JPH1194064A - Vehicular driving force controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent hunting of the gear ratio even if torque down in traction control is applied in torque clown of an engine. SOLUTION: Input torque Tin of a toroidal-type continuously variable transmission is estimated on the basis of engine output torque Te by an estimating means 75, the correction amount TS1 for setting the gear ratio to the downshift side in torque down is calculated from the input torque Tin and the target gear ratio RTO by a calculating means 76, and a value obtained by correcting a controlled variable STP by the correction amount TS1 is taken as a target controlled variable DSRSTP to a gear ratio adjusting means 71 and calculated by a calculating means 77. In this case, engine output torque Te to be used for estimation of input torque Tin according to the torque decreasing amount suitable for the slip state is decreased and corrected by a correcting means 81 during torque decreasing and also in torque down of the engine.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving force control device for a vehicle for adjusting a wheel driving force according to a slip state of a wheel.

[0002]

2. Description of the Related Art Conventionally, for example, Japanese Patent Application Laid-Open No. 3-67042
As described in Japanese Patent Application Laid-Open No. H8-144803, traction control is known in which the driving force of the wheel is reduced to avoid the slip when the wheel slips.

[0003] Slip may occur in the drive wheels due to road surface conditions such as during acceleration of the vehicle. At this time, slip is avoided by temporarily reducing the output torque of the engine according to the slip ratio. . In order to temporarily reduce the output torque, the fuel supply to some of the cylinders is cut off, or the opening of the second throttle valve driven by an actuator such as a step motor is reduced.

[0004]

By the way, due to its structure, when the engine torque is reduced, the actual gear ratio shifts to the upshift side with respect to the target gear ratio due to the torque shift (that is, the driving force decreases below the target). In addition, there is a toroidal-type continuously variable transmission having a characteristic that the deviation from the target speed ratio increases as the amount of torque reduction increases (see FIG. 12).

When the above-described traction control is introduced into a vehicle having such a toroidal-type continuously variable transmission, when the torque of the engine is reduced, on a road surface having a small friction coefficient such as when a part of the road surface is frozen, It may shift to traction control.

If the torque is reduced by the traction control when the engine torque is reduced, the actual gear ratio shifts further to the upshift side, and the shift control attempts to return the shifted gear ratio to the target gear ratio. Since the response of the control is low, the return is delayed, and as a result, hunting of the transmission ratio occurs. Due to the hunting of the speed ratio, the driving force of the wheels (the longitudinal acceleration applied to the vehicle body) changes suddenly, and a driving force is applied to the vehicle body to deteriorate the drivability.

More specifically, in the toroidal-type continuously variable transmission, the toroidal-type continuously variable transmission is controlled based on the engine output torque Te in order to compensate for the shift of the gear ratio to the upshift side when the engine torque is reduced. Input torque T
and the input torque Tin and the target speed ratio RT
By adding the correction amount TS1 obtained from O to the step motor control amount STP corresponding to the target speed ratio RTO, the target control amount D of the step motor (speed ratio adjusting means) is obtained.
Although SRSTP is determined (see FIG. 8), when torque reduction in traction control is applied at the time of engine torque reduction, the input torque Tin is determined by using the engine torque when traction control is not performed. With the estimation, the correction amount TS1 is excessively estimated, and the target control amount DSRSTP of the step motor becomes excessively large.

Therefore, according to the present invention, when a shift is made to the traction control, the output torque of the engine used for estimating the input torque Tin or the input torque itself is reduced and corrected in accordance with the amount of torque reduction in the traction control. It is an object of the present invention to improve operability by preventing hunting of a gear ratio even when torque reduction in traction control is applied during torque reduction.

