JP3235532B2 - 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 control device for a continuously variable transmission, and more particularly to a vehicle provided with a constant speed control device for controlling the throttle opening to drive the vehicle at a constant speed at a predetermined speed. The present invention relates to a control device for a continuously variable transmission to be mounted.

[0002]

2. Description of the Related Art As a conventional shift control device for a continuously variable transmission, there is, for example, one described in Japanese Patent Application Laid-Open No. 62-273185. In this shift control device, the throttle opening of an internal combustion engine is controlled. , A control target engine speed is calculated from a vehicle speed and a preset shift control map, the control target engine speed is compared with the actual engine speed at this time, and the difference is corrected to a predetermined value or less. The control target speed ratio is calculated from the corrected engine speed and the vehicle speed, and the speed ratio of the continuously variable transmission is controlled so as to achieve the control target speed ratio. The control target engine speed is set to be small when the throttle opening is small, that is, when the engine load is small, and to be large when the throttle opening is large, that is, when the engine load is large.

Further, in this transmission control device, since the transmission speed is controlled to be constant, a friction roller is provided in a toroidal groove formed by an input disk and an output disk so as to make frictional contact with both disks. In a friction wheel type continuously variable transmission or the like in which a frictional roller is disposed, the amount of side slip of the friction roller that occurs during shifting is increased, an apparent traction coefficient is reduced, and gross slip is likely to occur. As described in JP-A-208567, the rotational speed of the friction roller is detected, and as the friction rotational speed increases, the actuator is driven so that the shift speed is reduced and the shift control is performed. In some cases, the amount of side slip during shifting is reduced.

[0004]

In the above-described conventional shift control device for a continuously variable transmission, the shift is performed in accordance with the throttle opening. When the present invention is applied to a vehicle that is controlled to run at a predetermined vehicle speed by adjusting the opening of a throttle valve so that the vehicle runs at a constant speed while maintaining the speed at which the vehicle was driven, the vehicle travels at a constant speed. When the throttle opening is controlled by the control device, the shift control is performed by the shift control device accordingly. Therefore, while the throttle opening is changing, the inertia torque acts due to the shift caused by operating the throttle opening, which acts in the opposite direction to the torque expectation expected by the constant speed traveling control device, The torque gain with respect to the throttle operation amount by the constant speed traveling control device decreases. As a result, it is not possible to obtain the expected driving force in the constant-speed traveling control device, and the speed control performance may be degraded.

[0005] To avoid this, for example, "NIS
As described in the SAN Full Range Electronically Controlled Automatic Transmission Maintenance Manual (issued in March 1987), when the throttle valve is operated by the constant-speed traveling control device, the speed change in the stepped transmission is performed. The speed control performance on a normal road such as a flat road is maintained by fixing the speed to, for example, the fourth speed, and the running resistance to the vehicle changes every moment depending on the road surface condition. 4 gears
When the vehicle speed is lower than or equal to the set vehicle speed, the driving force is insufficient, for example, by downshifting to the third speed or the like to secure the driving force on an uphill or the like.

However, in this case, there is a possibility that hunting of the vehicle speed or hunting of the speed change may occur. Further, since the speed ratio is fixed to a small speed ratio such as the fourth speed, the constant speed traveling control device uses the engine brake. Even if the throttle valve is controlled to the fully closed state with the expectation of the braking effect, the braking force of the engine brake cannot be obtained as much as expected. There is a problem that there is a possibility.

Therefore, the present invention has been made in view of the above-mentioned conventional problems. In particular, in a vehicle equipped with a constant-speed cruise control device, the speed control performance of the constant-speed cruise control device accompanying the shift control is improved. It is an object of the present invention to provide a control device for a continuously variable transmission capable of avoiding a drop.

[0008]

In order to achieve the above object, a control device for a continuously variable transmission according to a first aspect of the present invention includes a constant speed traveling control for operating a throttle opening so that a vehicle travels at a predetermined vehicle speed. A control device for a continuously variable transmission applied to a vehicle having a means, comprising: a throttle opening detecting means for detecting a throttle opening; and a target gear ratio of the continuously variable transmission based on at least the throttle opening. Control of a continuously variable transmission comprising: a target speed ratio setting means to be set; and a speed control means to perform a speed change control of the continuously variable transmission so as to realize the target speed ratio set by the target speed ratio setting means. In the device,
Traveling control state detecting means for detecting an operation state of the constant speed traveling control means; and suppressing a change in a speed ratio of the continuously variable transmission with respect to a change in the throttle opening when the constant speed traveling control means is operating. And a speed ratio change suppressing unit that performs at least the constant speed running.
While the line control means is operating, the change in the throttle opening detection value is changed.
Target gear ratio setting by the target gear ratio setting means.
Search slot to calculate the throttle opening for search
A throttle opening calculating means, and the search throttle opening is provided.
The calculating means calculates a hysteresis for the throttle opening detection value.
Calculate the throttle opening for search by performing lysis processing
When the constant-speed traveling control means is operating, the
To increase the dead zone width in the hysteresis process.
It is characterized by the fact that

According to the first aspect of the present invention, when the driver issues a constant speed traveling instruction, the constant speed traveling control means operates, and the throttle opening is operated so as to maintain the vehicle speed at this time. The vehicle is controlled so as to run at a predetermined speed. Further, based on at least the throttle opening, for example, a target speed ratio of the continuously variable transmission is set in a predetermined speed ratio control region, and a speed change control is performed so as to realize the target speed ratio. The gear ratio is controlled so as to be a gear ratio according to the running state of the vehicle.

[0010]

[0011]

[0012]

[0013]

[0014]

[0015]

[0016]

[0017]

[0018]

At this time, the hysteresis process is performed on the throttle opening detection value at least while the constant speed traveling control means is operating, and even when the constant speed traveling control means is not operating, the throttle opening detection value is obtained. When the hysteresis process is performed, the search throttle opening is calculated such that the dead zone width is larger during operation than during non-operation. And, in this search throttle opening
The target gear ratio is set by the target gear ratio setting means based on the
You.

Therefore, when the constant speed traveling control means is operating, the search throttle opening is calculated by performing a hysteresis process so that the dead zone width is larger than when the constant speed traveling control means is not operating. Target gear ratio is suppressed. In other words, the cruise control means is operating.
Indicates that the shift is not performed in response to a change in throttle opening.
Constant speed cruise control due to the change in gear ratio
A reduction in the speed controllability of the means is avoided.

Further, the control device for the continuously variable transmission according to the second aspect of the present invention provides the control device for the throttle opening so that the vehicle runs at a predetermined vehicle speed.
Applied to vehicles with constant-speed cruise control means for operating
Control device for continuously variable transmission that detects throttle opening
Throttle opening detecting means for
Set target gear ratio of continuously variable transmission based on torque opening
Set by the target gear ratio setting means and the target gear ratio setting means
Of the continuously variable transmission so as to achieve the target gear ratio
Control of a continuously variable transmission having a shift control means for performing control
In the device, the operation status of the constant speed traveling control means is detected.
Traveling control situation detecting means and the constant speed traveling control means
When the throttle opening is being changed during operation,
Gear ratio change suppression for suppressing gear ratio change of the continuously variable transmission
Means, and the speed ratio change suppressing means is at least
The throttle is opened while the cruise control means is operating.
Change in the throttle opening detection value of the
Search for target gear ratio setting by target gear ratio setting means
Throttle opening calculation for search to calculate throttle opening
Comprising means, throttle opening calculation means for the retrieval, the limits of variation of the throttle opening detection value to calculate the search throttle opening, the cruise control means is in operation, non-operation It is characterized in that the degree of limitation of the change amount is set to be larger than that of the inside.

According to the second aspect of the present invention, the driver
The cruise control means is activated when the cruise command is issued.
And throttle to maintain the vehicle speed at this point.
By operating the opening, the vehicle can run at a predetermined speed.
Is controlled as follows. Also, at least the throttle opening
Based on, for example, a continuously variable transmission in a predetermined gear ratio control region.
Target gear ratio is set, and this target gear ratio is realized.
The speed change control is performed as follows, and the speed ratio of the continuously variable transmission
The gear ratio is controlled so as to correspond to the line state. This and
At least while the constant speed traveling control means is operating, the amount of change in the throttle opening detection value is limited to a predetermined value, and even when the constant speed traveling control means is not operating, the amount of change in the throttle opening detection value is limited. Is limited to a predetermined value, the search throttle opening is calculated by limiting the amount of change during operation to be smaller than during non-operation. And this
Target gear ratio setting means based on the throttle opening for search
The target gear ratio is set.

