicle speed and an adaptation coefficient.

7 is an enlarged view of a main part of FIG.

FIG. 8 is a map for obtaining a target engine speed upper limit value from a vehicle speed, an adaptation coefficient and a throttle opening.

9 is an enlarged view of a main part of FIG.

FIG. 10 is a map for obtaining the target engine speed change rate from the vehicle speed.

FIG. 11 is a map for obtaining a target engine speed change amount from a vehicle body speed change amount.

FIG. 12 is a graph showing the relationship between vehicle speed and engine speed.

FIG. 13 is a graph showing changes in vehicle speed, engine speed, and throttle opening with time.

FIG. 14 is a graph showing acceleration characteristics when the target engine speed lower limit value and the target engine speed upper limit value are fixed values.

FIG. 15 is a graph showing acceleration characteristics when the target engine speed lower limit value and the target engine speed upper limit value are variable.

FIG. 16 is a graph showing changes over time in throttle opening.

FIG. 17 is a graph showing shift characteristics of the first conventional example.

FIG. 18 is a graph showing shift characteristics of a second conventional example.

FIG. 19 is a graph showing the relationship between vehicle speed and engine torque with respect to the engine speed of the second conventional example.

FIG. 20: Claim correspondence diagram

[Explanation of symbols]

C continuously variable transmission E engine M ₁ adaptation coefficient calculation means M ₂ target engine speed lower limit value calculation means M ₃ target engine speed upper limit value calculation means M ₄ target engine speed change amount calculation means M ₅ target engine speed calculation Means M ₆ Gear ratio control means V Vehicle speed ΔV Vehicle speed change amount G Vehicle acceleration θ _TH Engine load Ne Actual engine speed TNe Target engine speed TNe _min Target engine speed lower limit value TNe _max Target engine speed upper limit value ΔTNe target Change in engine speed

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Office reference number FI technical display location F16H 59:48 8009-3J

Claims (1)

[Claims] 1. A continuously variable transmission that feedback-controls a gear ratio of a continuously variable transmission (C) connected to an engine (E) so that an actual engine speed (Ne) matches a target engine speed (TNe). In a shift control device for an aircraft, an adaptive coefficient calculating means (M ₁ ) for calculating an adaptive coefficient (K) based on a running state of a vehicle; a target engine rotation based on a vehicle body speed (V) and an adaptive coefficient (K). Number lower limit (TNe
_min ) and a target engine speed lower limit value calculating means (M ₂ ); a target engine speed upper limit value (TNe _max ) based on a vehicle speed (V), an adaptation coefficient (K) and an engine load (θ _TH ). Target engine speed upper limit value calculating means (M ₃ ); and a target engine speed change amount (ΔT) based on the vehicle body speed (V) and the vehicle body speed change amount (ΔV).
Target engine speed change amount calculating means (M ₄ ) for calculating Ne); and target engine speed (TN) calculated last time
e) and the target engine speed change amount (ΔTNe) based on the target engine speed change amount (ΔTNe), and a target engine speed calculation means (M ₅ ) for calculating a current target engine speed (TNe); and a target engine speed (TNe) calculated this time. ) Is between the target engine speed lower limit value (TNe _min ) and the target engine speed upper limit value (TNe _max ), the target engine speed (TNe) calculated this time is set as a target value, and the target calculated this time. engine speed (TNe) is the target engine rotational speed limit value the target engine rotational speed limit value when below (TNe _min) (TNe _min) was used as a target value and the target engine speed computed this time (TNe) There is a target value the target engine speed upper limit (TNe _max) in the case of exceeding the target engine rotational speed upper limit value (TNe _max), the actual end to its target value Down rotational speed (Ne) is the continuously variable transmission so as to coincide with the transmission ratio control means for feedback controlling the transmission ratio of (C) (M _6); characterized by comprising a continuously variable transmission Shift control device.