JP2776162B2 - Transmission control device for continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission that changes the winding diameter ratio of a belt wound around a pair of pulleys by a hydraulic actuator to perform a continuously variable transmission.

[0002]

2. Description of the Related Art Conventionally, a drive belt is wound between a primary pulley and a secondary pulley, and a belt-driven stepless speed change is performed by changing the winding diameter ratio of the belts wound on both pulleys to perform stepless speed change. Machines are known. When the speed of such a continuously variable transmission is controlled, for example, a target primary pulley rotation speed corresponding to the throttle opening is set using a map having characteristics as shown in FIG. In order to adjust the actual primary pulley rotational speed to the target primary pulley rotational speed, the control means controls the hydraulic actuators of both the primary and secondary pulleys to control each pulley control hydraulic pressure capable of achieving the target primary pulley rotational speed by a shift control valve and an electromagnetic control. When the actual rotation speed reaches the target primary pulley rotation speed and the rotation transmission to and from the secondary pulley corresponding to the vehicle speed is stabilized, the gear ratio i is newly updated. It will be.

[0003]

Once the deviation rotation speed between the target primary pulley rotation speed and the actual rotation speed is calculated, the actual rotation speed is set to the target primary pulley rotation speed in order to eliminate the difference. Is controlled based on the control gain of.

In many cases, the gain when the actual rotational speed is controlled to the target primary pulley rotational speed is set in a constant pattern assuming that the vehicle runs on a flat road with a standard weight. For this reason, for example, the operation of returning the accelerator for deceleration when entering a corner and turning on the accelerator for acceleration when exiting a corner is repeated, but in such a case, in particular, the accelerator is sufficiently released when exiting a corner on a hill. Even if it is turned on, the recovery of the output is delayed and it takes time to increase the vehicle speed. When a gain that does not take into account the degree of bending is used, the driving feeling such as acceleration response is deteriorated, which is a problem. An object of the present invention is to provide a shift control device for a continuously variable transmission that can improve the driving feeling when traveling on a curved road.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, the present invention is directed to a system in which an input-side primary pulley connected to an engine and an output-side secondary pulley connected to a drive shaft are bridged. A hydraulic actuator for adjusting the pulley clearance to increase or decrease each pulley gap so that the winding diameter ratio of the endless belt becomes a value corresponding to a predetermined gear ratio; and a pulley operating means for adjusting each pulley control oil pressure supplied to the hydraulic actuator. A target primary pulley rotation number detecting means for detecting a target primary pulley rotation number corresponding to a throttle opening degree and a vehicle speed of the engine; a bending degree detection means for detecting a bending degree based on the driving information of the vehicle; A throttle operation mode for determining a throttle operation mode according to a change speed of the throttle valve and a rotation change speed of the primary pulley; Control means, control gain correction amount setting means for setting a control gain correction amount according to the throttle operation mode and the degree of bending, and a deviation rotation speed between the target primary pulley rotation speed and the actual rotation speed of the primary pulley. Deviation rotational speed calculating means for calculating; a basic control gain corresponding to the deviation rotational speed; and a correction control gain setting means for setting a correction control gain by multiplying the control gain correction amount; and the correction control gain and the deviation rotation And a shift control unit that controls the hydraulic actuator with a pulley control hydraulic pressure equivalent to the shift speed.

[0006]

According to the present invention, the degree of bending based on the driving information is calculated, the throttle operation mode corresponding to the change speed of the throttle valve and the rotation change speed of the primary pulley is determined, and the control gain correction amount corresponding to the throttle operation mode and the degree of bending is determined. Setting, calculating the deviation rotation speed between the target primary pulley rotation speed and the actual rotation speed of the primary pulley according to the throttle opening of the engine and the vehicle speed, and calculating the basic control gain and the control gain correction amount according to the deviation rotation speed. To calculate the shift control speed based on the shift control speed and the shift speed. Based on the shift speed, the shift speeds of both pulleys are controlled. I can do it.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A transmission control apparatus for a continuously variable transmission shown in FIG. 1 includes a continuously variable transmission (C) on a power transmission system P connected to an engine 7 of a vehicle.
VT) 20. Here, various devices such as an injector 1 for injecting fuel into the engine 7 and a spark plug 2 for igniting an air-fuel mixture are controlled by a DBWECU 3 as electronic control means of the engine.
The BWECU 3 is connected to a CVT ECU 21 which is an electronic control unit of the continuously variable transmission 20. Note that both ECUs
A communication line is connected between the terminals 3 and 21 so that signals can be always exchanged between them. The DBWECU 3 is connected to an actuator 11 for driving the throttle valve 9 as an intake air amount operation unit that is driven independently of the operation of the accelerator pedal 10.