Therefore, while the constant speed traveling control means is operating, if the amount of change in the throttle opening is equal to or greater than a predetermined value, the throttle opening is limited to a predetermined value, and the throttle opening is limited to the limited value. Since the target gear ratio is set based on the degree, the amount of change in the set target gear ratio is suppressed more than the amount of change corresponding to the actual amount of change in the throttle opening. In other words, while the constant-speed traveling control means is operating,
There is a tendency that shifting is not performed in response to changes in throttle opening.
Therefore, the constant speed traveling control means caused by the change in the gear ratio
, The speed controllability is reduced.

Further, the control device for the continuously variable transmission according to the third aspect of the present invention provides the control device for the throttle opening so that the vehicle runs at a predetermined vehicle speed.
Applied to vehicles with constant-speed cruise control means for operating
Control device for continuously variable transmission that detects throttle opening
Throttle opening detecting means for
Set target gear ratio of continuously variable transmission based on torque opening
Set by the target gear ratio setting means and the target gear ratio setting means
Of the continuously variable transmission so as to achieve the target gear ratio
Control of a continuously variable transmission having a shift control means for performing control
In the device, the operation status of the constant speed traveling control means is detected.
Traveling control situation detecting means and the constant speed traveling control means
When the throttle opening is being changed during operation,
Gear ratio change suppression for suppressing gear ratio change of the continuously variable transmission
Means, and the speed ratio change suppressing means is at least
The throttle is opened while the cruise control means is operating.
Change in the throttle opening detection value of the
Search for target gear ratio setting by target gear ratio setting means
Throttle opening calculation for search to calculate throttle opening
Comprising means, throttle opening calculation means for the retrieval, the smoothed throttle opening detection value to calculate the search throttle opening, during operation the cruise control means,
It is characterized in that the degree of the smoothing is made larger than during the non-operation.

According to the third aspect of the present invention, the driver
The cruise control means is activated when the cruise command is issued.
And throttle to maintain the vehicle speed at this point.
By operating the opening, the vehicle can run at a predetermined speed.
Is controlled as follows. Also, at least the throttle opening
Based on, for example, a continuously variable transmission in a predetermined gear ratio control region.
Target gear ratio is set, and this target gear ratio is realized.
The speed change control is performed as follows, and the speed ratio of the continuously variable transmission
The gear ratio is controlled so as to correspond to the line state. This and
At least while the constant-speed cruise control means is operating, the throttle opening detection value is smoothed, for example, by obtaining a moving average or a weighted average. When smoothing the degree detection value, the degree of smoothing is larger during operation than during non-operation, that is, for example, the number of samples of the moving average is increased, or the weighted average is increased. In the case of, the weight of the new value is reduced, and the search throttle opening is calculated. And this search throttle opening
The target gear ratio is set by the target gear ratio setting means based on
You.

Therefore, while the constant speed traveling control means is operating, the target gear ratio is set based on the smoothed throttle opening by, for example, obtaining a moving average or a weighted average. , The change of the target speed ratio with respect to is suppressed. In other words, constant speed running
While the line control means is operating, changes in throttle opening
Due to a change in the gear ratio, there is a tendency for shifting not to take place
The speed controllability of the constant speed
Evaded.

Further, the control device for the continuously variable transmission according to the fourth aspect of the present invention is arranged such that the throttle opening is set so that the vehicle runs at a predetermined vehicle speed.
Applied to vehicles with constant-speed cruise control means for operating
Control device for continuously variable transmission that detects throttle opening
Throttle opening detecting means for
Set target gear ratio of continuously variable transmission based on torque opening
Set by the target gear ratio setting means and the target gear ratio setting means
Of the continuously variable transmission so as to achieve the target gear ratio
Control of a continuously variable transmission having a shift control means for performing control
In the device, the operation status of the constant speed traveling control means is detected.
Traveling control situation detecting means and the constant speed traveling control means
When the throttle opening is being changed during operation,
Gear ratio change suppression for suppressing gear ratio change of the continuously variable transmission
Means, and the speed ratio change suppressing means is at least
The throttle is opened while the cruise control means is operating.
Change in the throttle opening detection value of the
Search for target gear ratio setting by target gear ratio setting means
Throttle opening calculation for search to calculate throttle opening
The search throttle opening calculation means calculates the search throttle opening by multiplying the throttle opening detection value by a control gain, and when the constant speed traveling control means is operating, the search throttle opening degree is not operating. Is characterized in that the control gain is made smaller as compared with.

In the invention according to claim 4 , the driver is
The cruise control means is activated when the cruise command is issued.
And throttle to maintain the vehicle speed at this point.
By operating the opening, the vehicle can run at a predetermined speed.
Is controlled as follows. Also, at least the throttle opening
Based on, for example, a continuously variable transmission in a predetermined gear ratio control region.
Target gear ratio is set, and this target gear ratio is realized.
The speed change control is performed as follows, and the speed ratio of the continuously variable transmission
The gear ratio is controlled so as to correspond to the line state. This and
At least while the cruise control means is operating, the throttle opening for search is calculated by multiplying the throttle opening detection value by the control gain, and the control gain is calculated even when the cruise control means is not operating. When the search throttle opening is calculated by multiplying the search throttle opening, the search throttle opening is calculated such that the control gain is smaller during operation than during non-operation. Then, based on the throttle opening for search,
Then, the target gear ratio is set by the target gear ratio setting means.

Therefore, while the constant-speed running control means is operating, the control gain is set smaller, and the throttle opening for search with respect to the detected throttle opening is suppressed to a value smaller than the actual value. Therefore, since the target gear ratio is set based on the suppressed throttle opening, the change amount of the set target gear ratio becomes smaller than the change amount corresponding to the actual throttle opening, and the continuously variable transmission Is suppressed. That is, the cruise control means
Gear shifts when the throttle opening changes.
Constant speed caused by a change in the gear ratio.
A reduction in the speed controllability of the traveling control means is avoided.

Further , the control device for the continuously variable transmission according to the fifth aspect of the present invention provides a throttle opening device for driving the vehicle at a predetermined vehicle speed.
Applied to vehicles equipped with constant speed driving control means
A continuously variable transmission control device that detects the throttle opening.
Throttle opening detection means to output, at least a slot
A preset value indicating the correlation between the throttle opening and the target gear ratio
Set the target transmission ratio of the continuously variable transmission from the transmission control map
Target gear ratio setting means, and the target gear ratio setting means
Of the continuously variable transmission so as to achieve the set target gear ratio.
And a shift control means for performing a shift control.
In the control device, the operation status of the constant speed traveling control means is
Traveling control state detecting means for detecting, and the constant speed traveling control means.
When the stage is in operation, the change in the throttle opening is prevented.
Speed ratio change suppressing the speed ratio change of the continuously variable transmission
And a gear ratio change suppressing unit, while the constant speed traveling control unit is operating, the shift control map,
The shift control map is changed to a constant speed control shift control map that is set in advance so that the change in the target gear ratio with respect to the change in the throttle opening is smaller than the shift control map.

In the invention according to claim 5 , the driver is
The cruise control means is activated when the cruise command is issued.
And throttle to maintain the vehicle speed at this point.
By operating the opening, the vehicle can run at a predetermined speed.
Is controlled as follows. Also, at least the throttle opening
Based on the target speed of the continuously variable transmission based on the speed change control map.
The gear ratio is set and the gearshift is controlled to achieve this target gear ratio.
The speed ratio of the continuously variable transmission is adjusted according to the running state of the vehicle.
Is controlled so as to achieve the same speed change ratio. At this time, the gear ratio change suppressing hand stage, the throttle opening than the shift control map
Is set in advance so that the change of the gear ratio with respect to the change of
Boss was has a constant speed control during shifting control map, when the constant speed running control means is in operation, instead of the shift control map to set the time constant speed control shifting control map, the target gear ratio setting means Then, the target gear ratio corresponding to the throttle opening is set according to the constant speed control gear shift control map.

Therefore, when the constant speed traveling control means is operating, the change in the gear ratio with respect to the change in the throttle opening is suppressed, that is, the change in the continuously variable transmission is suppressed. Therefore, while the constant speed traveling control means is operating,
There is a tendency that shifting is not performed in response to changes in throttle opening.
Therefore, the constant speed traveling control means caused by the change in the gear ratio
, The speed controllability is reduced.

[0033]

[0034]

[0035]

[0036]

[0037]

[0038]

[0039]

[0040]

[0041]

[0042]

[0043]

[0044]

[0045]

According to the control system of the continuously variable transmission according to claim 1 of the present invention, at least the constant speed running control means is in operation, as the dead zone width in comparison to not operating becomes wider Since the hysteresis processing is performed on the throttle opening detection value, the shift of the continuously variable transmission with respect to the change in the throttle opening can be easily suppressed, and the change in the gear ratio can be easily changed.
Thus, it is possible to avoid a decrease in the speed controllability of the constant speed traveling control means due to the above.