[0009]

According to a first aspect of the present invention, as shown in FIG. 16, a toroidal-type continuously variable transmission having a characteristic that a gear ratio shifts to an upshift side from a target due to a torque shift when an engine torque is reduced. 70, means 71 for adjusting the gear ratio of the toroidal type continuously variable transmission 70,
Means 72 for calculating a target gear ratio RTO in accordance with the driving state of the vehicle; means 73 for calculating a control amount STP to the gear ratio adjusting means 71 in accordance with the target gear ratio RTO; and calculating an engine output torque Te. Means 74 for estimating the input torque Tin of the continuously variable transmission based on the engine output torque Te;
n and the target speed ratio RTO, the correction amount T for setting the speed ratio to the downshift side at least when the engine torque is reduced.
Means 76 for calculating S1; means 77 for calculating a value obtained by correcting the control amount STP with the correction amount TS1 as a target control amount DSRSTP to the speed ratio adjusting means 71; In a vehicle driving force control device including a means 78 for controlling a gear ratio by giving to the adjusting means 71, a means 79 for judging a slip state from a rotational speed difference between a driven wheel and a driving wheel, and Means 80 for reducing engine output torque
The engine output torque Te or the input torque Ti used for estimating the input torque Tin corresponding to the amount of torque reduction corresponding to the slip state during torque reduction according to the slip state and at the time of torque reduction of the engine.
and means 81 for correcting the amount of decrease in n.

According to a second aspect of the present invention, in the first aspect of the invention, when the torque reducing means 80 according to the slip state is means for increasing the number of fuel cut cylinders as the degree of slip increases, the fuel cut cylinder A torque reduction amount according to the slip state is estimated from the number.

According to a third aspect of the present invention, there is provided a throttle control device not linked to an accelerator pedal in the first aspect of the invention, and a torque reducing means 80 according to the slip state.
However, in the case where the throttle control device is driven to reduce the throttle as the degree of the slip increases, the amount of torque reduction according to the slip state is estimated from the throttle degree of the throttle control device.

According to a fourth aspect of the present invention, in the third aspect, the throttle control device is provided in the first aspect in conjunction with an accelerator pedal.
A second throttle valve downstream of the throttle valve and driven by an actuator.

[0013]

According to the first aspect of the present invention, when the torque of the engine is reduced and the torque is reduced in accordance with the slip state, the engine output torque (the input torque of the continuously variable transmission) is adjusted in accordance with the torque reduction amount in accordance with the slip state. ) Is reduced and the target control amount to the speed ratio adjusting means is reduced, so that the speed ratio is returned to the downshift side. In other words, even when the torque is reduced in accordance with the slip state when the torque of the engine is reduced, the target control amount to the speed ratio adjusting means can be provided without excess or deficiency, and hunting of the speed ratio is prevented to achieve the target speed ratio. And can calm down.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, an engine controller 3 controls, for example, a part of a cylinder based on a control signal from a TCS controller 4 in accordance with a slip state of a driving wheel during acceleration of a vehicle. The driving force reduction control (traction control) is performed by cutting the fuel injection, narrowing the throttle, and retarding the ignition timing.

For this reason, the TCS controller 4 includes a throttle valve opening TVO linked to the accelerator pedal.
Signal from a throttle sensor for detecting the engine speed, and also signals from various sensors for detecting the operating state, such as a rotation speed sensor for detecting the engine speed, a vehicle speed sensor for detecting the vehicle speed, and a cooling water temperature sensor for detecting the engine cooling water temperature. And a wheel speed sensor 5 for detecting the number of rotations of the rear wheels to which the output rotation of the engine is transmitted via an automatic transmission.
RR and 5RL, as well as signals from the wheel speed sensors 5FR and 5FL for detecting the rotation speed of the front wheels are also input.

The TCS controller 4 calculates the slip ratio of the drive wheels based on the speed ratio between the drive wheels and the driven wheels. When the slip ratio is equal to or greater than a predetermined value, the TCS controller 4 outputs a traction control signal corresponding to the slip ratio to the engine control controller. And the traction control is terminated when the slip ratio becomes equal to or less than a predetermined value.

On the other hand, the vehicle is provided with a toroidal type continuously variable transmission 10 as an automatic transmission. This continuously variable transmission 10 is known, and will be outlined with reference to FIGS. 1 to 8 (for details, see Japanese Patent Application Laid-Open No. 8-338490).

As shown in FIG. 1, the continuously variable transmission 10 is set to a predetermined speed ratio according to the driving state of the vehicle by a speed ratio changing means 9 (speed ratio adjusting means) controlled by a speed control controller 2. Is done.