The engine 7 has a Karman vortex airflow sensor 6 for detecting the flow rate of intake air from the air cleaner element 5 in the air cleaner body 4. In addition to the airflow sensor 6, an engine speed sensor 24 for outputting information on the engine speed Ne, and a throttle opening sensor 1 for outputting information on the throttle opening Th of the throttle valve 9
2. Operation information detecting means such as an accelerator sensor 13 for outputting accelerator opening θa information of the accelerator pedal 10 and a water temperature sensor 39 for outputting water temperature WT information are provided. These data are measured and input to the DBWECU 3. This is a well-known configuration.

The throttle valve 9 is not an accelerator pedal 10 depressed by the driver, but an actuator (in this embodiment,
It is opened and closed by a step motor 11. In the present embodiment, a so-called DBW (drive-by-wire) system in which the actuator 11 is controlled by the DBWECU 3 is employed. However, a normal accelerator pedal and a throttle valve connected by a link or the like may be used. Absent. The crankshaft of the engine 7 has a fluid coupling 8 and a planetary gear type forward / reverse switching device 15.
Is connected to the continuously variable transmission 20 of FIG.

Here, the continuously variable transmission 20 is a primary shaft 2 integrally connected to the output shaft of the forward / reverse switching unit 15.
2 and a secondary pulley 28 having a secondary shaft 29 for outputting a rotational force to the speed reducer 30. A steel belt 27 is stretched over the primary pulley 26 and the secondary pulley 28. The secondary shaft 29 is configured to transmit torque to the drive wheels 32 of the drive shaft 31 via a speed reducer 30 and a differential (not shown). Both the pulleys 26 and 28 are configured to be divided into two, and the movable side pulley members 261 and 281 are provided.
Are inserted into the fixed pulley members 262 and 282 so that they cannot be rotated relative to each other and can be moved toward and away from each other. This movable pulley material 26
A primary cylinder 33 and a secondary cylinder 34 are formed between the first and second pulley members 262 and 282 as hydraulic actuators for operating the relative distance between the two pulleys.

A pair of rotation sensors s1 and s2 for detecting the rotational speeds Np and Ns of the primary pulley 26 and the secondary pulley 28 are mounted as means for detecting the actual speed ratio in (= Np / Ns). In this case, the movable pulley 261 is brought closer to the fixed pulley 262 of the primary pulley 26 to increase the winding diameter of the primary pulley, and the movable pulley 281 is separated from the fixed pulley 282 of the secondary pulley 28 and the winding diameter is increased. To reduce the actual speed ratio in (the primary rotational speed Np
/ Secondary rotation speed Ns), that is, a low gear ratio (high gear), and conversely, a high gear ratio (low gear).
Is achieved. Here, the continuously variable transmission 20
Will be described with reference to FIG.

The oil pump 37 is driven by a fluid coupling 8 connected to the engine 7, and the oil pump 3
The hydraulic pressure discharged from 7 is regulated by a regulator valve 40 to an appropriate pressure, so-called line pressure. The duty of this regulator valve 40 is controlled by a first electromagnetic control valve 41 driven by the CVT ECU 21 at a duty ratio set in accordance with the driving state of the vehicle. The line pressure regulated by the regulator valve 40 is supplied into the secondary cylinder 34 (see FIG. 5) of the secondary pulley 28, and is also introduced into the speed ratio control valve 35. The speed ratio control valve 35 is duty-controlled by a second electromagnetic control valve 42 driven by the CVT ECU 21 at a duty ratio set in accordance with the driving state of the vehicle, and the primary cylinder of the primary pulley 26 is driven to a desired speed ratio. 33 (see FIG. 5).