[0046] Further, according to the control apparatus for a continuously variable transmission according to claim 2, at least the constant speed running control means is in operation,
Since the amount of change in the throttle opening detection value is limited so that the degree of restriction is greater than during non-operation, it is easy to suppress the shift of the continuously variable transmission with respect to the change in throttle opening. Can be caused by the change of gear ratio,
A reduction in the speed controllability of the constant speed traveling control means can be avoided.

According to the control device for a continuously variable transmission according to the third aspect , at least while the constant speed traveling control means is operating,
Since the throttle opening is smoothed so that the degree of smoothing is larger than during non-operation, the shift of the continuously variable transmission with respect to a change in the throttle opening can be easily suppressed, It is possible to avoid a decrease in the speed controllability of the constant speed traveling control means due to a change in the gear ratio .

According to the control device for the continuously variable transmission according to the fourth aspect , at least while the constant speed traveling control means is operating,
Since the control gain compared to not operating is to calculate the search throttle opening <br/> to so smaller,
Shifting of the continuously variable transmission with respect to a change in the throttle opening can be easily suppressed, and a decrease in the speed controllability of the constant speed traveling control means due to a change in the gear ratio can be avoided.

[0049] Further, according to the control apparatus for a continuously variable transmission according to claim 5, in the constant-speed running control means is operated, a change in the target speed ratio with respect to a change in the throttle opening is more small kuna
Since the target gear ratio is set from the constant speed control gear shift control map set in advance as described above, it is possible to easily suppress the shift of the continuously variable transmission with respect to the change in the throttle opening, and to reduce the gear ratio. It is possible to avoid a decrease in the speed controllability of the constant speed traveling control means due to the change .

[0050]

[0051]

[0052]

[0053]

[0054]

Embodiments of the present invention will be described below with reference to the drawings. First, a first embodiment of the present invention will be described. FIG. 1 is a configuration diagram showing an example in which the present invention is applied to a toroidal type continuously variable transmission. The power transmission mechanism of the continuously variable transmission includes a torque converter 2, a forward / reverse switching mechanism 4, and a toroidal type continuously variable transmission. Continuously variable transmission 6, final reduction gear 8
The rotation of the output shaft (not shown) of the engine 10 can be transmitted to the left and right drive wheels 9 at a predetermined gear ratio and rotation direction. The output side of the torque converter 2 connected to the output shaft of the engine 10 is connected to a rotating shaft (not shown) of the forward / reverse switching mechanism 4. Can be changed to a forward direction for forward movement or a reverse direction for backward movement. Note that a fluid coupling may be used for the torque converter 2.

As shown in FIG. 1, the toroidal type continuously variable transmission 6 includes input disks 11 and 12 that rotate integrally with the rotation shaft of the forward / reverse switching mechanism 4, and the input disks 11
, 12, a pair of transmission rollers 15 provided between the input disk 11 and the output disk 13 and transmitting the rotational force therebetween, and a pair of transmission rollers 15 provided between the input disk 12 and the output disk 13. And at least a pair of transmission rollers 16 for transmitting the rotational force therebetween.

Here, the contact surfaces between the input disks 11, 12 and the output disk 13 and the transmission rollers 15, 16 are formed as toroidal surfaces, and the transmission rollers 15, 16 tilt with respect to the input disks 11, 12 and the output disk 13. By changing the angle, the rotation speed ratio between the input disks 11, 12 and the output disk 13 can be continuously changed.

The tilt angles of the transmission rollers 15, 16 with respect to the input disks 11, 12 and the output disk 13 are controlled by a hydraulic control device 20. As shown in FIG. 2, the hydraulic control device 20 includes a control valve 21 having a spool 21b slidably disposed in a valve body 21a.
A step motor 22 for moving a spool 21b of the control valve 21 via a rack and pinion mechanism;
The hydraulic cylinder 23 includes a hydraulic cylinder 23 connected to a rotation shaft of a support mechanism 17 that rotatably supports the transmission rollers 15 and 16 with one piston rod, and a precess cam surface attached to a tip of the other piston rod of the hydraulic cylinder 23. And a L-shaped link 25 having one end engaged with the cam surface of the precess cam 24 and the other end engaged with a projecting piece 21c formed on the valve body 21a of the control valve 21.

Then, the line pressure PL is supplied to the input port Ps of the control valve 21, and the input / output ports Po1 and Po2
Are respectively connected to the piston 2 of the hydraulic cylinder 23 through the hydraulic piping.
It is connected to the pressure chambers 23b and 23c defined by 3a. Reference numeral 27 denotes a return spring that returns the valve body 21a to the neutral position.

Accordingly, the spool 21b of the control valve 21 moves to the right in response to, for example, clockwise rotation of the step motor 22, whereby a predetermined line pressure PL is applied via the input / output port Po1 to the pressure chamber 23b of the hydraulic cylinder 23. is supplied to the pressure oil in the pressure chamber 23c is returned to the tank through the input and output ports Po2 and drain port P _D. Therefore, the piston 23a moves downward, and the support mechanism 17 supporting the transmission roller 15 is moved downward from the neutral position.

For this reason, the precess cam 24 is also moved downward, so that the control valve 2 is connected via the L-shaped link 25.
When the first valve body 21a moves to the right, the input / output port P
o1 and Po2 are closed, and at the same time, the transmission roller 1
5 and 16 start tilting, so that the precess cam 2
4 rotates, and the valve body 21a is further moved to the right in response to this, and the line pressure PL is applied to the input / output port Po2 in the opposite manner to the above.
Is supplied, the support mechanism 17 is returned to the neutral position, and the precess cam 24 is raised and the valve body 2
1a moves to the left, the input / output ports Po1 and Po2 are closed, and the tilting angles of the transmission rollers 15 and 16 are
The angle is changed by an angle corresponding to the number of steps of 2.

When the step motor 22 is driven and controlled by the control unit 30, the tilt angle of the transmission rollers 15 and 16 with respect to each input / output disk changes in accordance with the number of steps of the step motor 22. The number of steps of the motor 22 and the gear ratio uniquely correspond.

On the other hand, the vehicle has a throttle opening T
A throttle opening sensor 41 for detecting VO, an input shaft speed sensor 42 for detecting the speed of the input disk 11 of the toroidal type continuously variable transmission 6, and an output shaft speed sensor 43 for detecting the speed of the output disk 13 , An engine speed sensor 46 for detecting the speed of the output shaft of the engine 10,
When a constant-speed traveling control switch is instructed by operating a constant-speed traveling instruction switch (not shown), a constant-speed traveling control device 48 that operates the throttle opening independently of the accelerator pedal so that the vehicle travels at a constant vehicle speed. , At least in place.

The throttle opening sensor 41 includes:
The throttle opening of the engine 10 is detected as a voltage signal. The amount of depression of the accelerator pedal is divided stepwise, and the amount of depression of the accelerator pedal is "0", that is, the equivalent throttle opening. Is the minimum value TVO _MIN when the vehicle is fully closed, and the maximum value TVO _MAX when the accelerator pedal is fully depressed, that is, when the equivalent throttle opening is fully open.
As an analog signal TV corresponding to the throttle opening.
O is output.

The control unit 30
Are a microcomputer 31 for performing arithmetic processing for speed ratio control and other shift function control described later, and a motor drive circuit 3 for driving the step motor 22.
And 2. The microcomputer 31
Is an input interface circuit 31a having an A / D conversion function for reading signals from the sensors, an arithmetic processing unit 31b including a microprocessor unit MPU and the like, and a storage device including a ROM, a RAM, and the like. 31c and an output interface circuit 31d having a D / A conversion function and the like.

In the microcomputer 31, the throttle opening TVO from the throttle opening sensor 41 and the cruise signal S from the constant-speed traveling control device 48 are controlled in accordance with, for example, a calculation process for speed ratio control described later.
_A target input shaft speed to be achieved by the continuously variable transmission is calculated based on detection signals from _CR and other various sensors, and a speed ratio to be achieved by the toroidal type continuously variable transmission 6 is calculated and set based on the target input shaft speed. , generates a motor control signal S _M for achieving this transmission ratio, and outputs to the motor drive circuit 32. The motor drive circuit 32 receives an input motor control signal S _M
Is converted into a drive signal to the step motor 22 and output.

Next, the gear ratio control processing executed by the arithmetic processing unit 31b of the microcomputer 31 will be described with reference to the flowchart shown in FIG. This calculation process is executed by a timer interrupt every sampling period of, for example, about 10 msec. It should be noted that although no particular communication step is provided in this flowchart, maps, programs, or predetermined arithmetic expressions necessary for the arithmetic processing are read from the ROM of the storage device 31c as needed, and the calculation obtained by the arithmetic operation is performed. The values and each information value are stored in the RAM of the storage device 31c at any time.