The shift control controller 2 is connected to an engine control controller 3 for controlling the engine 1 and reads the engine speed Ne, the throttle opening TVO and the torque reduction amount Tdw detected by the crank angle sensor 8, while continuously variable. The input shaft rotation speed Nt and the output shaft rotation speed No from the input shaft rotation sensor 6 and the output shaft rotation sensor 7 of the transmission 10 are read, and the target gear ratio RTO according to the operation state is instructed to the gear ratio changing means 9. .

Here, as the continuously variable transmission 10, FIG.
The transmission is constituted by a half toroidal type continuously variable transmission as shown in FIG. 3, and a forward / reverse switching device 40 is interposed between the torque converter 12 coupled to the engine 1 and the continuously variable transmission 10. The rotation direction of the input shaft 16 of the machine 10 is switched.

The continuously variable transmission 10 includes a first toroidal transmission unit 1.
8 and a second toroidal transmission unit 20 comprising two sets of input / output disks 18a, 18b and 20a, 20b, between the input disk 18a and the output disk 18b of the first toroidal transmission unit 18. As shown in FIG. 3, the pair of power rollers 18c to be sandwiched are supported by the offset rotary shaft 50b.

The rotating shaft 50b is supported by a trunnion shaft 50a which allows rotation around the shaft.
a is driven by the actuator 50 in the vertical direction in the figure, and continuously changes the gear ratio by changing the inclination angle of the power roller 18c in accordance with the vertical displacement of the trunnion shaft 50a. The other power rollers also include a rotating shaft, a trunnion shaft, and an actuator (not shown).

As shown in FIG. 3, this actuator 5
0 is a control valve 60 as the speed ratio changing means 9
The control valve 60 selectively displaces the spool 63 by a step motor 61 responsive to a command from the transmission control controller 2 to an oil chamber 50L for driving the trunnion shaft 50a up and an oil chamber 50H for driving down. By supplying the hydraulic pressure, the trunnion shaft 50a coupled to the piston 50P is driven up and down to change the inclination angle of the power roller 18c, and the rise of the trunnion shaft 50a reduces the speed ratio and shifts up to the Hi side. On the other hand, when the gear ratio decreases, the gear ratio increases and shifts down to the low side.

At the lower end of the trunnion shaft 50a in the figure, a precess cam 67 for feeding back the displacement of the trunnion shaft 50a to the control valve 60 is provided, and a sleeve 64 driven via the precess cam 67 is provided.
Is relatively displaced between the control valve 60 and the sleeve 64, so that the hydraulic pressure supplied to the actuator 50 is adjusted.

The shift control controller 2 determines the amount of displacement of the spool of the control valve 60 based on the calculated target gear ratio RTO, and drives the step motor 61 in accordance with the amount of displacement to drive the continuously variable transmission 10. The inclination angle of the power roller is set to a value corresponding to the gear ratio.

The control performed by the shift control controller 2 is shown in flowcharts of FIGS. 4 to 7 and will be described with reference to these flowcharts. Each flowchart is executed at predetermined time intervals, for example, at every 10 msec.

FIG. 4 is a flowchart for detecting the operating state of the vehicle. In step S1, the engine speed Ne, the throttle opening TVO, the torque reduction amount Tdw, and the intake air amount Qa are read from the engine control controller 3 and continuously variable. The input shaft speed Nt and the output shaft speed No are read from the transmission 10.

In step S2, the vehicle speed VSP is obtained by multiplying the output shaft speed No by the conversion constant A.

The target speed ratio RTO is, as shown in FIG.
Shift control for fixing the gear ratio in the predetermined vehicle speed range shown in FIG. 13 is performed, and the target input rotational speed t is calculated from the calculated vehicle speed VSP.
Nt is calculated, and the target speed RTO is obtained by dividing the target input rotational speed tNt by the vehicle speed VSP.

Then, a step motor 61 for driving the control valve 60 in accordance with the target speed ratio RTO.
Is calculated from the no-load step table set in advance.