The line pressure is controlled by the modulator valve 43.
The hydraulic pressure regulated by the valve is transmitted to the gear ratio control valve 35, the first electromagnetic control valve 41, and the second electromagnetic control valve 4.
2 and acts as a pilot pressure for these. The CVT ECU 21 is configured so that, in addition to the detection signal from the DBWECU 3, the rotational speeds Np and Ns of the primary pulley 26 and the secondary pulley 28 and the steering angle δ information of the steering wheel are input from the steering angle sensor 44. . The main part of the CVT ECU 7 is constituted by a microcomputer, and a built-in storage circuit has a target primary pulley rotation speed detection map shown in FIG. 7, a control gain correction amount C _G1 setting map shown in FIG.
12, the control gain correction amount C _G2 setting map of FIG. 10, the bending degree hysteresis processing map of FIG. 10, and the CV of FIG. 12 and FIG.
A T control processing routine, a correction control gain setting routine in FIG. 14, a bending degree detection routine in FIG. 15, and other control programs are stored and processed. Here, the configuration of the present invention will be described with reference to the block diagram of FIG.

Here, the bending degree detecting means A1 detects the bending degree Wd based on the driving information of the vehicle. The throttle operation mode determining means A2 is provided with a throttle valve change speed dTh / dt and a primary pulley rotation change speed dN.
The throttle operation mode (flag) according to p / dt is determined. The control gain correction amount setting means A3 controls the control gain correction amount C according to the throttle operation mode and the degree of bending Wd.
Set _G1 . The target primary pulley rotation speed detecting means A4 detects a target primary pulley rotation speed Npo according to the throttle opening of the engine and the vehicle speed V. The deviation rotation speed calculating means A5 calculates a deviation rotation speed E1 between the target primary pulley rotation speed Npo and the actual rotation speed Np of the primary pulley. The correction control gain setting calculating means A6 sets the correction control gain Gc by multiplying the basic control gain according to the deviation rotation speed E1 by the control gain correction amount C _G1 . The shift speed calculating means A7 calculates the correction control gain Gc and the deviation rotational speed E.
1 to calculate the shift speed Vi. Shift control means A8
Controls the hydraulic actuator 33 with each pulley control oil pressure corresponding to the shift speed Vi.

The transmission control apparatus for the continuously variable transmission shown in FIG. 1 will now be described with reference to the engine output control routine shown in FIG. 11, the CVT control routine shown in FIGS. 12 and 13, the correction control gain setting routine shown in FIG. A description will be given with reference to each control program of the bending degree detection routine and the functional block diagram of FIG. In this embodiment, the engine 7 is started by operating an ignition key (not shown), and the control in the DBWECU 3 and the CVT ECU 21 shown in FIGS. 1 and 2 is also started. When the control is started, the DBWECU 3 executes a well-known main routine (not shown). Here, the initial setting and detection data of each sensor are fetched, and the detection data is fetched in a predetermined area determined for each data. Then, well-known controls such as a well-known fuel supply control process and an ignition timing control process are executed, and an engine output control process is executed.

As shown in FIG. 11, in the engine output control process, the detection data of the sensor, here, the throttle opening T
h, accelerator opening θa, engine speed Ne, water temperature WT
Etc. is taken into a predetermined area. Step r2
First, an intake air amount A / N is calculated from the accelerator opening θa and the engine speed Ne using an intake air amount calculation map and a required torque calculation map (not shown), and the required torque To is calculated from the calculated intake air amount A / N and the engine speed Ne. I do. Step r
In steps 3 and r4, the water temperature information WT is fetched, a friction loss torque T _WT of the sliding portion is calculated from a predetermined map (see mp1 in FIG. 2), and the friction loss torque T _WT is added to the required torque To to obtain a target torque T1. Is determined, and the process proceeds to step r5. Here, the intake air amount A / N according to the target torque T1 and the engine speed Ne is obtained from an intake air amount calculation map (not shown), and the throttle opening Th (not shown) is obtained from the intake air amount A / N and the engine speed Ne. It is calculated using an opening calculation map. In step r6, the throttle opening Th
And the actual opening degree θn to calculate a deviation Δθ, calculate an output Pun that can eliminate the deviation Δθ, and calculate the output Pu.
n is output to the pulse motor 11 to drive the throttle valve 9 to generate a target torque T1 in the engine.