In this speed ratio control process, first, in step S1, the throttle opening TVO from the throttle opening sensor 41, the input shaft rotation speed Nt from the input shaft rotation speed sensor 42, and the output from the output shaft rotation speed sensor 43 are output. Output shaft speed N
o, engine speed N from engine speed sensor 46
e, The cruise signal S _CR from the constant speed traveling control device 48 is read. Next, the routine proceeds to step S2, where the vehicle speed _VSP is calculated from the output shaft speed No based on the following equation (1).
Note that A in the equation is a conversion coefficient.

V _SP = No × A (1) Also, based on the engine speed Ne and the throttle opening TVO, the engine speed Ne and the engine torque are shown in FIG. 4 using the throttle opening TVO as a parameter. The engine torque Te is calculated from a control map indicating the correspondence with Te. Then, the estimated input torque Tin of the continuously variable transmission 6 is calculated from the engine torque Te and the torque converter ratio t (e) according to the following equation (2). The torque converter ratio t (e) is calculated from the input shaft speed Nt and the engine speed Ne according to the following equation (3).

Tin = Te × t (e) (2) t (e) = Nt / Ne (3) Next, the process proceeds to step S3 to perform a process of setting the throttle opening TVOs for search. .

In the search throttle opening setting process, as shown in the flowchart of FIG. 5, first, in step S11, whether the constant speed traveling control by the constant speed traveling control device 48 is performed, that is, the constant speed traveling control is performed. It is determined whether or not the cruise signal S _CR from the travel control device 48 is S _CR = 1, and whether or not constant speed travel control is instructed by the driver. If S _CR = 1, the flow shifts to step S12 to set the maximum value at constant speed running MAX _ASCD as the maximum limit value TVO _MAX of the throttle opening. On the other hand, if S _CR = 1 is not satisfied, the process proceeds to step S13, where the normal maximum value MAX _{NRM is} set as the maximum limit value TVO _MAX of the throttle opening.
Set.

It should be noted that the maximum value MAX _ASCD at the time of constant speed running is usually smaller than the maximum value MAX _NRM (MAX _NRM > MA).
X _ASCD ). As the normal maximum value MAX _NRM , a maximum output value of the throttle opening sensor 41 is set,
When the constant speed traveling control is not being performed, the throttle opening TVO may not be limited.

Next, the routine proceeds to step S14, where it is determined whether or not the throttle opening TVO from the throttle opening sensor 41 is larger than the maximum limit value TVO _MAX of the throttle opening (TVO> TVO _MAX ). TVO _MAX
If it is, the maximum limit value TVO _MAX is set as the search throttle opening (step S15). On the other hand, T
If VO> TVO _MAX is not established, the throttle opening TVO is set as the search throttle opening (step S).
16).

When the search throttle opening is set in step S3 in this way, the process then proceeds to step S4 to execute a target gear ratio setting process. In the target gear ratio setting process, as shown in the flowchart of FIG. 6, the shift control of FIG. 7 is performed based on the vehicle speed V _SP calculated in the process of step S2 and the search throttle opening TVOs set in the process of step S3. From the map, the target input shaft speed TNt
Set.

[0074] Here, equivalent shift control map is a total control map normal shift pattern horizontal axis of the vehicle speed V _SP, the vertical axis of the target input shaft rotational speed TNT, the throttle opening TVO as a parameter as shown in FIG. 7 A straight line passing through the origin and having a constant slope can be considered to have a constant speed ratio. For example, a straight line having the largest slope in the entire region of the shift pattern has the largest reduction ratio of the entire vehicle, that is, the maximum gear ratio C _MAX, and a straight line having the smallest slope has the smallest reduction ratio, that is, the minimum gear ratio. It represents the ratio C _MIN .
Even at the same vehicle speed V _SP , the large depression amount of the accelerator pedal and the large throttle opening TVO indicate that the engine needs to be driven by running load such as an acceleration force or an uphill road or head wind resistance. Since the load to be applied is large, it is necessary to increase the engine rotation speed to increase the output torque. For this reason, the target input shaft rotation speed is increased by increasing the throttle opening TVO with the throttle opening TVO as a parameter. TNt is set to be large. In a region where the vehicle speed _VSP is smaller than a certain speed ratio control start threshold value, the speed ratio is set to the maximum speed ratio _CMAX .

Then, within the speed ratio control region from the minimum speed ratio C _MIN to the maximum speed ratio C _MAX , the target input shaft speed TNt is set according to the throttle opening TVO and the vehicle speed V _SP. Has become.

Next, the process proceeds to step S22, in which a time constant Kr is set according to, for example, vehicle characteristics and the like. The time constant Kr is a weighting factor indicating how much the first-order lag target rotation speed Nt (k-1) described later is reflected on the attained target rotation speed TNt ^* , and is set to a value satisfying 0 <Kr <1. . Incidentally, the time constant Kr be a fixed value, may be reduced to "1" to "0" in response to an increase in the vehicle speed when the vehicle speed V _SP is equal to or larger than a predetermined vehicle speed.

Next, the routine proceeds to step S23, where the first-order lag target rotation speed Nt (k) is calculated based on the following equation (4). Nt (k) = [TNt + Nt (k-1) .times.Kr] / (Kr + 1) (4) Note that Nt (k-1) in the equation is stored in a predetermined storage area during the previous execution of the speed ratio control process. This is the primary delay target rotation speed at the time of the previous calculation.

Next, the flow shifts to step S24, where the target speed ratio Ct is calculated according to the following equation (5) based on the primary delay target rotation speed Nt (k) and the output shaft rotation speed No calculated in step S23. Is calculated. Then, the processing ends and the process returns to the main program.

Ct = Nt (k) / No (5) Returning to FIG. 3, when the target speed ratio setting process is completed in the process of step S4, the process shifts to step S5 to execute the speed change process. In this shift process, the stepping motor 22 adjusts the control speed because the target position cannot be instantaneously realized. As shown in the flowchart of FIG. 8, first, in step S31, the process of step S4 is performed. Based on the set target gear ratio Ct and the estimated input torque Tin calculated in step S2, a corrected target gear ratio Ca as a feedforward gear ratio in consideration of torque shift compensation is determined based on the control map of FIG. Set.

Next, the process proceeds to step S32, where the current actual gear ratio Cp (= Nt / Nt) is obtained from the input shaft speed Nt from the input shaft speed sensor 42 and the output shaft speed No from the output shaft speed sensor 43. No) is calculated. Here, in a low vehicle speed state where the output shaft rotation speed No is small, the maximum gear ratio C _MAX
Is set as the actual gear ratio Cp.

Next, the routine proceeds to step S33, where the deviation ΔC (= Ct−C) between the target speed ratio Ct and the actual speed ratio Cp.
The feedback correction speed ratio Cf is calculated by multiplying p) by the feedback gain Kf.

Next, the routine proceeds to step S34, where the feedback correction speed ratio Cf is added to the feedforward speed ratio which is the correction target speed ratio Ca to obtain the actual target speed ratio C ^*.
(= Ca + Cf) is calculated.

[0083] Then, the processing proceeds to step S35, corresponding to the actual target speed ratio C ^*, the actual target step number STP ^* is the step number of the step motor 22, shown in FIG. 10, the actual target speed ratio C ^* And the number of steps STP of the step motor 22 from the control map.

Next, the process proceeds to step S36, and it is determined whether or not the actual target step number STP ^* obtained in step S35 is smaller than the current step number STP _NOW of the step motor 22. And the current step number STP
_{If the} actual target step number STP ^* is not smaller than _NOW (STP ^* ≧ STP _NOW ), the process shifts to step S37, and the unit step amount ΔSTP is changed to the current step number S
The temporary target step number STP 'is calculated by adding to TP _NOW .

Then, the process shifts to step S38 to determine whether or not the tentative target step number STP 'is larger than the actual target step number STP ^* , and that the tentative target step number STP' is larger than the actual target step number STP ^*. If larger, the process proceeds to step S39, sets the actual target step number STP ^* as a motor control signal S _M. And step S
The process moves to 40, and outputs the motor control signal S _M to the motor drive circuit 32, returns to the main program terminates the processing.

On the other hand, if it is determined in step S38 that the temporary target step number STP 'is not larger than the actual target step number STP ^* (STP'≤STP ^* ), the process proceeds to step S38.
41 the process proceeds to after setting the tentative target step number STP 'as a motor control signal S _M, the process proceeds to step S40.

If the current step number STP _NOW is larger than the actual target step number STP ^{* in} the processing in step S36, the process proceeds to step S42, and the unit step amount ΔSTP is subtracted from the current step number STP _NOW to temporarily determine The target step number STP 'is calculated. Then, step S
43, and determines whether or not the temporary target step number STP 'is smaller than the actual target step number STP ^*.
If P '<STP ^* is not satisfied, the process shifts to step S44 to set the provisional target step number STP' to the motor control signal S _M
Then, the process proceeds to step S40.

On the other hand, if it is determined in step S43 that the provisional target step number STP 'is smaller than the actual target step number STP ^* (STP'<STP ^* ), the process proceeds to step S43.
Move to 39.