The flowchart of FIG.
In step S20, first, in step S20, the torque T input to the continuously variable transmission 10 in order to calculate the torque shift correction amount.
The in estimation calculation is performed.

In step S21, a necessary correction amount TS1 for correcting a torque shift generated in the continuously variable transmission 10 is set.
Is calculated.

Here, the torque shift generated in the toroidal-type continuously variable transmission 10 is, as shown in FIG. 3, up and down in accordance with the input torque at the free end of the rotating shaft 50b which supports the power roller 18c. In this case, the inclination angle of the power roller 18c also fluctuates according to the elastic deformation of the rotating shaft 50b, and this vertical force is also applied to the trunnion shaft 50a, so that the trunnion shaft 50a is elastically deformed in the axial direction. The tilt angle of the power roller 18c fluctuates, and the tilt angle of the power roller 18c also fluctuates due to the play of a bearing that supports the power roller 18c.

As shown in FIG. 12, the elastic deformation of the transmission mechanism or the torque shift due to the backlash of the mechanism is as follows.
It changes according to the gear ratio and the input torque, and when the gear ratio is set to R in the figure, the inclination angle of the power roller decreases as the input torque increases, and the gear ratio shifts toward R 'on the low side. Because of the fluctuation, the inclination angle of the power roller corresponding to the position of the spool of the control valve is shifted and deviates from the desired speed ratio.

The required correction amount TS1 required to correct the shift in the speed ratio is determined by a map of the target speed ratio RTO determined from the input torque Tin and the target input speed tNt (see the compensation step table shown in FIG. 8). ). Note that this map is set in advance by experiments and the like.

Step S21 constitutes the compensation loop shown in FIG. 8, and is obtained by adding the control amount STP corresponding to the target speed ratio RTO obtained from the no-load step table to the calculated necessary correction amount TS1. Step motor 6
The target control amount DSRSTP is 1.

In step S22, the processing of the flowchart shown in FIG. 6 is performed to determine the control amount ASTP actually output to the step motor.

That is, in FIG. 6, when the control amount per unit time of the step motor is DSTP, the control amount ASTP actually output to the step motor becomes the control amount DSTP per unit time until reaching the target control amount DSRSTP.
By increasing or decreasing by TP, the spool 63 of the control valve 60 is driven.

Next, at step S23, a torque shift correctable amount TS2 is calculated from the input shaft speed Nt, the target input speed tNt, and the necessary correction amount TS1. This correctable amount TS2 is determined by the shift responsiveness of the continuously variable transmission and the necessary correction amount T.
The speed change response is determined by the magnitude of S1, and greatly depends on the input shaft speed Nt.

In step S24, the necessary correction amount TS1 and the correctable amount TS2 are compared. If the required correction amount TS1 is larger than the correctable amount TS2, the flow advances to step S25 to request the engine controller 3 to reduce the torque. While the required correction amount TS1 is equal to or less than the correctable amount TS2, 10 msec.
The control amount ASTP to the step motor is output according to the flowchart of FIG. 7 executed every time.

Here, the correctable amount TS2 will be described.

The correctable amount TS2 is the input shaft rotation speed Nt.
The difference between the target input rotational speed tNt and the actual input shaft rotational speed Nt, and the necessary correction amount TS1 are determined as parameters, and are set as the correctable surfaces shown in FIG.

FIG. 9 shows the relationship between the Z axis and the target input rotational speed tNt, X
The axis is the actual input shaft rotation speed Nt, and the Y axis is the required correction amount TS1
The target input rotational speed tNt = N
A surface connecting the line t and a predetermined function tNt = f (TS1) is set as a correctable surface.

The area above the correctable surface is an OK zone in which the torque shift can be corrected by the shift control, while the area below the correctable surface in the figure cannot follow the torque shift in response to the shift control. Become a zone.

First, focusing on the relationship between the target input rotational speed tNt and the input shaft rotational speed Nt in the three-dimensional map of FIG. 9, the result is as shown in FIG. 10, and the area above the line of tNt = Nt in the figure is shown. In the example, while the target input rotation speed tNt is higher than the input shaft rotation speed Nt, the region below tNt = Nt is a region where the target input rotation speed tNt is lower than the input shaft rotation speed Nt.