On the other hand, the CVT ECU 21 is shown in FIGS.
CVT control is performed. Here, initial settings are made, and the rotation speeds Np and Ns of the primary pulley 26 and the secondary pulley 28, which are detection data of each sensor, and DBWECU.
3, the throttle opening Th, the engine speed Ne,
Others are imported and stored in a predetermined area.

In step s3, the vehicle speed V is calculated from the primary pulley rotation speed Np and the reduction ratio ε, and the acceleration α (= dV / dt) obtained by differentiating the vehicle speed V is calculated, and the primary pulley rotation speed Np and the secondary pulley rotation speed are calculated. Ns
From this, the actual gear ratio in (= Np / Ns) is calculated, and the throttle change speed D, which is a differential value of the throttle opening Th, is calculated.
Th (= dTh / dt) is calculated. In step s4, the target primary pulley rotational speed Npo corresponding to the throttle opening Th is converted to a primary pulley rotational speed calculation map mp2.
(See FIGS. 2 and 7). Then, in step s5, the actual primary pulley rotation speed Np is fetched,
The primary pulley change speed DNp (= differential value)
dNp / dt).

In step s6, the throttle change speed DT
When h is positive and the step is depressed, the process returns to step s8. In step s8, it is determined that the primary pulley change speed DNp is positive and increasing, and
The process proceeds to 9, s12, sets flag = 1, and sets the flag fl
g. The flag = 1 is input to the old area to set the step-up mode, and the process proceeds to step s13. On the other hand, when the primary pulley change speed DNp is negative and returned at step s7, the process reaches steps s11 and s12, and flag = 0.
And the flag flg. The flag = 0 is input to the old area to set the return mode, and the process proceeds to step s13. On the other hand, the decrease in the primary pulley change speed DNp in step s8 (in this case, when the target primary pulley rotation Npo is excessively corrected after the time t1 as shown in the ar region in FIG. 6) is determined in step s7. When the increase in the primary pulley change speed DNp is detected and the process reaches steps s10 and s12, the flag flg. old = flg.old in the old area. old
Is input, that is, the previous mode is held, and the process proceeds to step s13. By this step s10, it is possible to prevent the descent before reaching the target rotation as indicated by reference numeral br in FIG. 6 or to perform a smooth switching control of the engine brake.

When the process reaches step s13, a correction limit gain setting process is performed in accordance with the process of FIG. That is, here, in step q1, it is determined whether or not the input return descent mode (flag = 0), and in the input return descent mode, the process proceeds to step q2 to read the current bending degree Wd. Here, the bending degree Wd is calculated in advance by a bending degree detection routine shown in FIG. Note that this bending degree detection routine is executed by interruption processing for a predetermined time.

Here, the bending degree Jw is calculated in step p1. As shown in equation (7), the degree of flexure Jw is calculated based on the steering wheel angle δ and the calculated lateral gravity acceleration Gr (hereinafter simply referred to as lateral Gr).
The integral value of the product of the absolute values of
Is obtained as a time average. Note that the calculated lateral Gr is calculated by equation (8), and the same value increases as the vehicle speed V and the steering wheel angle δ increase.

Jw = 1 / T × ∫ | δ | × | Gr | dt (7) Gr = (δ / (ρ × 57.3)) / (I × (A + 1 /
V ² ) × 9.8) (8) where T is unit time [sec], V is vehicle speed [m / sec], δ is steering wheel angle [deg], ρ is steering wheel equivalent gear ratio, I Is a wheelbase [m], and A is a stability factor which is an index of sensitivity indicating how the lateral Gr increases when the steering wheel is turned further. The larger the stability factor A is, the larger the value of the stability G becomes.
This is a characteristic value representing a state where r does not increase so much.