When the speed change process of FIG. 8, ie, the process of step S5 of FIG. 3, ends, the speed ratio control process ends, and thereafter, the above process is repeatedly executed at a predetermined sampling cycle. .

Next, the operation of the above embodiment will be described.
Now, assuming that the accelerator pedal is depressed and the vehicle is traveling normally at a constant speed or in an accelerated state, the control unit 30 executes the gear ratio control process of FIG. Are read (step S1), and the estimated input torque Tin and the vehicle speed _VSP are calculated based on the detected values (step S2).

Next, a search throttle opening setting process shown in FIG.
At this time, the vehicle is accelerating and
Cruise signal S_CR
Is S _CR= 0, the maximum limit value T of the throttle opening is
VO_MAXNormally the maximum value MAX_NRMIs set and the slot
The throttle opening TVO is usually the maximum value MAX_NRMControlled by the following values
Limited, set as search throttle opening TVOs
It is. And the search slot restricted in this way
Torque opening TVOs and vehicle speed V_SP7 based on the
The target input shaft speed TNt is set from the control map.
Then, based on the target input shaft speed TNt, the primary
The target rotation speed Nt (k) is calculated, and the target speed
A ratio Ct is set, and the speed is changed based on the target speed ratio Ct.
The processing is executed. The motor control calculated and set by this
Control signal S_MIs output to the motor drive circuit 32 and the motor drive
Motor control signal S_MDrive signal according to
By being supplied to the step motor 22, the step
The motor 22 moves and moves in the moving direction of the step motor 22.
Accordingly, the control valve 21 is operated, and accordingly, the transmission roller 1 is
The gear ratio is controlled by the movement of the gears 5 and 16.
Is done.

As a result, the speed ratio control is performed so as to obtain an appropriate speed ratio in accordance with the running state of the vehicle at the present time in accordance with the depressed state of the accelerator pedal, and the constant speed running or the accelerated running is favorably performed. .

From this state, when the driver continues to drive at a constant speed, or when the vehicle reaches a desired vehicle speed and runs at a constant speed in this state, the driver operates a constant speed control instruction switch (not shown) to set a constant speed. When the high-speed traveling control is instructed, the constant-speed traveling control device 48 starts the constant-speed traveling control process, and the vehicle speed at the time when the constant-speed control instruction switch is operated is equal to the current vehicle speed. The throttle valve is controlled to maintain the vehicle speed at a predetermined speed.

At this time, in the gear ratio control processing executed by the control unit 30, since the cruise signal S _CR = 1 is output from the constant speed traveling control device 48, the search throttle opening setting processing shown in FIG. In, the maximum value MAX _ASCD at the time of constant speed running is set as the maximum limit value TVO _MAX of the throttle opening. Since the maximum value MAX _ASCD at the time of constant speed traveling is normally set to a value smaller than the maximum value MAX _NRM , the throttle opening TVO is smaller than that when the constant speed traveling control process is not performed. The value is limited to a value equal to or less than the maximum value during traveling MAX _ASCD , and is set as the throttle opening TVOs for search.

[0095] Then, the shift control map of FIG. 7 Based Thus the restricted search throttle opening TVOs and the vehicle speed V _SP, the target input shaft rotational speed TNt is set. Then, the target speed ratio Ct is set based on the target input shaft speed TNt, and the speed change control is performed so as to realize the target speed ratio Ct.

Therefore, when the vehicle is traveling on a flat road surface, the throttle valve is maintained at a certain opening by the constant speed traveling control, and the throttle opening TVO is larger than the maximum limit value TVO _{MAX of the} throttle opening. In a state where the throttle opening TVO is maintained at a small value, the target input shaft rotation speed TNt is set based on the actual throttle opening TVO, and the target gear ratio Ct corresponding thereto is realized. The gear change control is performed at the same time.

In this state, for example, when the vehicle moves uphill, the vehicle tends to decelerate, so that the throttle valve is controlled in the opening direction by the constant speed control.
Then, it throttle valve and the opening direction, the throttle opening TVO exceeds the maximum limit value TVO _MAX of the throttle opening, the maximum value when the throttle opening TVO is constant speed running M
Since the throttle opening TVO is limited to a value equal to or less than AX _ASCD, even in the case where the actual throttle opening TVO fluctuates at a value equal to or greater than the maximum value MAX _NRM at the time of constant speed running, the throttle opening TVO is constant speed in the gear ratio control process. It is recognized that the maximum value MAX _NRM during running is maintained, and control is performed so that the gear ratio maintains a predetermined value.

Therefore, the gear ratio of the continuously variable transmission 6 is less likely to change with a change in the throttle opening TVO, so that the occurrence of inertia torque due to the gear shift can be avoided, and the fluctuation of the driving force due to this is reduced. Can be suppressed. Therefore, since a driving force can be generated in accordance with the change in the throttle valve, it is possible to avoid a decrease in the speed controllability of the constant-speed traveling control in the constant-speed traveling control device 48, and to perform stable constant-speed traveling. be able to.

In particular, when the speed ratio of the continuously variable transmission 6 is controlled to the maximum speed ratio, the driving force increases but the vehicle speed decreases more quickly. In this case, the gear shift on the maximum gear ratio side is suppressed, which is effective.

Although the gear shift is suppressed, the gear is slightly shifted, so that even when the running resistance changes, a driving force can be generated in accordance with the running resistance. The effect associated with controlling the speed ratio by providing the stepped transmission 6 can be obtained.

Here, the constant speed traveling control device 48 corresponds to the constant speed traveling control means, the throttle opening sensor 41 corresponds to the throttle opening detecting means, and the target gear ratio setting processing of FIG. 8 corresponds to the speed change control means, and the cruise signal S _CR from the constant speed traveling control device 48 is set to S in the search throttle opening setting process of FIG.
_The process for determining whether or not _CR = 1 corresponds to the traveling control condition detecting means. When the constant speed traveling control is being performed in the process of step 11 in FIG. 5, the process proceeds to step S12 to execute the maximum limit value TVO. _The process of setting the maximum value MAX _ASCD at the time of constant speed running as MAX corresponds to the gear ratio change suppressing means, and the search throttle opening setting process of FIG. 5 corresponds to the search throttle opening calculating means.

In the above-described embodiment, a case has been described in which the maximum value of the throttle opening is restricted and the shift on the maximum gear ratio side is suppressed. May also be restricted.
By doing so, the minimum gear ratio becomes a larger value, so that a certain amount of driving force can be obtained even when the gear ratio is controlled to the minimum gear ratio, and the acceleration performance when shifting to an uphill or the like is improved. The braking force can be improved and the braking force due to the engine braking effect on a downhill or the like can be obtained.

In the above-described embodiment, the search throttle opening calculating means sets a value obtained by limiting the maximum value of the throttle opening in the search throttle opening setting processing as the search throttle opening. The case where the degree of restriction on the maximum value side is set to be larger during high-speed traveling control has been described. For example, a value obtained by performing a hysteresis process on the throttle opening is determined by a search throttle opening T.
You may make it set as VOs.

That is, as shown in FIG. 11, when the cruise control is being performed (step S111), the dead zone width T
The dead zone width HYS _ASCD at constant speed traveling is set as VO _HYS (step S112). If the constant speed traveling control is not being performed (step S111), the normal dead zone width HYS _NRM is set as dead zone width TVO _HYS (step S113). .

Then, the throttle opening TVO is set at the time of executing the previous search throttle opening setting process which is held in advance, and the previous search throttle opening TVOs (k−1) held in a predetermined storage area is set. ) And dead zone width TVO _HYS
(TVO> TVOs (k−
1) + TVO _HYS ) (step S114), the value obtained by subtracting the dead zone width TVO _HYS from the throttle opening TVO (TV
O-TVO _HYS ) to this search throttle opening TVO
It is set as s (k) (step S115).

On the other hand, in step S114, TVO> TV
If not Os (k-1) + TVO _HYS , step S
116, and the throttle opening TVO is equal to or less than the previous search throttle opening TVOs (k−1) (TVO ≦ TV
Os (k-1)), the detected throttle opening TVO is replaced with the current search throttle opening TVOs.
(K) (step S117), and step S117
If TVO ≦ TVOs (k−1) at 116,
The previous search throttle opening TVOs (k-1) is set as the current search throttle opening TVOs (k) (step S118).

At this time, the dead zone width HYS _ASCD at the time of constant speed running
Is set to be larger than the normal dead zone width HYS _NRM , the change in the throttle opening for search set during the constant-speed running control is more than the change in the actual throttle opening compared to during the non-control. Therefore, the same operation and effect as those of the first embodiment can be obtained, and the shift is suppressed not only on the maximum gear ratio side but also in the entire gear ratio control region. Therefore, even when the throttle operation amount by the constant-speed traveling control device 48 largely changes, the shift is performed slowly and the gear ratio changes smoothly, so that the torque fluctuation accompanying the shift is suppressed and the vehicle speed hunting accompanying the shift is suppressed. Alternatively, occurrence of hunting of the speed ratio can be avoided.