In FIG. 9, when the required correction amount TS1 is very small, the line substantially at the line of tNt = Nt becomes a correctable line, that is, the target input rotational speed tNt.
When it is necessary to correct in the direction of increasing the torque, the torque shift acts on the side that increases the actual input shaft speed Nt. At this time, if the target input speed tNt increases, the torque of the output shaft jumps out due to the torque shift. Does not occur, and thus there is no rotation fluctuation of the output shaft.

On the other hand, when the required correction amount TS1 is large, the input torque T
In also increases, and the inclination of the correctable line determined by the target input rotation speed tNt and the input shaft rotation speed Nt increases.

Here, the target input rotation speed tNt is a target value of the actual input shaft rotation speed Nt.
Considering the case where there is no difference between the actual input shaft rotation speed Nt and the target input rotation speed tNt, tNt = Nt. Therefore, when both sides are divided by Nt, tNt / Nt−1 = 0 (1) Focusing on the relationship between the target input rotation speed tNt and the required correction amount TS1, tNt = f (TS1).

Therefore, the correctable surface shown in FIG. 9 is set as follows.

TNt / Nt−1 + f (TS1) = 0 (2) tNt / Nt−1 = −f (TS1) (3) tNt / Nt−1 = g (TS1) (4) tNt−Nt) / Nt = g (TS1) (5) This equation (5) is represented by a graph in FIG.
According to the difference between S1, the target input rotation speed tNt, and the input shaft rotation speed Nt, an area that can be corrected by the shift control is set. The upper part of the correctable line set by the predetermined function g (TS1) is a correctable area (OK zone), while the lower part of the correctable line is an area (NG zone) that cannot be followed by correction by the shift control. Become.

The correctable amount TS2 set as described above
Determines whether or not the shift control controller 2 can correct the torque shift in accordance with the change in the input torque.
If the required correction amount TS1 of the continuously variable transmission 10 exceeds the correctionable amount TS2 set in advance in accordance with the shift response or the like, a torque down request signal Se is sent to the engine control controller 3 and the engine 1 is controlled. By compensating for the response delay of the gear ratio changing means 9 and the like,
It is possible to prevent the torque from jumping out in a region where the variation of the throttle opening TVO is small, to prevent excessive rotation fluctuation and torque fluctuation of the drive shaft, and to improve drivability and riding comfort. is there.

The reduction of the torque performed on the engine 1 side is appropriately performed by timing retard of the ignition timing, fuel cut or fuel increase, operation of the idle speed control valve or the second throttle, or the like.

This concludes the overview of the toroidal type continuously variable transmission.

When the above-described traction control is introduced into a vehicle equipped with such a toroidal-type continuously variable transmission, when the torque of the engine is reduced, the friction coefficient is reduced on a road surface such as when a part of the road surface is frozen. If so, it may shift to traction control.

When the torque is reduced by the traction control when the engine torque is reduced, the actual speed ratio further shifts to the upshift side, and the shift control attempts to return the shifted speed ratio to the target speed ratio. Since the response of the control is low, the return is delayed, and as a result, hunting of the transmission ratio occurs. Due to the hunting of the speed ratio, the driving force of the wheels (the longitudinal acceleration applied to the vehicle body) changes suddenly, and a driving force is applied to the vehicle body to deteriorate the drivability.

As described above, in the toroidal type continuously variable transmission 10, when the torque of the engine is reduced, the actual gear ratio is shifted to the upshift side with respect to the target gear ratio due to the torque shift (see FIG. 12). ), The input torque T of the continuously variable transmission 10 must be
and the input torque Tin and the target speed ratio RT
The target control amount DSRSTP of the step motor 61 is determined by adding the required correction amount TS1 obtained from O to the step motor control amount STP corresponding to the target gear ratio RTO (see FIG. 8). When the traction control is performed when the torque is reduced, the input torque Tin is estimated using the engine torque Te when the traction control is not performed, so that the necessary correction amount TS1 is excessively estimated, and the stepping motor 61 The target control amount DSRSTP becomes excessive.