After that, when reaching step p2 from step p1, the calculated bending degree Jw is subjected to hysteresis processing along the bending degree hysteresis processing map mp5 as shown in FIGS. 2 and 10, and the corrected bending degree Wd is calculated. And return. Here, the minute change amount of the bending degree Jw according to the minute fluctuation of the vehicle speed V and the steering wheel angle δ is absorbed in the range of the set width ΔJw, and the corrected bending degree Wd can be prevented from finely changing.

Thereafter, the setting processing of the control gain correction amount C _G1 from step q2 to step q3 of the correction control gain setting routine is calculated based on the correction bending degree Wd along a control gain correction amount calculation map as shown in FIG. I do. Note that the control gain correction amount C _G1 is set smaller as the correction bending degree Wd increases. As a result, the shift speed can be reduced, and unnecessary reduction in the engine speed (primary pulley speed Np) can be delayed, so as to prepare for an acceleration delay due to depression of the throttle (re-acceleration) at the start of a corner.

In step q1, the return effect mode (f
step = 0 mode instead of flag = 0) (flag =
1) or from step q3 to step q
When the number reaches 4, the calculation of the weight gradient resistance Rw starts.

The weight gradient resistance Rw is determined by the aerodynamic resistance R1 from the engine driving force Te, as shown in the following equation (6).
It is set as a value obtained by subtracting the acceleration resistance R2, the rolling resistance R3, the cornering resistance R4, and the resistance R5 due to shifting. Here, the engine driving force (drive torque) Te is a product of the output torque and the speed ratio (the total speed ratio of the forward / reverse switching unit, the continuously variable transmission, and the speed reducer), and the output torque is the torque of the fluid coupling 8. The ratio is obtained by multiplying the actual engine torque (a value obtained by subtracting pump loss and other loss torque from the engine torque).

Here, the aerodynamic resistance R1 is given by equation (1), the acceleration resistance R2 is given by equation (2), and the rolling resistance R3 is given by equation (3).
The cornering resistance R4 is given by the following equation (4).
5 is calculated by the equation (5). Aerodynamic drag R1 = 1/2 × ρ × S × C D × V 2 [Kgf] ..... (1) where, [rho is 0.1229 in air density [Kgf · sec
² / m ⁴ ], and S is the total projected area of the vehicle, here 1.9.
3 [m ^2], C _D value here is 0.395, V, upon the vehicle speed, and R1 = 0.049V ² [Kgf].

The acceleration resistance R2 = [M + 1 / R × (I E × i 2 + I M + 2 × I T) ] ×
α [Kgf] (2) where M is the vehicle weight [K
gf], R is the wheel radius [m], the moment of inertia of I _E is engine [Kgf · m · sec ^2], I _M is the moment of inertia of the CVT and the drive shaft [Kgf · m · s
ec ^2], I _T is the moment of inertia per one wheel of the drive wheel 32 [Kgf · m · sec ^2], alpha is the longitudinal acceleration of the vehicle [m / sec ^2], the speed ratio i is Np / Ns, the equation Is obtained from the equation of motion of the vehicle. For example, I _E =
_{0.016, I M + 2 × I} T = 0.16, if you set R = 0.28, acceleration resistance R2 = [M + 7.4255 × i
² + 2.0408)] × α [Kgf]. Rolling resistance R3 = Ro [Kgf] (3) Here, Ro (= μr × M) is a rolling resistance at the time of free rolling and is about 0.013 × M.

Cornering resistance R4 = C _F ² / C _P = (0.6M / 2 × Gr) ² / C _P f ×
2+ (0.4M / 2 × Gr) 2 / C P r × 2 [Kgf] &
(4) Here, Gr is defined as a lateral acceleration [g], and the value obtained at the time of calculating the degree of bending in step p1 is employed.

[0030] (4) In the formula, C _F in cornering force [Kgf], C _P is the cornering power [Kgf / r
ad]. The weight distribution before and after the vehicle is 6: 4,
C _P f = 70 [Kgf / deg] = 4010 [Kgf /
rad], C _P r = 90 [Kgf / deg] = 1516
If 0 [Kgf / rad], R4 = 6.0389 ×
1/10 ⁵ × M ² × Gr ² [Kgf]. Resistance due to shifting R5 = di / dt × _IE × Ne × 1 / R [Kgf] (5) Here, di / dt indicates a shifting speed. Such values are sequentially calculated based on the equations (1) to (5) and (7), and are used in the equation (6) for calculating the weight gradient resistance Rw. Rw = Te-R1-R2-R3-R4-R5 [Kgf] (6) After calculating such a weight gradient resistance Rw, the process reaches step q5.