Further, for example, a value obtained by limiting the amount of change with respect to the throttle opening is obtained by searching throttle opening TVOs.
And the shift control may be performed based on the search throttle opening TVOs. That is, FIG.
As shown in (1), when the constant speed traveling control is being performed (step S121), the constant speed traveling variation ΔTVO _ASCD is set as the unit variation ΔTVO (step S122). (step S121), sets the normal variation .DELTA.TVO _NRM as a unit change amount .DELTA.TVO (step S123).

The throttle opening TVO is set to the value of the previous search throttle opening TVOs (k−
If it is larger than the sum of 1) and the unit change amount ΔTVO (TVO> TVOs (k−1) + ΔTVO) (step S124), the previous search throttle opening TVOs (k)
−1) and the unit change amount ΔTVO are set as the current search throttle opening TVOs (k) (T
(VOs (k) = TVOs (k−1) + ΔTVO)) (Step S125).

On the other hand, in step S124, TVO> TV
If it is not Os (k-1) + ΔTVO, then the throttle opening TVO is changed to the previous throttle opening TVO for search.
It is determined whether the value is smaller than a value obtained by subtracting the unit change amount ΔTVO from s (k−1) (step S126), and TVO is determined.
If <TVOs (k−1) −ΔTVO, a value obtained by subtracting the unit change amount ΔTVO from the previous search throttle opening TVOs (k−1) is used as the current search throttle opening TVOs (k). Set (TVOs (k) = TV
Os (k−1) −ΔTVO) (step S127), T
If VO <TVOs (k−1) −ΔTVO,
Set the throttle opening TVO to the current throttle opening T for search.
Set as VOs (k) (TVOs (k) = TV
O) (Step S128).

[0111] Then, by setting, as the constant-speed running time variation amount .DELTA.TVO _ASCD is smaller than the normal amount of change .DELTA.TVO _NRM, the target gear ratio change compared to search throttle opening to the relative change of the actual throttle opening Since the change in the degree is suppressed, the same operation and effect as described above can be obtained.

Further, for example, with respect to the throttle opening,
A value obtained by performing a smoothing process such as obtaining a weighted average or a moving average may be set as the search throttle opening TVOs, and the shift control may be performed based on the search throttle opening TVOs. FIG. 13 shows an example in which a weighted average of the throttle opening is obtained. When the constant-speed running control is being performed (step S131), a constant-speed running time coefficient w _ASCD is set as the weight coefficient w. (Step S132) If the constant-speed running control is not being performed (Step S131), the normal coefficient w _NRM is set as the weight coefficient w (Step S133).

Then, a weighted average is obtained based on the weight coefficient w set as described above, and the weighted average is obtained.
Set as VOs (k) (TVOs (k) = TVO
s (k-1) + w (TVO-TVOs (k-1)) (step S134).

At this time, the constant speed running time coefficient w _ASCD and the normal coefficient w _NRM are set so as to satisfy 1 ≧ w _NRM > w _ASCD, and the weight of the new value is smaller during the constant speed running control. With this setting, the same operation and effect as described above can be obtained.

The moving average is obtained for the throttle opening TVO to obtain the search throttle opening TVO.
When s is determined, it is only necessary to increase the number of averaging points for calculating the moving average during the constant-speed running control.

Further, for example, with respect to the throttle opening,
The value obtained by multiplying the predetermined gain is used as a throttle opening TVO for search.
s and set this search throttle opening TVOs
The shift control may be performed based on the shift control. That is, FIG.
As shown in FIG. 4, when the cruise control is being performed (step
Step S141), the constant-speed running gain G
_ASCDIs set (step S142), and during the constant speed traveling control
When there is no gain (step S141),
Normal gain G_NRMIs set (step S143). Soshi
Thus, the gain G set in this manner is used to determine the throttle opening.
TVO is multiplied, and the result is used as a search throttle opening TV.
Set as Os (TVOs = G × TVO) (step
S144).

At this time, the gain G at the time of constant speed running is obtained._ASCDAnd communication
Normal gain G_NRMWhere 1 ≧ G_NRM> G _ASCDTo satisfy
And the gain is smaller during constant speed cruise control.
If you set so that the same effect and effect as above
Can be.

Next, a second embodiment of the present invention will be described. In the second embodiment, the throttle opening sensor 4
A target gear ratio is set from a shift control map when the constant speed traveling control is activated and a shift control map when the constant speed traveling control is not activated, based on the throttle opening TVO from 1; The first embodiment is the same as the first embodiment except that the gear ratio control process executed by the control unit 30 is different.

FIG. 15 is a flow chart showing the procedure of the speed ratio control process in the second embodiment. First, detection signals of various sensors are read (step S10).
1) A vehicle speed _VSP and an estimated input torque Tin are calculated based on a predetermined detection signal (step S2), and a target gear ratio is set based on a predetermined shift control map (step S2).
4) A gear shift process is performed so as to realize the target gear ratio (step S5).

In the target speed ratio setting process according to the second embodiment, as shown in FIG. 16, the speed change control map when the constant speed running control (ASCD) is operated and the speed change control when the constant speed running control is not operated, as shown in FIG. And a target input shaft rotation speed TNt is set based on a corresponding shift control map according to whether or not constant speed traveling control is being performed. The maximum speed ratio C _0MAX to C shown by the broken line in FIG.
_{Compared with the} normal speed ratio control region consisting of _0MIN, the speed ratio control region at the time of the constant speed traveling control operation is a speed ratio on the minimum speed ratio side of the maximum speed ratio C _{0MAX as} shown by a solid line in FIG. Smaller than the maximum transmission ratio C _1MAX to the minimum transmission ratio C _0MIN
Transmission ratio C on the maximum transmission ratio side larger than the minimum transmission ratio C
_An area is formed from _1MIN, and the range of change of the target input shaft speed with respect to the change of the throttle opening is set to be narrow.

FIG. 17 is a flowchart showing an example of a predetermined procedure of the target gear ratio setting process in the second embodiment.
Based on the cruise signal S _CR from 8 to determine whether the cruise control in. Then, when the constant-speed traveling control is being performed, the process proceeds to step S52, and from the shift control map at the time of the constant-speed traveling control operation shown by the solid line in FIG.
Throttle opening TVO from throttle opening sensor 41
The target input shaft speed TNt corresponding to the above is set. On the other hand, if the constant-speed traveling control is not being performed in step S51,
In step S53, the target input shaft speed TNt corresponding to the throttle opening TVO and the like from the throttle opening sensor 41 is set from the shift control map when the constant speed traveling control is not operated as indicated by the broken line in FIG. .

Thereafter, the time constant Kr is set in step S54 in the same manner as in the first embodiment, and
At 55, a primary delay target rotation speed Nt (k) is calculated based on the target input shaft rotation speed TNt, and based on this, the target speed ratio Ct is calculated.
Is calculated (step S56).

Therefore, since the shift control map when the constant speed traveling control device 48 operates with the constant speed traveling control and the speed change control map when the constant speed traveling control is not activated are provided, the cruise from the constant speed traveling control device 48 is controlled. depending on the signal S _CR, the target input shaft rotational speed TNt is set in accordance with one of the shift control map and the shift control map and the gear shift control map for normal running of the constant-speed running control. At this time, in the speed change control map at the time of constant speed running control, the maximum speed ratio is set to a smaller value on the minimum speed ratio side as compared with the speed change control map during normal running,
Further, the minimum gear ratio is set to a larger value on the maximum gear ratio side, so that the range of gear ratios that can be taken is smaller than that of the gear shift control map during normal running, and the change in the throttle opening is changed. The amount of change of the target input shaft speed TNt with respect to the amount, that is, the target gear ratio is set to be small.

Therefore, during the constant-speed running control, the control is performed based on the target gear ratio suppressed more than the change in the target gear ratio corresponding to the actual change in the throttle opening. As a result, the speed ratio of the continuously variable transmission 6 does not tend to change, and the constant-speed traveling
In this case, it is possible to avoid a decrease in the speed controllability of the constant speed traveling control in the above. Also, in the shift control map at the time of constant speed traveling control,
As compared with the shift control map when the constant speed traveling control is not operated, the maximum gear ratio side of the gear shift control area is set to a smaller value and the minimum gear ratio side is set to a larger value. During the high-speed running control, it is possible to obtain a sufficient braking force due to the engine braking effect on the minimum gear ratio side, and a certain amount of driving force is generated even when the gear ratio is controlled to the minimum gear ratio side. In addition, a driving force can be obtained on an uphill or the like to improve acceleration.

Further, since the maximum speed ratio is set to a smaller value, a decrease in vehicle speed when the maximum speed ratio is controlled can be reduced, and the speed controllability on the maximum speed ratio side is further improved. be able to.