To cope with this, in the first embodiment of the present invention, when the traction control is started, the input torque T
The engine torque used for estimating in is reduced by the amount corresponding to the amount of torque reduction in the traction control.

This control performed by the shift controller 2 will be described with reference to the flowchart of FIG. However, this figure is applied to the case where the torque is reduced by the fuel cut when shifting to the traction control, and the number of the fuel cut cylinders is increased as the slip ratio of the drive wheel is more than a predetermined value. is there.

FIG. 14 shows a subroutine of step S20 in FIG. 5, in which steps S44, S45 and S46 are newly added parts according to the present invention.

In step S40, the engine speed Ne and the throttle opening TVO (or the intake air amount Qa) are read, and the engine torque Te (engine output torque) is calculated from the read values in step S41.

In step S42, it is determined whether or not the torque of the engine is being reduced. If not, it is determined in step S43 according to the engine torque Te, the preset torque ratio t (e) of the torque converter 12, and the gear ratio. The input torque Ti to the toroidal type automatic transmission 10 is calculated from the changing inertia Ii by the following equation based on the following equation.
Calculate n.

Tin = Te × t (e) −Ii × dNi where dNi indicates an input shaft acceleration.

Here, if the torque corresponding to the inertia energy can be neglected, it is sufficient to set Ii × dNi ≒ 0, and instead of the throttle opening TVO, the intake air amount Qa
When is used, it is expressed as follows.

Tin = Te (Ne, Qa) .times.t (e) On the other hand, when the torque of the engine is being decreased, the process proceeds from step S42 to step S44, and it is determined whether or not the traction control has been performed. If the traction control is being performed, the number N of fuel cut cylinders is read in steps S45 and S46, and the Te that has already been obtained in step S41 is read.
Is multiplied by (N0-N) / N0 (where N0 is the total number of cylinders), and the result is set to Te again to correct the engine torque.

In step S47, using the torque down amount Tdw obtained from the engine controller 3, the input torque at the time of engine torque down is calculated by the following equation.

Tin = (Te−Tdw) × t (e) Here, the torque down amount Tdw may be estimated by an internal model or the like.

If the traction control is not being performed, the operation of steps S45 and S46 is skipped from step S44, and the process proceeds to step S47. At this time, it is the same as the conventional case.

Here, the operation of the first embodiment of the present invention will be described.

In this embodiment, when the engine shifts to the traction control when the torque of the engine is reduced, the engine torque Te (therefore, the input torque Tin) becomes smaller in accordance with the torque reduction amount in the traction control.
Since the target control amount DSRSTP of the step motor 61 decreases, the speed ratio is returned to the downshift side. In other words, even when torque reduction in traction control is applied at the time of engine torque reduction, the target control amount DSRSTP of the step motor 61 can be given without excess or deficiency, and hunting of the gear ratio can be prevented to settle to the target gear ratio. Can be.

The flowchart of FIG. 15 is the second embodiment, and corresponds to FIG. 14 of the first embodiment. The same steps as those in FIG. 14 are denoted by the same step numbers.

The first embodiment is applied to the case where the torque reduction in the traction control is performed by the fuel cut, whereas the second embodiment is adapted to reduce the torque reduction in the traction control to the second throttle valve. This applies to those performed by

Here, the second throttle valve is provided downstream of a throttle valve (first throttle valve) interlocked with the accelerator pedal, and is connected to the accelerator pedal by an actuator such as a step motor that receives a signal from the engine controller 3. It is driven regardless.

FIG. 15 mainly describes the differences from FIG. 14. During traction control, step S5 is executed.
0, the process proceeds to S51, where the second throttle opening TVO2 is read.
At step 40, the smaller of the already read throttle opening (opening of the throttle valve linked to the accelerator pedal) TVO is selected, and the selected smaller one is set as the throttle opening TVO again. Then, using this TVO, in steps S52 and S47, the engine torque T
e, and the input torque Tin of the continuously variable transmission 10 is estimated based on the engine torque Te.