In step q5, a control gain correction amount C _G2 corresponding to the weight gradient resistance Rw obtained in step q4 and the throttle operation mode obtained in steps s6 to s12 is calculated based on a map mp3 in FIG. In this map,
In the step-up mode (flag = 1), as shown by the solid line, the control gain correction amount C _G 2 is increased in accordance with the increase of the weight gradient resistance Rw to enhance the acceleration response, and the return descent mode is prepared. When (flag = 0), the control gain correction amount C _G2 is reduced in accordance with the increase in the weight gradient resistance Rw, as indicated by the broken line, to prevent a decrease in engine braking performance.

After the control gain correction amount C _G2 is calculated as described above, when step q6 is reached, a deviation E1 (= Npo-Np) between the target primary pulley rotation speed Npo and the actual primary pulley rotation speed Np is calculated. . Further, in step q7, the basic gain G1 is set in the map mp6 (see FIG. 2) so as to reduce the responsiveness in accordance with the increase in the primary pulley rotation speed Np, and further, the absolute value | E1 of the deviation E1
The basic gain G2 is set in the map mp7 (see FIG. 2) so as to increase the response in accordance with the increase in |. Further, when the process reaches step q8, here (G1
+ G2) in multiplied by a control gain correction amount C _G 1 and C _G 2,
Correction control gain _{Gc (= C G 1 × C} G 2 × (G1 + G
2)) and return. Returning to step CVT control processing routine in step s14, wherein the correction control gain G _C and the absolute value | reference shift speed Vi1 is calculated by multiplication | E1. Further, steps s15 to s1
6, the reference shift speed Vi1 input every reference control cycle
Are sequentially integrated to obtain an integral term ΣΔVi1, and the integral term Σ
ΔVi1 is clipped to a predetermined change width (for example, 30% to 70%), and an integrated corrected shift speed ViI is obtained. Then, the basic shift speed Vi1 and the integrated corrected shift speed ViI are added to calculate the shift speed Vi.

When reaching the steps s17 and s19, the respective pulley control oil pressures Pp and Pr capable of achieving the shift speed Vi are calculated.
Shift control pressure Pc that switches to a state where p and Pr can be adjusted.
Is calculated. The drive of the electromagnetic control valve 23 is controlled by a shift speed signal Du corresponding to the shift control pressure Pc. That is,
The gear ratio control valve 35, which receives the shift control pressure Pc from the electromagnetic control valve 23 driven by the shift speed signal Du, supplies the respective pulley control oil pressures Pp, Pr to the primary cylinder 33 and the secondary cylinder 34 of both pulleys.
3 is controlled to rotate at the correction target primary pulley rotation speed Npc. As a result of the CVT control process, the continuously variable transmission 20 adjusts the actual primary pulley rotation speed Np to the target primary pulley rotation speed Npo according to the three gains G1, G2, and Gc at the time of the gear shift. Then, the vehicle speed is corrected to a value suitable for the target primary pulley rotation speed Npo, that is, the speed is continuously shifted from the high gear position side to the low gear ratio side, and the target gear ratio is maintained.

For this reason, in particular, as the vehicle enters a curved road and the corrected bending degree Wd increases, the control gain correction amount C _G1 is set smaller and the shift speed is reduced, and an unnecessary engine speed ( It can delay the reduction of the primary pulley speed Np) can be provided to the acceleration delay due corners rise time of the throttle depression (reacceleration), further, according to the control gain correction amount C _G 2 based on the weight grade resistance Rw It is possible to smoothly change the acceleration responsiveness when entering a climbing slope and the engine braking performance on a downhill.

[0035]

As described above, the target primary pulley rotation speed and the primary pulley rotation speed are calculated by calculating the throttle operation mode according to the change speed of the throttle valve and the rotation change speed of the primary pulley and the control gain correction amount according to the degree of bending. Since the correction control gain is calculated by multiplying the basic control gain and the control gain correction amount according to the deviation rotation speed from the actual rotation speed of the target rotation speed, the switching control of the target primary pulley rotation speed is performed according to the correction control gain. It is possible to prevent a delay in the rise of acceleration when exiting a corner, and in this respect the driving feeling can be further improved.

[Brief description of the drawings]

FIG. 1 is an overall configuration diagram of a shift control device for a continuously variable transmission as one embodiment of the present invention.

FIG. 2 is a functional block diagram of an electronic control unit in the apparatus of FIG.

FIG. 3 is a configuration block diagram of the present invention.

FIG. 4 is a hydraulic circuit diagram in the apparatus of FIG.

FIG. 5 is a sectional view of a main part of a continuously variable transmission used by the apparatus of FIG. 1;

FIG. 6 is a time-dependent change diagram as an example of the number of rotations of a primary pulley in the apparatus of FIG. 1;

FIG. 7 is a characteristic diagram of a target primary pulley rotation speed detection map employed by the electronic control unit in the apparatus of FIG. 1;

FIG. 8 is a characteristic diagram of a control gain correction amount C _G2 setting map adopted by an electronic control unit in the apparatus of FIG. 1;

9 is a characteristic diagram of a control gain correction amount C _G1 setting map adopted by an electronic control device in the device of FIG. 1;

FIG. 10 is a characteristic diagram of a bending degree hysteresis processing map employed by the electronic control device in the device of FIG. 1;

FIG. 11 is a flowchart of an engine output control routine employed by the electronic control unit in the apparatus of FIG.

FIG. 12 shows a CV adopted by the electronic control unit in the apparatus shown in FIG.
It is a front part flowchart of a T control processing routine.

FIG. 13 shows a CV adopted by the electronic control unit in the apparatus shown in FIG.
It is a flowchart after a T control processing routine.

FIG. 14 is a flowchart of a correction control gain setting routine employed by the electronic control unit in the apparatus of FIG.

FIG. 15 is a flowchart of a bending degree detection routine employed by the electronic control unit in the apparatus of FIG.

[Explanation of symbols]

Reference Signs List 1 engine 3 DBWECU 7 CVT ECU 12 throttle opening sensor 20 continuously variable transmission 21 CVT ECU 23 electromagnetic control valve 24 engine speed sensor 26 primary pulley 27 drive belt 28 secondary pulley 33 primary cylinder 34 secondary cylinder 39 lateral acceleration sensor 35 gear ratio control valve s1 rotation sensor s2 rotation sensor C _G 1 control gain correction amount C _G 2 control the gain correction amount Wd tortuosity Vi shift speed DNp primary pulley change rate DTh throttle change rate

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F16H 59:66

Claims (1)

(57) [Claims] 1. A winding diameter ratio of an endless belt stretched between an input-side primary pulley connected to an engine and an output-side secondary pulley connected to a drive shaft corresponds to a predetermined speed ratio. A hydraulic actuator for increasing or decreasing each pulley clearance so as to obtain a value, a pulley operating means for adjusting each pulley control oil pressure supplied to the hydraulic actuator, and a target primary pulley rotation according to a throttle opening degree and a vehicle speed of the engine. Target primary pulley rotation number detecting means for detecting the number of rotations; bending degree detecting means for detecting the degree of bending based on the driving information of the vehicle; and a change speed of a throttle valve of the vehicle and a change speed of rotation of the primary pulley. Throttle operation mode determining means for determining a throttle operation mode, the throttle operation mode and the bending Control gain correction amount setting means for setting a control gain correction amount according to the following; deviation rotation number calculation means for calculating a deviation rotation number between the target primary pulley rotation number and the actual rotation number of the primary pulley; Correction control gain setting means for setting a correction control gain by multiplying a basic control gain according to the number and the control gain correction amount, and a shift speed calculation means for calculating a shift speed based on the correction control gain and the deviation rotation speed And a shift control means for controlling the hydraulic actuator with a pulley control oil pressure corresponding to the shift speed.