Next, a third embodiment of the present invention will be described. In the third embodiment, a change in the target gear ratio set based on the throttle opening TVO from the throttle opening sensor 41 is suppressed based on the shift control map shown in FIG. Then, the first embodiment is the same as the first embodiment except that the gear ratio control process executed by the control unit 30 is different.

FIG. 18 is a flowchart showing the procedure of the gear ratio control process in the third embodiment. First, the detection signals of various sensors are read (step S10).
1) A vehicle speed _VSP and an estimated input torque Tin are calculated based on a predetermined detection signal (step S2), and a target gear ratio is set from a gear shift control map based on the throttle opening TVO from the throttle opening sensor 41 (step S2). S4) After performing the limiting process on the target gear ratio (step S4).
4a), a shift process is performed so as to achieve the target gear ratio for which the limit process has been performed (step S5).

Then, the target gear ratio limitation in step S4a
In the processing, first, as shown in FIG.
To determine whether the cruise control is in progress.
If the gear ratio is being controlled, the process proceeds to step S62.
Low limit value L that limits the maximum value of_LMTAs constant speed running
Time limit L_ASCDSet. On the other hand, during constant speed
If not, the process proceeds to step S63, where the lowest row limit value L is set.
_LMTAs normal limit value L _NRMSet. Where the constant speed
Travel limit value L_ASCDIs the normal limit value L_NRMOf gear ratio than
A small value is set.

Next, the flow shifts to step S64, where it is determined whether or not the target gear ratio Ct calculated and set in the processing of step S4 is larger than the lowest limit value L _LMT . And C
If t> L _LMT , the lowest speed limit value L _LMT is set as the target speed ratio Ct, that is, the target speed ratio Ct is limited to the lowest speed limit value L _LMT (step S65). On the other hand, if Ct> L _LMT is not satisfied, the process ends.

Therefore, the maximum value of the target speed ratio Ct is limited to a smaller value when the constant speed traveling control is in operation than when it is not in operation, and the speed change control is performed such that the target speed ratio becomes the limited target speed ratio. Since the shift on the maximum speed ratio side is avoided, the same operation and effect as those of the first embodiment can be obtained.

Here, steps S64 and S65 in FIG.
In step S64, the target speed ratio Ct is set to the minimum low limit value L.
Processing ends as it is when _LMT greater is corresponds to the control target gear ratio calculating means, the lowermost row limit L _LIM at target gear ratio Ct and step S64 which is limited to the uppermost row limit L _LIM at step S65 The target speed ratio Ct that is not greatly limited corresponds to the control target speed ratio.

In this case as well, the minimum value side may be limited. In this case, the minimum speed ratio becomes a larger value. Even in this case, a certain amount of driving force can be obtained, and the acceleration performance when the vehicle shifts to an uphill or the like can be improved, and a braking force by the engine braking effect on a downhill or the like can be obtained.

Further, in the third embodiment, the maximum value of the target speed ratio Ct is limited to a smaller value during the constant-speed running control as the control target speed ratio calculating means, and based on the limited value. The case where the change in the gear ratio of the continuously variable transmission 6 is suppressed by performing the gear change control has been described. However, the present invention is not limited to this. For example, as shown in FIG. The shift control may be performed based on the limited target gear ratio limit value. That is, when the constant-speed traveling control is being performed (step S201), the constant-speed traveling variation ΔC _ASCD is set as the unit variation ΔC (step S202), and when the constant-speed traveling control is not being performed (step S201). ), The normal change amount Δ as the unit change amount ΔC
C _NRM is set (step S203).

When the target gear ratio Ct is larger than the sum of the previous control target gear ratio Cts (k−1) previously set when the previous gear ratio control process is executed and the unit change amount ΔC. (Ct> Cts (k-1) + ΔC)
(Step S204), previous control target gear ratio Cts
A value obtained by adding (k-1) and the unit change amount ΔC is set as the current control target gear ratio Cts (k) (step S205).

On the other hand, in step S204, Ct> Cts
If not (k−1) + ΔC, then the target gear ratio C
It is determined whether or not t is smaller than a value obtained by subtracting the unit change amount ΔC from the previous control target gear ratio Cts (k−1) (step S206), and Ct <Cts (k−1) −ΔC.
, The previous control target gear ratio Cts (k−
A value obtained by subtracting the unit change amount ΔC from 1) is set as the current control target gear ratio Cts (k) (Cts (k) = C
ts (k−1) −ΔC) (step S207), Ct <
If not Cts (k−1) −ΔC, the target gear ratio C
t is set as the current control target gear ratio Cts (k) (Cts (k) = Ct) (step S208).

If the constant speed change ΔC _ASCD is set to be smaller than the normal change ΔC _NRM , the change in the target gear ratio changes by the unit change ΔC. During constant speed driving control, the unit change amount is set to be smaller than during non-control, so
The change in the target gear ratio is suppressed more during the constant speed traveling control, and the same operation and effect as described above can be obtained. Further, similarly to the first embodiment, a smoothing process such as obtaining a weighted average or a moving average may be performed on the target speed ratio Ct, or a hysteresis process may be performed.

Next, a fourth embodiment of the present invention will be described. The fourth embodiment is the same as the second embodiment except that the target gear ratio setting process is different, and therefore detailed description of the same parts is omitted.

In the fourth embodiment, a target gear ratio setting process shown in FIG. 21 is executed. That is, first, in step S71, the estimated input torque T calculated and set in the processing of steps S1 and S2 in FIG.
Based on the in and vehicle speed V _SP , a corresponding target input shaft speed TNt is set from the shift control map of FIG. Then, on the basis of the cruise signal S _CR from cruise control unit 48, it is determined whether the cruise control in, when a cruise control in, it proceeds to step S73, when The constant speed traveling time constant Kr _ASCD is set as the constant Kr, and when the constant speed traveling control is not being performed, the process proceeds to step S74, and the normal time constant K _NRM is set as the time constant Kr.
The constant speed traveling time constant Kr _ASCD and the normal time constant K _NRM are values satisfying 1 ≧ Kr _ASCD > normal time constant K _NRM > 0.

Next, the set time constant Kr and (4)
The first-order lag target rotation speed Nt (k) is calculated according to the equation (step S75), and the target speed ratio Ct is calculated according to the equation (5) (step S76).

Therefore, in this case, during the constant speed traveling control, a larger constant speed traveling time constant K is used as the time constant Kr.
Since r _ASCD is set and the target gear ratio Ct is set based on this, that is, the gear speed is reduced. Therefore, the change in the gear ratio of the continuously variable transmission 6 with respect to the change in the throttle opening is suppressed, and the speed control of the constant speed traveling control device 48 accompanying the gear shift is performed in the same manner as in the second embodiment. Can be avoided.

Note that in the fourth embodiment,
The case has been described in which the constant speed traveling time constant Kr _ASCD or the normal time constant Kr _NRM is set as the time constant Kr. For example, the time constant Kr may be calculated and set according to the traveling state of the vehicle such as the vehicle speed. For example, when the time constant Kr is a variable, the constant speed traveling time coefficient α ₁ and the normal coefficient α ₂ (α
₁ > α ₂ ), and the time constant K calculated according to the running condition of the vehicle depending on whether the constant speed running control is being performed or not.
to r, multiplied by the constant speed traveling time factor alpha ₁ or the normal coefficient alpha _2,
The result may be used as a new time constant Kr to calculate the first-order lag target rotation speed Nt (k) based on the time constant Kr.

Here, steps S72 to S74 in FIG.
Corresponds to the shift speed reduction means. In each of the above embodiments, while the constant speed traveling control is operating,
A case has been described in which the change in the throttle opening used for calculating the target gear ratio, the change in the calculated target gear ratio, the change in the shift control map, or the reduction in the shift speed are performed independently. These may be performed in combination, and by doing so, the change in the gear ratio can be suppressed in more detail, so that the speed controllability of the constant speed traveling control device 48 can be further improved. it can.

In each of the above embodiments, the case where a half toroidal type continuously variable transmission is applied as the continuously variable transmission has been described. However, the present invention is not limited to this, and a full toroidal type continuously variable transmission is not limited thereto. Alternatively, the present invention can be applied to a belt-type continuously variable transmission in which a V-belt is stretched between a primary pulley and a secondary pulley.

In the above embodiment, the case where the valve body 21a of the control valve 21 and the spool 21b are relatively moved has been described. However, the present invention is not limited to this. By displacing the sleeve with the precess cam 24, the same effect as described above can be obtained.

In each of the above embodiments, the case where the control unit is constructed by a microcomputer has been described. However, the present invention is not limited to this. For example, an electronic circuit such as an arithmetic circuit may be combined. Needless to say.