In this embodiment, the second throttle opening T
VO2 is a value corresponding to the torque reduction amount in the traction control, and corresponding to this value, the engine torque Te (therefore, the input torque Ti) during the traction control.
n) becomes smaller, and the target control amount D of the step motor 61 becomes smaller.
Since SRSTP becomes smaller, the gear ratio shifts to the downshift side. In this embodiment, the same operation and effect as those in the first embodiment are produced.

The embodiment has been described in connection with the case where the engine torque used for estimating the input torque is reduced in accordance with the amount of torque reduction in the traction control when the traction control is performed when the engine torque is reduced. It may be configured to correct the weight loss itself.

[Brief description of the drawings]

FIG. 1 is a block diagram of a vehicle including a continuously variable transmission according to a first embodiment of the present invention.

FIG. 2 is a schematic sectional view of a toroidal type continuously variable transmission.

FIG. 3 is a schematic diagram of a control valve and a hydraulic actuator.

FIG. 4 is a flowchart for explaining shift control.

FIG. 5 is a flowchart for explaining shift control.

FIG. 6 is a flowchart for explaining shift control.

FIG. 7 is a flowchart for explaining shift control.

FIG. 8 is a block diagram showing an outline of shift control.

FIG. 9 is a characteristic diagram showing a correctable surface.

FIG. 10 shows a target input shaft speed tNt and an input shaft speed Nt.
FIG.

FIG. 11 shows a target input shaft speed tNt and an input shaft speed Nt.
FIG. 6 is a characteristic diagram showing a relationship between a difference between the correction amount and a necessary correction amount TS1.

FIG. 12 is a characteristic diagram for explaining an outline of a torque shift.

FIG. 13 is a shift map when the gear ratio is fixed within a predetermined vehicle speed range.

FIG. 14 is a flowchart for explaining estimation of an input torque Tin according to the first embodiment.

FIG. 15 is a flowchart for explaining estimation of an input torque Tin according to the second embodiment.

FIG. 16 is a diagram corresponding to the claims of the first invention.

[Explanation of symbols]

 2 Transmission control controller 3 Engine control controller 6 Input shaft rotation sensor 7 Output shaft rotation sensor 8 Crank angle sensor 9 Gear ratio changing means 10 Toroidal type continuously variable transmission 61 Step motor

Claims (4)

[Claims] 1. A toroidal-type continuously variable transmission having a characteristic that a gear ratio shifts to an upshift side from a target due to a torque shift when a torque of an engine is reduced, and means for adjusting a gear ratio of the toroidal-type continuously variable transmission. Means for calculating a target gear ratio according to the driving state of the vehicle; means for calculating a basic control amount to the gear ratio adjusting means according to the target gear ratio; means for calculating an engine output torque; Means for estimating the input torque of the continuously variable transmission based on the engine output torque; and calculating a correction amount for setting the speed ratio to the downshift side at least when the engine torque is reduced from the input torque and the target speed ratio. Means for calculating a value obtained by correcting the basic control amount with the correction amount as a target control amount for the speed ratio adjusting means; A driving force control device for a vehicle, comprising: means for controlling a gear ratio by giving to a ratio adjusting means; a means for determining a slip state from a rotational speed difference between a driven wheel and a driving wheel; and an engine output corresponding to the slip state. Means for reducing the torque; and an engine output torque or the input torque used for estimating the input torque in response to the torque reduction amount according to the slip state during the torque reduction according to the slip state and at the time of torque reduction of the engine. And a means for reducing the vehicle weight. 2. The method according to claim 1, wherein the torque reducing means according to the slip state is means for increasing the number of fuel cut cylinders as the degree of slip increases. The vehicle driving force control device according to claim 1, wherein the amount is estimated. 3. A throttle control device which does not interlock with an accelerator pedal, and wherein the torque reduction means according to the slip state is means for driving the throttle control device to reduce the throttle as the degree of slip increases. 2. The vehicle driving force control device according to claim 1, wherein a torque reduction amount according to the slip state is estimated from a degree of throttle of the throttle control device. 4. The vehicular drive according to claim 3, wherein the throttle control device is a second throttle valve downstream of the first throttle valve interlocked with an accelerator pedal and driven by an actuator. Power control device.