Further, in each of the above embodiments, the case where the torque shift compensation is performed in the process of step S21 has been described. However, this can be omitted, and the feedback control process of steps S32 to S34 can be omitted. Open loop processing can also be performed.

[Brief description of the drawings]

FIG. 1 is a configuration diagram illustrating an example of a control device for a continuously variable transmission according to the present invention.

FIG. 2 is an explanatory diagram showing a schematic configuration of a hydraulic control device.

FIG. 3 is a flowchart illustrating an example of a processing procedure of a gear ratio control process according to the first embodiment.

FIG. 4 is a control map showing a correspondence between an engine speed Ne and an engine torque Te using a throttle opening TVO as a parameter.

FIG. 5 is a flowchart illustrating an example of a processing procedure of a search throttle opening setting process according to the first embodiment.

FIG. 6 is a flowchart illustrating an example of a processing procedure of a target gear ratio setting process according to the first embodiment.

FIG. 7 is a shift control map showing a correspondence between a vehicle speed V _SP and a target input shaft speed TNt using a throttle opening TVO as a parameter.

FIG. 8 is a flowchart illustrating an example of a processing procedure of a shift process.

FIG. 9 is a control map showing a correspondence between a target gear ratio Ct and a corrected target gear ratio Ca using an input torque Tin as a parameter.

FIG. 10 is a control map showing a correspondence between an actual target gear ratio C ^* and a step number STP of a step motor.

FIG. 11 is a flowchart showing another example of the search throttle opening setting process.

FIG. 12 is a flowchart showing another example of the search throttle opening setting process.

FIG. 13 is a flowchart illustrating another example of a search throttle opening setting process.

FIG. 14 is a flowchart showing another example of the search throttle opening setting process.

FIG. 15 is a flowchart illustrating a procedure of a gear ratio control process according to the second embodiment.

FIG. 16 is an example of a shift control map according to the second embodiment.

FIG. 17 is a flowchart illustrating a procedure of a target gear ratio setting process according to the second embodiment.

FIG. 18 is a flowchart illustrating a procedure of a gear ratio control process according to the third embodiment.

FIG. 19 is a flowchart showing a procedure of a target gear ratio limiting process.

FIG. 20 is a flowchart showing another example of the target gear ratio limiting process.

FIG. 21 is a flowchart illustrating a processing procedure of a target gear ratio setting process according to the fourth embodiment.

[Explanation of symbols]

 Reference Signs List 6 toroidal type continuously variable transmission 9 wheels 10 engine 11, 12 input disk 13 output disk 15, 16 transmission roller 22 step motor 30 control unit 32 motor drive circuit 41 throttle opening sensor 42 input shaft speed sensor 43 output shaft speed Sensor 46 Engine speed sensor 48 Constant speed traveling control device

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-2-85559 (JP, A) JP-A-4-39127 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (5)

(57) [Claims] 1. A control device for a continuously variable transmission applied to a vehicle provided with a constant speed traveling control means for operating a throttle opening so that the vehicle travels at a predetermined vehicle speed, wherein the controller detects a throttle opening. Throttle opening detecting means, target gear ratio setting means for setting a target gear ratio of the continuously variable transmission based on at least the throttle opening, and a target gear ratio set by the target gear ratio setting means. A continuously variable transmission control device comprising: a continuously variable transmission control device that performs a speed change control of the continuously variable transmission; a continuously variable transmission control device that detects an operation state of the constant speed traveling control unit; When the control unit is operating, the transmission ratio change suppression unit that suppresses a change in the gear ratio of the continuously variable transmission with respect to the change in the throttle opening, and the gear ratio change suppression unit includes:
At least while the constant-speed traveling control means is operating, the
Setting the target gear ratio by suppressing a change in the detected value of the throttle opening.
Throttle opening for setting target gear ratio by means
And a search throttle opening calculating means for calculating
The search throttle opening calculating means may include the throttle opening.
A hysteresis process is performed on the detected value, and the search
The throttle opening is calculated, and the constant-speed traveling control means is operating.
In the hysteresis process compared to during non-operation
The feature is that the dead zone width is made larger.
Control device for a continuously variable transmission. 2. A slot for driving a vehicle at a predetermined vehicle speed.
Suitable for vehicles equipped with a constant-speed cruise control
Control device for a continuously variable transmission
Throttle opening detection means for detecting the degree, at least
Set the target speed ratio of the continuously variable transmission based on the throttle opening.
Target gear ratio setting means to be set, and the target gear ratio setting means
The stepless speed change to achieve the target gear ratio set in the
Speed change control means for performing speed change control of the machine.
In the control device of the machine, the operation state of the constant speed traveling control means
Traveling control condition detecting means for detecting a situation,
When the control means is operating, the throttle opening changes.
Speed ratio for suppressing the change of the speed ratio of the continuously variable transmission with respect to
Change suppression means, and the gear ratio change suppression means comprises:
At least while the constant-speed traveling control means is operating, the
Suppress changes in the throttle opening detection value of the throttle opening detection means.
The target gear ratio setting means sets the target gear ratio.
Search throttle to calculate search throttle opening
A throttle opening calculating means for calculating the throttle opening for search.
The stage limits the amount of change in the throttle opening detection value and
The throttle opening for search is calculated, and the constant speed traveling control
When the stage is in operation, the degree of restriction of the change amount is smaller than when the stage is inactive
Characterized by a larger fit
Control device for continuously variable transmission. 3. The vehicle according to claim 1, wherein the vehicle is driven at a predetermined speed.
Suitable for vehicles equipped with a constant-speed cruise control
Control device for a continuously variable transmission
Throttle opening detection means for detecting the degree, at least
Set the target speed ratio of the continuously variable transmission based on the throttle opening.
Target gear ratio setting means to be set, and the target gear ratio setting means
The stepless speed change to achieve the target gear ratio set in the
Speed change control means for performing speed change control of the machine.
In the control device of the machine, the operation state of the constant speed traveling control means
Traveling control condition detecting means for detecting a situation,
When the control means is operating, the throttle opening changes.
Speed ratio for suppressing the change of the speed ratio of the continuously variable transmission with respect to
Change suppression means, and the gear ratio change suppression means comprises:
At least while the constant-speed traveling control means is operating, the
Suppress changes in the throttle opening detection value of the throttle opening detection means.
The target gear ratio setting means sets the target gear ratio.
Search throttle to calculate search throttle opening
A throttle opening calculating means for calculating the throttle opening for search.
The stage smoothes the throttle opening detection value and performs the search.
The throttle opening is calculated and the constant speed traveling control means operates.
During operation, the degree of the smoothing is more compared to that during non-operation.
Continuously variable transmission characterized by being made larger
Machine control device. 4. A slot for driving a vehicle at a predetermined vehicle speed.
Suitable for vehicles equipped with a constant-speed cruise control
Control device for a continuously variable transmission
Throttle opening detection means for detecting the degree, at least
Set the target speed ratio of the continuously variable transmission based on the throttle opening.
Target gear ratio setting means to be set, and the target gear ratio setting means
The stepless speed change to achieve the target gear ratio set in the
Speed change control means for performing speed change control of the machine.
In the control device of the machine, the operation state of the constant speed traveling control means
Traveling control condition detecting means for detecting a situation,
When the control means is operating, the throttle opening changes.
Speed ratio for suppressing the change of the speed ratio of the continuously variable transmission with respect to
Change suppression means, and the gear ratio change suppression means comprises:
At least while the constant-speed traveling control means is operating, the
Suppress changes in the throttle opening detection value of the throttle opening detection means.
The target gear ratio setting means sets the target gear ratio.
Search throttle to calculate search throttle opening
A throttle opening calculating means for calculating the throttle opening for search.
The stage multiplies the throttle opening detection value by a control gain.
The search throttle opening is calculated, and the constant speed traveling control is performed.
When the means is operating, the control gain is higher than when the means is not operating.
Stepless, characterized by being made smaller
Transmission control device. 5. A slot for a vehicle to run at a predetermined vehicle speed.
Suitable for vehicles equipped with a constant-speed cruise control
Control device for a continuously variable transmission
Throttle opening detection means for detecting the
Preset setting that indicates the correlation between the rottle opening and the target gear ratio
The target transmission ratio of the continuously variable transmission from the
Speed ratio setting means for setting the target speed ratio and setting the target speed ratio
Means to achieve the target gear ratio set by the means.
Speed change control means for controlling the speed change of the speed change device.
In the speed controller, the operation of the constant-speed traveling control means is performed.
Traveling control situation detecting means for detecting a situation;
When the control means is in operation, the change in the throttle opening is changed.
That suppresses the change in the gear ratio of the continuously variable transmission with respect to the shift
Ratio change suppression means, and the speed ratio change suppression means.
Means that the speed change control
Change in the throttle opening from the shift control map.
Set so that the change in the target gear ratio with respect to
Changed to the constant speed control shift control map
A control device for a continuously variable transmission, comprising: