U.S. patent number 10,385,968 [Application Number 14/917,712] was granted by the patent office on 2019-08-20 for control device for continuously variable transmission.
This patent grant is currently assigned to JATCO LTD, NISSAN MOTOR CO., LTD.. The grantee listed for this patent is JATCO Ltd, NISSAN MOTOR CO., LTD.. Invention is credited to Takuichiro Inoue, Takashi Nobukawa, Yuji Okamoto, Fumito Shinohara, Hiroyuki Suzuki, Koutarou Tagami, Seiichiro Takahashi.
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United States Patent |
10,385,968 |
Takahashi , et al. |
August 20, 2019 |
Control device for continuously variable transmission
Abstract
Disclosed is a control device for a continuously variable
transmission (4) that has, as forward speed change stages, a first
speed change stage (32) and a second speed change stage (33). The
control device comprises a coordinated speed change means (12a)
that carries out a coordinated speed changing in such a manner that
when the speed change stage of an auxiliary transmission mechanism
(30) is about to be changed, a speed change speed of the auxiliary
transmission mechanism (30) is coordinated with a variator (20) and
the variator (20) is controlled to carry out a speed change in a
direction opposite to that of the auxiliary transmission mechanism
(30) while carrying out the speed change operation of the auxiliary
transmission mechanism (30), and a torque control means (12b) that
carries out a torque regulating control during the coordinated
speed changing under up-shifting by the coordinated speed change
means, the torque regulating control being a control for effecting
a torque-up operation to a driving source (1) after effecting a
torque-down operation to the driving source and including a timing
through which a starting time point of a drive force gap caused by
the coordinated speed changing is advanced and a timing through
which an ending time point of the drive force gap is delayed.
Inventors: |
Takahashi; Seiichiro (Isehara,
JP), Inoue; Takuichiro (Yamato, JP),
Tagami; Koutarou (Yokohama, JP), Shinohara;
Fumito (Mishima, JP), Suzuki; Hiroyuki (Haga-gun,
JP), Okamoto; Yuji (Sagamihara, JP),
Nobukawa; Takashi (Hadano, JP) |
Applicant: |
Name |
City |
State |
Country |
Type |
JATCO Ltd
NISSAN MOTOR CO., LTD. |
Fuji-shi, Shizuoka
Yokohama-shi, Kanagawa |
N/A
N/A |
JP
JP |
|
|
Assignee: |
JATCO LTD (Fuji-Shi,
JP)
NISSAN MOTOR CO., LTD. (Yokohama-Shi, JP)
|
Family
ID: |
52992655 |
Appl.
No.: |
14/917,712 |
Filed: |
September 24, 2014 |
PCT
Filed: |
September 24, 2014 |
PCT No.: |
PCT/JP2014/075173 |
371(c)(1),(2),(4) Date: |
March 09, 2016 |
PCT
Pub. No.: |
WO2015/060051 |
PCT
Pub. Date: |
April 30, 2015 |
Prior Publication Data
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|
|
|
Document
Identifier |
Publication Date |
|
US 20160223079 A1 |
Aug 4, 2016 |
|
Foreign Application Priority Data
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|
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Oct 23, 2013 [JP] |
|
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2013-220423 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H
61/70 (20130101); F16H 61/702 (20130101); F16H
37/021 (20130101); F16H 61/662 (20130101); F16H
61/04 (20130101); F16H 63/50 (20130101); F16H
2061/0492 (20130101); B60W 10/111 (20130101); F16H
2063/508 (20130101); B60W 10/107 (20130101); B60W
10/06 (20130101) |
Current International
Class: |
F16H
61/70 (20060101); F16H 61/04 (20060101); F16H
61/662 (20060101); F16H 37/02 (20060101); F16H
63/50 (20060101); B60W 10/06 (20060101); B60W
10/107 (20120101); B60W 10/111 (20120101) |
Field of
Search: |
;74/335 ;477/109 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
03-22993 |
|
Oct 1991 |
|
JP |
|
05-322015 |
|
Dec 1993 |
|
JP |
|
06-174069 |
|
Jun 1994 |
|
JP |
|
2007-092665 |
|
Apr 2007 |
|
JP |
|
4914467 |
|
Apr 2012 |
|
JP |
|
05-079554 |
|
Nov 2012 |
|
JP |
|
Primary Examiner: Joyce; William C
Attorney, Agent or Firm: Foley & Lardner LLP
Claims
The invention claimed is:
1. A control device for a continuously variable transmission that
comprises a continuously variable transmission mechanism that
steplessly varies a rotation speed given from a driving source and
an auxiliary transmission mechanism that is connected in series to
the continuously variable transmission and has as forward speed
change stages a first speed change stage and a second speed change
stage whose speed change ratio is smaller than that of the first
speed change stage, the control device further comprising: a
coordinated speed change means that carries out a coordinated speed
changing in such a manner that when the speed change stage of the
auxiliary transmission mechanism is about to be changed, a speed
change speed of the auxiliary transmission mechanism is coordinated
with the continuously variable transmission mechanism and the
continuously variable transmission mechanism is controlled to carry
out a speed change in a direction opposite to that of the auxiliary
transmission mechanism while carrying out the speed change
operation of the auxiliary transmission mechanism; and a torque
control means that carries out a torque regulating control during
the coordinated speed changing under up-shifting by the coordinated
speed change means, the torque regulating control being a control
for effecting a torque-up operation to the driving source after
effecting a torque-down operation to the driving source and
including a timing through which a starting time point of a drive
force gap caused by the coordinated speed changing is advanced and
a timing through which an ending time point of the drive force gap
is delayed.
2. A control device for a continuously variable transmission, as
claimed in claim 1, in which: the coordinated speed change means
carries out the coordinated speed changing by causing the up-shift
operation to experience a preparatory phase, a torque phase, an
inertia phase and an ending phase in order; and the torque control
means carries out the torque regulating control in a period
consisting of the preparatory phase and the torque phase, and
carries out the torque regulating control in a period consisting of
the inertia phase and the ending phase.
3. A control device for a continuously variable transmission, as
claimed in claim 2, in which: the torque control means controls a
torque down amount of the driving source to take a value that is
equal to or greater than 0 (zero) at the point in time when the
phase is shifted from the torque phase to the inertia phase.
4. A control device for a continuously variable transmission, as
claimed in claim 2, in which: the torque control means controls the
torque down amount to take a value of 1 (one) at the point in time
when the phase is shifted from the preparatory phase to the torque
phase.
5. A control device for a continuously variable transmission, as
claimed in claim 2, in which: the torque control means starts the
torque regulating control at the point in time when a given time
passes from the time of shifting to the inertia phase.
Description
TECHNICAL FIELD
The present invention relates to a control device for a
continuously variable transmission (which will be referred to as a
CVT with an auxiliary transmission in the following) that is
equipped with both a belt type continuously variable transmission
mechanism and a stepped variable transmission mechanism.
BACKGROUND ART
Hitherto, in a CVT with an auxiliary transmission, for effecting a
speed change in the auxiliary transmission mechanism, a so-called
coordinated speed change has been carried out wherein the
continuously variable transmission mechanism (which will be
referred to as a variator in the following) is speed-changed in a
direction opposite to that of the auxiliary transmission mechanism,
so that reduction of shift shock of the auxiliary transmission
mechanism is obtained (which is disclosed in for example Patent
Document-1 and Patent Document-2). In Patent Document-2, there is
described a continuously variable transmission in which the speed
change of an auxiliary transmission mechanism consists of four
phases, viz., a preparatory phase, a torque phase, an inertia phase
and an ending phase. In this technology, at the inertia phase, the
speed change ratio of the variator and that of the auxiliary
transmission mechanism are controlled in mutually opposite
directions for carrying out the coordinated speed change.
However, even when the above-mentioned coordinated speed change is
carried out, there is a case in which a driving force gap (or
acceleration gap, G-drop) produced at up-shifting of the auxiliary
transmission mechanism is felt by a driver due to the driving
condition of the vehicle. That is, at up-shifting of the auxiliary
transmission mechanism, the speed change stage for effecting the
torque transmission in the torque phase is shifted from 1.sup.st
speed to 2.sup.nd speed, and thus, the vehicle driving force is
lowered, and at the subsequent inertia phase, the speed change
ratio of the variator is shifted from High-side to Low-side thereby
to restore the vehicle driving force. With this series of
operation, the above-mentioned driving force gap is produced during
the period from the torque phase to the inertia phase.
When the driving force gap is of a type that is clearly felt by the
driver, he or she would have a sluggish feeling (G-drop feeling) in
acceleration thereby failing to have an intended acceleration
feeling, which causes deterioration in vehicle drive feeling.
Particularly, in a vehicle driving wherein the vehicle is being
accelerated from a lower speed with an accelerator pedal kept
depressed slightly (constant low accelerator open degree), the
sluggish feeling of the driver to the acceleration becomes
remarkable. The best way for preventing the driver from having such
sluggish feeling to the acceleration is to eliminate or at least
minimize the driving force gap per se. However, because the driving
force gap is determined by the interstage ratio between the first
speed and second speed of the auxiliary transmission mechanism, it
is quite difficult to eliminate or minimize the driving force gap
without making a big change to hardware construction and control
logic.
One of objects of the present invention is thought out in view of
the above-mentioned tasks and is to provide a control device for a
continuously variable transmission in which a CVT with an auxiliary
transmission is so constructed as to eliminate the sluggish feeling
in acceleration thereby to improve the vehicle drive feeling. It is
to be noted that the object of the invention is not limited to the
above-mentioned object and searching for effects that are provided
by after-mentioned embodiments of the present invention and not
provided by conventional technology constitutes other objects of
the present invention.
PRIOR ART DOCUMENTS
Patent Documents
Patent Document-1: Japanese Laid-open Patent Application
(tokkaihei) 5-79554
Patent Document-2: Japanese Patent 4914467
SUMMARY OF INVENTION
(1) A control device for a continuously variable transmission
disclosed herein is a device that comprises a continuously variable
transmission mechanism that steplessly varies a rotation speed
given from a driving source and an auxiliary transmission mechanism
that is connected in series to the continuously variable
transmission mechanism and has as forward sped change stages a
first speed change stage and a second speed change stage whose
speed change ratio is smaller than that of the first speed change
stage, the control device further comprising a coordinated speed
change means that carries out a coordinated speed changing in such
a manner that when the speed change stage of the auxiliary
transmission mechanism is about to be changed, a speed change speed
of the auxiliary transmission mechanism is coordinated with the
continuously variable transmission mechanism and the continuously
variable transmission mechanism is controlled to carry out a speed
change in a direction opposite to that of the auxiliary
transmission mechanism while carrying out the speed change
operation of the auxiliary transmission mechanism.
The control device further comprises a torque control means that
carries out a torque regulating control during the coordinated
speed changing under up-shifting by the coordinated speed change
means, the torque regulating control being a control for effecting
a torque-up operation to the driving source after effecting a
torque-down operation to the driving source and including a timing
through which a starting time point of a drive force gap caused by
the coordinated speed changing is advanced and a timing through
which an ending time point of the drive force gap is delayed.
(2) It is preferable that the coordinated speed change means
carries out the coordinated speed changing by causing the up-shift
operation to experience a preparatory phase, a torque phase, an
inertia phase and an ending phase in order. In this case, it is
preferable that the torque control means carries out the torque
regulating control in a period consisting of the preparatory phase
and the torque phase, and carries out the torque regulating control
in a period consisting of the inertia phase and the ending
phase.
(3) It is preferable that the torque control means controls a
torque down amount of the driving source to take a value that is
equal to or greater than 0 (zero) at the point in time when the
phase is shifted from the torque phase to the inertia phase.
(4) It is preferable that the torque control means controls the
torque down amount to take a value of 1 (one) at the point in time
when the phase is shifted from the preparatory phase to the torque
phase.
(5) It is preferable that the torque control means starts the
torque regulating control at the point in time when a given time
passes from the time of shifting to the inertia phase.
According to the disclosed control device for a continuously
variable transmission, the torque regulating control is carried out
by operatively using a timing through which a starting time point
of a drive force gap caused by the coordinated speed changing is
advanced as well as another timing through which an ending time
point of the drive force gap is delayed. Thus, the reduction rate
of the drive force gap and the returning rate of the drive force
gap can be gentled. Thus, the sluggish feeling applied to a driver
in vehicle acceleration can be eliminated and thus, the drive
feeling can be improved.
BRIEF DESCRIPTION OF DRAWINGS
FIG. 1 shows a block diagram of a control device for a continuously
variable transmission which is one embodiment of the present
invention and a schematic diagram of a vehicle to which the control
device is practically applied.
FIG. 2 is one example of speed change maps.
FIG. 3 is one example of flowcharts, showing processes that are
carried out in the control device of the embodiment to carry out a
torque regulation control.
FIG. 4 is a time chart used for explaining operations controlled by
the control device for the continuously variable transmission of
the embodiment, in which (a) depicts a phase, (b) depicts a through
speed change ratio, (c) depicts an auxiliary speed change ratio,
(d) depicts a variator speed change ratio, (e) depicts a supplied
hydraulic pressure, (f) depicts a driving force, (g) depicts an
engine torque, (h) depicts a torque down amount and (i) depicts a
torque down rate.
FIGS. 5 (a) to (g) shows a time chart used for explaining
modifications of the torque regulating control, which corresponds
to FIG. 4 (g).
EMBODIMENT FOR CARRYING OUT INVENTION
In the following, an embodiment of the present invention will be
described with reference to the accompanying drawings. It is to be
noted that the following embodiment is only an example and the
applicants have no intention of excluding application of various
modifications and techniques that are not shown in the following
embodiment. It is further to be noted that various modifications of
the following embodiment may be carried out within a scope of the
present invention, selection is available as the need arises and
suitable combinations are available.
[1. Entire System Construction]
FIG. 1 is a schematic block diagram of a motor vehicle that has the
control device for the continuously variable transmission of the
embodiment mounted thereon. As is seen from FIG. 1, the vehicle is
equipped with an engine (internal combustion engine) as a driving
source. An output rotation of the engine 1 is transmitted to drive
road wheels 7 through a torque converter 2 with a lock-up clutch, a
first gear train 3, a continuously variable transmission 4 (which
will be referred to as a transmission 4 in the following), a second
gear train 5 and a final reduction gear 6. The second gear train 5
is equipped with a parking mechanism 8 that mechanically locks an
output shaft of the transmission 4 while the vehicle is parked.
The engine 1 is equipped with an output torque control actuator 15
that carries out an output torque control by selectively opening
and closing a throttle valve and/or effecting a fuel cut operation.
With the actuator, the output torque of the engine 1 can be
controlled by an engine control signal sent from outside as well as
by the output torque control that is effected by the accelerator
operation by the driver. In this embodiment, the output torque of
the engine 1 (which will be referred to as engine torque in the
following) is controlled by a transmission controller 12.
The vehicle is equipped with an oil pump 10 that is driven by part
of power of the engine 1. Furthermore, the vehicle is equipped with
a hydraulic pressure control circuit 11 by which the hydraulic
pressure from the oil pump 10 is adjusted and led into various
portions of the transmission 4, and the transmission controller 12
by which the hydraulic pressure control circuit 11 and its
associated parts are controlled.
The transmission 4 is of a type that consists of a belt-type
continuously variable transmission mechanism 20 (which will be
referred to as a variator 20 in the following) and an auxiliary
transmission mechanism (which is called simply as auxiliary
transmission) 30 that is arranged in series with the variator 20.
Arranged in series means that the variator 20 and the auxiliary
transmission mechanism 30 are connected in series in a power
transmitting route from the engine 1 to the drive road wheels 7. In
this disclosed embodiment, the auxiliary transmission mechanism 30
is directly connected to an output shaft of the variator 20. If
desired, the auxiliary transmission mechanism 30 may be connected
to the variator 20 through another speed change or power
transmission mechanism.
The variator 20 has a continuously variable transmission function
that continuously or steplessly varies a speed ratio (viz.,
rotation speed of transmission input shaft/rotation speed of
transmission output shaft) between the rotation speed of the
transmission input shaft and that of the transmission output shaft
by varying effective diameters of rotation members that have a belt
operatively put therearound. The variator 20 is equipped with a
primary pulley 21, a secondary pulley 22 and a V-belt 23 that is
put around these two pulleys 21 and 22.
Each of the primary and secondary pulleys 21 and 22 has a fixed
conical board and a movable conical board that is arranged to face
its sheave surface to a sheave surface of the fixed conical board
thereby to constitute therebetween a V-shaped groove, and each
pulley 21 or 22 further has a hydraulic cylinder 24a or 24b. Each
hydraulic cylinder 24a or 24b is mounted on a back of the
corresponding movable conical board, so that the movable conical
board is shifted in an axial direction when a hydraulic pressure
(operation hydraulic pressure) applied to the cylinder 24a or 24b
is varied. The hydraulic pressure fed to the hydraulic cylinders
24a and 24b is controlled by the transmission controller 12. When,
due to change in width of the V-shaped groove, the effective
diameter of each pulley 21 or 22 provided by contact of the V-belt
23 with the pulley 21 or 22 is changed, the speed change ratio of
the variator 20 (which will be referred to as variator speed change
ratio in the following) is steplessly or continuously varied.
The auxiliary transmission mechanism 30 is a stepwisely variable
transmission mechanism with two forward speed change stages and one
backward stage. The auxiliary transmission mechanism 30 comprises a
Ravigneaux type planetary gear mechanism 31 that has carriers by
which two planetary gears are united and a plurality of friction
fastening elements 32 to 34 that are connected to a plurality of
rotation elements of the Ravigneaux type planetary gear mechanism
31 in a manner to change the connection state therebetween. By
adjusting the hydraulic pressure applied to the friction fastening
elements 32 to 34, ON/OFF state of each friction fastening element
32, 33 or 34 is changed and thus the speed change stage of the
auxiliary transmission mechanism 30 is changed.
In the embodiment, a Low brake (first speed change stage) 32 used
for starting the vehicle, a High clutch (second speed change stage)
33 that induces a speed change ratio smaller than that of the Low
brake 32 and a Rev brake 34 are employed as the friction fastening
elements. The Low brake 32, High clutch 33 and Rev brake 34
generate each a transmission torque in accordance with the
hydraulic pressure (operation hydraulic pressure) applied thereto.
The hydraulic pressure applied to the Low brake 32, High clutch 33
and Rev brake 34 is controlled by the transmission controller
12.
That is, for example, when the Low brake 32 is engaged and both the
High clutch 33 and the Rev brake 34 are disengaged, the auxiliary
transmission mechanism 30 assumes the first speed change stage.
Usually, at the time of starting the vehicle, the auxiliary
transmission mechanism 30 takes the first speed change stage. Thus,
at the vehicle starting, only the Low brake 32 is engaged. When the
High clutch 33 is engaged and both the Low brake 32 and the Rev
brake 34 are disengaged, the auxiliary transmission mechanism 30
takes the second speed change stage whose speed change ratio is
smaller than that of the first speed change stage. While, when the
Rev brake 34 is engaged and both the Low brake 32 and the High
clutch 33 are disengaged, the auxiliary transmission mechanism 30
takes the reverse stage.
The hydraulic pressure control circuit 11 comprises a plurality of
fluid passages and a plurality of hydraulic control valves. Based
on speed change control signals issued from the transmission
controller 12, the hydraulic pressure control circuit 11 controls
the plurality of hydraulic control valves to switch hydraulic
pressure feeding passages and prepares a needed hydraulic pressure
by adjusting the hydraulic pressure led from the oil pump 10. The
adjusted hydraulic pressure is fed to various portions (the
hydraulic cylinders 24a, 24b and the friction fastening elements 32
to 34) of the transmission 4. With this, the speed change ratio of
the variator and the speed change stage of the auxiliary
transmission mechanism 30 are changed to allow the transmission 4
to carry out the speed changing.
The transmission controller 12 is a computer including a CPU that
carries out various types of arithmetic processing, a ROM that
stores programs and data needed for working the CPU, 44, a RAM that
temporarily stores the results of the arithmetic processing,
input/output ports that are used for inputting or outputting
signals from or to the outside, and a timer that counts a time. As
is seen from FIG. 1, to the transmission controller 12, there are
connected various sensors and switches which are an accelerator
open degree sensor 40, a primary rotation speed sensor 41, a
secondary rotation speed sensor 42, a vehicle speed sensor 43, an
engine rotation speed sensor 44, an inhibitor switch 45, a brake
switch 46, a front and rear G-sensor 47, a hydraulic pressure
switch 48 and an oil temperature sensor 49, and to the transmission
controller 12, there are inputted various types of information
sensed by the sensors and switches.
The accelerator open degree sensor 40 detects the amount
(accelerator open degree APO) of depression of an accelerator pedal
(not shown). The accelerator open degree APO is a parameter that
corresponds to an acceleration intention and a vehicle starting
intention of a driver. The primary rotation speed sensor 41 detects
a rotation speed (input rotation speed of the transmission 4) Npri
of the primary pulley 21, and the secondary rotation speed sensor
42 detects a rotation speed (input rotation speed of the auxiliary
transmission mechanism 30) Nsec of the secondary pulley 22.
The output rotation sensor 43 detects the output shaft rotation
speed of the transmission 4 as an output rotation speed Nout. By
the output rotation sensor 43, the output rotation speed (output
rotation speed) Nout of the auxiliary transmission mechanism 30 is
obtained. The engine rotation speed sensor 44 detects the number of
rotation per unit time of for example the crankshaft as the engine
rotation speed Ne. The inhibitor switch 45 detects the position
(range position) of the select lever (shift lever) selected by the
driver and outputs a range position signal that represents the
selected range position.
The brake switch 46 is a switch for detecting the depression of a
foot brake. The front and rear G-sensor 47 detects front and rear G
(acceleration in the front and rear direction) that is applied to
the vehicle. By using output signals from the front and rear G
sensor 47, inclination and behavior of the vehicle are calculated.
The hydraulic pressure switch 48 is a switch for detecting a
condition of the hydraulic pressure that is led for example to the
Low brake 32 and the High clutch 33. The oil temperature sensor 49
detects the temperature (oil temperature) of the oil. Since the oil
temperature affects the viscosity of the oil, checking whether or
not the oil temperature is suitable for appropriately operating the
oil pump 10 is carried out by using the oil temperature sensor
49.
In the ROM of the transmission controller 12, there are stored
control programs and the like that control the auxiliary
transmission mechanism 30. The CPU reads the control programs in
the ROM, executes the read control programs, applies various types
of arithmetic processing to various signals inputted thereto
through the input port (input interface) to produce control
signals, and outputs the produced control signals to the hydraulic
pressure control circuit 11 through the output port (output
interface). Various values used in the arithmetic processing of the
CPU and arithmetic results are suitably stored in the RAM.
Concreate control objects of the transmission controller 12 are a
line pressure control that obtains a target line pressure in
accordance with the throttle open degree and a speed change control
that controls the variator 20 and the auxiliary transmission
mechanism 30 in accordance with an operation condition of the
vehicle. In the following, explanation will be directed to a speed
change control and coordinated speed change effected by the
transmission controller 12, and detailed explanation will be
directed to a torque regulating control that is carried out during
the coordinated speed change in the up-shift of the auxiliary
transmission mechanism 30.
[2. Summary of Control]
[2-1. Speed Change Control]
FIG. 2 shows one example of speed change maps stored in the ROM of
the transmission controller 12. By using the speed change maps, the
transmission controller 12 controls both the speed changing of the
variator 20 and the stage changing of the auxiliary transmission
mechanism 30.
FIG. 2 is a speed change map that shows at its x-axis the vehicle
speed calculated from the output rotation speed Nout and at its
y-axis the primary rotation speed Npri. That is, the operation
point of the transmission 4 is defined or determined by the vehicle
speed Vsp and the primary rotation speed NPri. An inclination of a
line that connects the operation point of the transmission 4 with
the zero point placed at the leftmost lowest position of the speed
change map corresponds to the speed change ratio of the
transmission 4 (viz., a total speed change ratio provided by
multiplying the speed change ratio of the variator by a speed
change ratio that corresponds to the speed change stage of the
auxiliary transmission mechanism 30, which will be referred to as a
through speed change ratio in the following).
In the speed change map, there is set a speed change line for each
accelerator open degree APO, and the speed change of the
transmission 4 is carried out based on a speed change line that is
selected in accordance with the accelerator open degree APO. It is
to be noted that in FIG. 2, only three speed change lines, which
are a full-load line (viz., the speed change line at the time when
the accelerator open degree APO=8/8 is made), a partial line (viz.,
the speed change line at the time when the accelerator open degree
APO=4/8 is made) and a coast line (viz., the speed change line at
the time when the accelerator open degree APO=0/8 is made), are
indicated by dot-dash lines.
When the auxiliary transmission mechanism 30 takes the first speed
change stage, the transmission 4 can take a speed changing in a
range between 1.sup.st Low line (Low Speed Most Low line) obtained
by setting the variator speed change ratio to the Most Low speed
change ratio (that is, maximum speed change ratio) and 1.sup.st
High line (Low Speed Most High line) obtained by setting the
variator speed change ratio to the Most High speed change ratio
(that is, minimum speed change ratio). In this range, the operation
point of the transmission 4 moves in a width of 1.sup.st speed
change ratio. While, when the auxiliary transmission mechanism 30
takes the 2.sup.nd speed, the transmission 4 can take a speed
changing in a range between 2.sup.nd Low line (High Speed Most Low
line) obtained by setting the variator speed change ratio to the
Most Low speed change ratio and 2.sup.nd High line (High Speed Most
High line) obtained by setting the variator speed change ratio to
the Most High speed change ratio. In this range, the operation
point of the transmission 4 moves in a width of 2.sup.nd speed
change ratio.
The speed change ratio of each speed change stage of the auxiliary
transmission mechanism 30 is so set that the speed change ratio
corresponding to the 1.sup.st high line is smaller than the speed
change ratio corresponding to the 2.sup.nd Low line. With this
relationship, the range of the through speed change ratio that can
be taken by the transmission 4 when the auxiliary transmission
mechanism 30 takes 1.sup.st speed is partially overlapped with the
range of the through speed change ratio that can be taken by the
transmission 4 when the auxiliary transmission mechanism 30 takes
2.sup.nd speed. When the operation point of the transmission 4 is
placed in the overlapped zone, the transmission 4 is able to select
either of 1.sup.st speed and 2.sup.nd speed.
In the speed change map, as is indicated by a thicker broken line,
a mode switching speed change line for causing the auxiliary
transmission mechanism 30 to effect the 1-2 speed change is set to
be almost overlapped with the 1.sup.st High line. That is, the
through speed change ratio corresponding to the mode switching
speed change line (which will be referred to as mode switching
speed change ratio in the following) is set almost identical to the
speed change ratio that corresponds to the 1.sup.st High line.
When, under cruising with 1.sup.st speed, the vehicle speed Vsp
increases and the operation point of the transmission 4 crosses the
mode switching speed change line, the speed change stage of the
auxiliary transmission mechanism 30 is switched from 1.sup.st speed
stage to 2.sup.nd speed stage.
While, in case where under cruising with 2.sup.nd speed, the
vehicle speed Vsp decreases causing the operation point of the
transmission 4 to cross the mode switching speed change line and a
much larger drive force that is not obtained from the 2.sup.nd
speed vehicle driving is required, the speed change stage of the
auxiliary transmission mechanism 30 is switched from 2.sup.nd speed
stage to 1.sup.st speed stage when the operation point of the
transmission 4 crosses the mode switching speed change line. While,
in case where the required larger drive force is obtainable from
the 2.sup.nd speed vehicle driving, the auxiliary transmission
mechanism 30 keeps 2.sup.nd speed and the speed change is carried
out by only the variator 20.
[2-2. Coordinated Speed Change]
The coordinated speed change is a control in which in case of
changing the speed change stage of the auxiliary transmission
mechanism 30, the change speed of the auxiliary transmission
mechanism 30 is matched with the variator 20 and at the same time,
the variator 20 is changed in speed in a direction opposite to the
speed change direction of the auxiliary transmission mechanism 30
while changing the speed of the auxiliary transmission mechanism
30.
In the coordinated speed change, when the target through speed
change ratio of the transmission 4 changes from a value larger than
the mode switching speed change ratio to a value smaller than the
mode switching speed change ratio, the speed change stage of the
auxiliary transmission mechanism 30 is changed from 1.sup.st speed
change stage to 2.sup.nd speed stage (which will be referred to as
1-2 speed change in the following) and at the same time, the
variator speed change ratio is varied toward a larger speed change
ratio side (Low side). While, when the target through speed change
ratio of the transmission 4 changes from a value smaller than the
mode switching speed change ratio to a value larger than the mode
switching speed change ratio, there is a case in which the speed
change stage of the auxiliary transmission mechanism 30 is changed
from 2.sup.nd speed stage to 1.sup.st speed stage (which will be
referred to as 2-1 speed change in the following) and at the same
time, the variator speed change ratio is varied toward a smaller
speed change ratio side (High side).
When the coordinated speed change is carried out at the mode
switching speed changing as is mentioned hereinabove, uncomfortable
feeling given to a driver, which would be caused by the change in
input rotation produced by the gap of the through speed change
ratio of the transmission 4, is suppressed. Furthermore, since the
mode switching speed changing is carried out at the time when the
variator speed change ratio is substantially the Most High speed
change ratio, undesired shift shock of the auxiliary transmission
mechanism 30 is mitigated. This is because under such condition the
torque inputted to the auxiliary transmission mechanism 30 is the
smallest in the torques that are inputted to the variator 20.
Details of the coordinated speed change will be explained with the
aid of the time chart shown in FIG. 4. FIGS. 4(a) to 4(i) show the
time chart at the time when the auxiliary transmission mechanism 39
is under up-shifting (viz., 1-2 speed change). The following
explanation on the coordinated speed change is directed to the case
of the 1-2 speed change. As will be seen from FIG. 4(a), the speed
change of the auxiliary transmission mechanism 30 consists of four
phases, which are a preparatory phase, a torque phase, an inertia
phase and an ending phase. For effecting the up-shifting, the
phases are carried out in this order. It is to be noted that in
case of 2-1 speed change, explanation on both the friction
fastening elements to be fastened and the friction fastening
elements to be released is reversed to the following
explanation.
As is seen from FIG. 4(a), the preparatory phase is a phase in
which a pre-charging of hydraulic pressure is applied to the High
clutch 33 (viz., friction fastening element to be fastened) for
causing the High clutch 33 to stand by in the state immediately
before engagement. The preparatory phase starts for example at the
point (time t.sub.0) in time when, during a vehicle cruising with
the auxiliary transmission mechanism 30 taking 1.sup.st speed, the
vehicle speed Vsp increases causing the operation point of the
transmission 4 to cross the mode switching speed change line, and
ends at the point (time t.sub.2) in time when a given time Tpr
passes from the start.
As is seen from FIG. 4(e), the torque phase is a phase in which by
lowering the hydraulic pressure fed to the Low brake 32 (viz.,
friction fastening element to be released) and increasing the
hydraulic pressure fed to the High clutch 33, the stage that
carries out the torque transmission is changed from 1.sup.st speed
stage (viz., the stage provided by the friction fastening element
to be released) to 2.sup.nd speed stage (viz., the stage provided
by the friction fastening element to be fastened). The torque phase
starts at the point (time t.sub.2) in time when the preparatory
phase ends and ends at the point (time t.sub.3) in time when a
given time Tto passes from the start. In the torque phase, when, as
will be understood from the dot-dash line shown in FIG. 4(f), the
engine torque is not controlled and thus shows a fixed value, the
drive force is gradually lowered from the start of the torque
phase.
As is seen from FIGS. 4(c) and 4(d), the inertia phase is a phase
in which the speed change ratio (which will be referred to as
auxiliary speed change ratio in the following) of the auxiliary
transmission mechanism 30 is smoothly changed from 1.sup.st speed
stage (viz., the stage before speed change) to 2.sup.nd speed stage
(viz., the stage after speed change) and the variator 20 is
subjected to a speed changing in a direction (from High to Low)
opposite to the speed change direction of the auxiliary
transmission mechanism 30. In this case, the speed change speed of
the auxiliary transmission mechanism 30 is brought to be matched
with the speed change speed of the variator 20, so that the speed
change speed of the auxiliary transmission mechanism 30 and that of
the variator 20 become generally equal to each other. With this
operation, the through speed change ratio is fixed as is seen from
FIG. 4(b).
The inertia phase is a phase in which the speed change stage of the
auxiliary transmission mechanism 30 is changed, and the inertial
phase starts at the point (time t.sub.3) in time when the torque
phase ends and ends at the point (time t.sub.6) in time when the
stage change finishes. Ending of the stage change is judged by
using the secondary rotation speed Nsec detected by the secondary
rotation speed sensor 42, the vehicle speed Vsp detected by the
vehicle speed sensor 43 and a gear ratio of the second gear train
5. In the inertia phase, as will be understood from the dot-dash
line of FIG. 4(f), when the engine torque is not controlled and
thus shows a fixed value, the drive force gradually returns with
the start of the inertia phase, and returns to its original drive
force at the point in time when the inertia phase ends. That is,
the point in time when the torque phase is shifted to the inertia
phase is the point in time when a drive force gap is produced to
reduce the drive force to the minimum value.
As is seen from FIG. 4(e), the ending phase is a phase in which by
feeding 0 (zero) hydraulic pressure to the Low brake 32, the Low
brake 32 is completely released and by increasing the hydraulic
pressure fed to the High clutch 33, the High clutch 33 is
completely fastened. The ending phase starts at the point (time
t.sub.6) in time when the inertia phase ends and ends at the point
(time t.sub.7) in time when a given time Tfi passes from the
start.
[2-3. Torque Regulating Control]
The torque regulating control is a control in which, for
eliminating a sluggish feeling in acceleration caused by the drive
force dropping (drive force gap) that is produced in the period
from the torque phase to the inertial phase of the above-mentioned
coordinated speed change, after giving a torque down amount by
subjecting the engine 1 to a torque down, a torque-up operation is
applied to the engine to make the torque down amount 0 (zero) (that
is, the engine torque is regulated). In the control device, the
torque regulating control is carried out twice in one coordinated
speed change.
Since the drive force gap is determined by a stage/stage ratio
between 1.sup.st speed and 2.sup.nd speed of the auxiliary
transmission mechanism 30, it is difficult to suppress the drive
force gap without making a big change to hardware construction and
control logic. Accordingly, in the control device, by a first
torque regulating control, the start time for the drive force gap
is advanced, and by a second torque regulating control, the ending
time for the drive force gap is delayed. In other words, the first
torque regulating control (first torque regulating control) is
carried out at a timing that advances the starting of the drive
force gap, and the second torque regulating control (second torque
regulating control) is carried out at a timing that delays the
ending of the drive force gap.
With such controls, the reducing tendency of the drive force and
returning tendency of the same are gentled (that is, inclination of
the drive force gap is reduced), and thus the driver is protected
from having the undesired sluggish feeling in acceleration. As is
seen from FIGS. 4(a) to 4(i), the first torque regulating control
is carried out in a period that includes the preparatory phase and
the torque phase, and the second torque regulating control is
carried out in a period that includes the inertia phase and the
ending phase.
In the first torque regulating control, from the point (time
t.sub.1) in time when a first given time T.sub.1 passes from the
starting (time t.sub.0) of the preparatory phase, the engine torque
is gradually reduced with a given gradient A.sub.1. Then, from the
point (time t.sub.2) in time when the phase is changed from the
preparatory phase to the torque phase, the engine torque is
gradually increased with a given gradient B.sub.1. That is, at the
point in time when the phase is changed from the preparatory phase
to the torque phase, the torque down rate shows value 1 (one), and
thus, sudden change of the drive force is suppressed. Then,
together with the ending of the torque phase, the first torque
regulating control is ended.
The torque regulating control is a control by which the drive force
dropping caused by the speed change is gentled thereby to suppress
the driver from having a sluggish feeling in acceleration (G drop
feeling), and in which for gentling the drive force dropping,
advanced starting of the control is effective. However, in case of
advanced starting, reduction of the drive force inevitably takes
place by a degree corresponding to the advanced starting, and thus
it is preferable to avoid a longer time operation of the torque
regulating control in view of the necessity of keeping the vehicle
speed. By taking such points into consideration, the first given
time T.sub.1 is set.
In the invention, the gradient A.sub.1 at the torque down time is
previously set to a rate of change by which the engine torque can
have a target torque down amount D.sub.1 in a period from the point
in time t.sub.1 when the torque down starts to the time t.sub.2
when the preparatory phase ends. Furthermore, the gradient B.sub.1
at the torque up time is previously set to a rate of change by
which the torque down amount becomes 0 (zero) in a period from the
point t.sub.2 in time when the torque up starts to the point in
time t.sub.3 when the torque phase ends. It is to be noted that the
target torque down amount D.sub.1 is a value that is previously
derived by experiment.
In the second torque regulating control, from the point (time
t.sub.4) in time when a second given time T.sub.2 passes from the
starting (time t.sub.3) of the inertia phase, the engine torque is
gradually reduced with a given gradient A.sub.2. From the point
(time t.sub.5) in time when the engine torque takes a target torque
down amount D.sub.2, the engine torque is gradually increased with
a given gradient B.sub.2. That is, at the latter half of the
inertia phase, the torque down rate shows the value 1 (one). Then,
a little later after the end of the ending phase, the second torque
regulating control is ended.
The point in time when the torque phase is replaced with the
inertia phase is the point in time when the drive force gap
appears, and thus, if the torque down operation is started at that
point in time, the returning tendency of the drive force gap can be
reduced. However, the time needed for returning the drive force to
its original value is increased for that, and thus, there is a
possibility that the drive force gap might be elongated. By taking
such points into consideration, the second given time T.sub.2 is
set.
The gradient A.sub.2 at the time of the torque down is a rate of
change that is previously so set that the engine torque can have
the target torque down amount D.sub.2 during the inertia phase.
While, the gradient B.sub.2 at the time of the torque down is a
rage of change that is previously so set that the torque down
amount becomes 0 (zero) during the ending phase or after the ending
phase. The target torque down amount D.sub.2 is previously derived
by experiment.
[3. Control System]
As is seen from FIG. 1, the transmission controller 12 is equipped
with a coordinated speed change section 12a and a torque control
section 12b, which are elements for carrying out the torque
regulating control at the time of the above-mentioned coordinated
speed changing. These elements may be realized by an electronic
circuit (hardware), a software having programs installed or a
combined means including a hardware that works as a part of these
functions and a software that works as the other part of these
functions. The above-mentioned speed change control is able to use
the known technology (for example, Japanese Patent 4914467), and
here, the coordinated speed change and the torque regulating
control will be described in detail.
The coordinated speed change section 12a is a section that carries
out the above-mentioned coordinated speed change when the operation
point of the transmission 4 crosses the mode switching speed change
line. That is, when the through transmission ratio of the
transmission 4 is varied from a value larger than the mode
switching speed change ratio to a value smaller than the mode
switching speed change ratio, the auxiliary transmission mechanism
30 is forced to make the 1-2 speed change and the variator speed
change ratio is forced to take Low side. While, when the through
transmission ratio of the transmission 4 is varied from a value
smaller than the mode switching speed change ratio to a value
larger than the mode switching speed change ratio, the auxiliary
transmission mechanism 30 is forced to make the 2-1 speed change
and the variator speed change ratio is forced to take High
side.
For example, in case of the 1-2 speed change, the coordinated speed
change section 12a precharges the High clutch 33 in the preparatory
phase to cause the High clutch 33 to stand by in the stage
immediately before engagement. In the subsequent torque phase, the
hydraulic pressure fed to the Low brake 32 is reduced and at the
same time the hydraulic pressure fed to the High clutch 33 is
increased. With this, the speed change stage for effecting the
torque transmission is changed from 1.sup.st speed stage to
2.sup.nd speed stage. With the aid of a timer, the coordinated
speed change section 12a carries out both the preparatory phase and
the torque phase for given times Tpr and Tto respectively.
In the inertia phase, the coordinated speed change section 12a
controls the auxiliary transmission mechanism 30 in such a manner
that the speed change stage of the mechanism 30 is smoothly changed
from 1.sup.st speed stage to 2.sup.nd speed stage in coordination
with the speed change speed of the variator 20, and the variator 20
is speed changed from High side to Low side. In the last ending
phase provided after the speed change of the auxiliary transmission
mechanism 30, the hydraulic pressure fed to the Low brake 32 is
made 0 (zero) thereby to fully release the Low brake 32 and the
hydraulic pressure fed to the High clutch 33 is increased thereby
to fully engage the High clutch 33. When the coordinated speed
change section 12a starts the coordinated speed change in the
up-shift, the section 12a transmits the information on the starting
of the coordinated speed change to the torque control section 12b
and transmits current phase information to the torque control
section frequently.
In case of carrying out the coordinated speed change in the
up-shift by the coordinated speed change section 12a, the torque
control section 12b controls the engine torque for carrying out the
above-mentioned torque regulating control. Here, a case in which
the engine torque is controlled by the control for the output
torque control actuator 15 by the transmission controller 12 is
explained as an example. However, if desired, the output torque
control actuator 15 may be controlled through a control device that
controls the engine 1.
When the coordinated speed change section 12a issues an information
on starting of the coordinated speed change in the up-shift, the
torque control section 12b carries out the first and second torque
regulating controls in cooperation with the degree (phase) of
advance of the coordinated speed change. More specifically, from
the point in time when the first given time T.sub.1 passes from the
time when the coordinated speed change starts, the engine torque is
reduced with the given gradient A.sub.1. With this, with the end of
the preparatory phase, the torque down rate is made 1 (one). Then,
at the point in time when the phase is shifted to the torque phase,
the engine torque is raised with the given gradient B.sub.1. With
this, with the end of the torque phase, the torque down amount is
made 0 (zero).
After the phase is shifted to the inertia phase, the torque control
section 12b reduces the engine torque with a given gradient A.sub.2
from the point (time t.sub.4) in time when the second given time
T.sub.2 passes. After the engine torque reaches the target torque
down amount D.sub.2, the engine torque is increased with the given
gradient B.sub.2. And, at the point in time when the torque down
amount becomes 0 (zero), the torque regulating control is
ended.
[4. Flowchart]
In the following, operation steps of the torque regulating control
for the engine 1 which are carried out by the transmission
controller 12 will be described with reference to FIG. 3. The
operation steps depicted in the flowchart of FIG. 3 are repeatedly
carried out at a given cycle when the coordinated speed change in
the up-shift is started by the coordinated speed change section
12a.
As is seen from FIG. 3, at step S10, judgment is carried out as to
whether or not the coordinated speed change is in the preparatory
phase. Since the phase is the preparatory phase at the first
arithmetic cycle, the operation step goes to step S20, and there
judgment is carried out as to whether or not the torque down
operation is being carried out by the torque control section 12b.
Since the torque down operation is not carried out at the first
arithmetic cycle, the operation step goes to step S30, and there
judgment is carried out as to whether or not time is being counted
by the timer. The timer is means for measuring the start timing of
the first torque regulating control, and since, at the first
arithmetic cycle, the time counting is not carried out, the timer
starts the time counting at step S35.
At subsequent step S40, judgment is carried out as to whether or
not the timer counted time is equal to or longer than the first
given time T.sub.1. When the timer counted time is shorter than the
first given time T.sub.1, the current arithmetic cycle is returned.
In the next arithmetic cycle, the operation flow from step S30 is
directly led to step S40 and there, the operation steps from step
S10 to step S40 are repeatedly carried out until when the timer
counted time becomes equal to or longer than the first given time
T.sub.1.
When the timer counted time becomes equal to or longer than the
first given time T.sub.1, the operation flow goes to step S50, and
there the time counting by the timer is stopped and the timer
counted value is reset. Then, at step S60, the torque down
operation by the torque control section 12b is started returning
the arithmetic cycle. In this torque down operation, the
above-mentioned gradient A.sub.1 is used. In the next and
succeeding arithmetic cycles, the operation flow is led from step
S20 to step S60 as long as the preparatory phase is kept, and the
engine torque is lowered down with the gradient A.sub.1.
When the phase of the coordinated speed change is shifted from the
preparatory phase to the torque phase, the operation flow is led
from step S10 to step S70. Then, at step S80, the torque up
operation by the torque control section 12b is started returning
the arithmetic cycle. In this torque up operation, the
above-mentioned gradient B.sub.1 is used. The arithmetic cycle
having the first operation flow led to step S70 (that is, the point
in time when the phase is shifted from the preparatory phase to the
torque phase) is the point in time when the torque down rate shows
1 (one) (the torque down amount is maximum) in the first torque
regulating control. Until the time when the torque phase ends, the
engine torque is raised up with the gradient B.sub.1.
When the phase of the coordinated speed change is shifted from the
torque phase to the inertia phase, the operation flow is led from
step S70 to step S90 and there, judgment is carried out as to
whether the flag F is F=0 or not. It is to be noted that the flag F
is a variable used for checking whether the second torque
regulating control is being carried out or not, F=0 represents a
case in which the second torque regulating control is not being
carried out, and F=1 represents a case in which the second torque
regulating control is being carried out.
In the arithmetic cycle that has the first operation flow to step
S90, the flag shows F=0, and thus, the operation flow is led to
step S100, and there judgment is carried out as to whether the
timer counting is being carried out or not. In this point in time,
the timer counting is not carried out, and thus, at step S105, the
timer counting is started, and in the subsequent step S110, the
torque down amount is set to 0 (zero). That is, at the point in
time when the phase is shifted from the torque phase to the inertia
phase, the torque up operation is ended and the torque down amount
is set to 0 (zero).
Then, at step S120, judgment is carried out as to whether the timer
counted value is equal to or greater than the second given time
T.sub.2 or not. When the timer counted value is smaller than the
second given time T.sub.2, the current arithmetic cycle is
returned. In the next arithmetic cycle, the operation flow is
directly led to step S120 from step S100, and there the operation
steps of step S10, step S70, step S90, step S100 and step S120 are
repeatedly carried out until the time when the timer counted value
becomes equal to or larger than the second given time T.sub.2.
When the timer counted value becomes equal to or larger than the
second given time T.sub.2, the operation flow goes to step S130 to
stop the timer counting and reset the counted value, for starting
the second torque regulating control. Then, at step S140, the flag
is set to F=1, and at step S150, the torque down operation by the
torque control section 12b is started. The gradient used in the
torque down operation is the above-mentioned gradient A.sub.2. At
the subsequent step S160, judgment is carried out as to whether the
torque down amount is equal to or greater than the target torque
down amount D.sub.2 or not, and if the torque down amount fails to
reach the target torque down amount D.sub.2, the current arithmetic
cycle is returned.
In the next and succeeding arithmetic cycles, the flag F is set to
F=1, and thus, the operation flow is led from step S90 to step S190
and there, judgment is carried out as to whether the torque up
operation is being carried out or not. If in the previous cycle the
torque down operation was made at step S150, the operation flow
goes to S150 thereby to continue the torque down operation. These
operation steps are repeatedly carried out until the time when the
torque down amount becomes equal to or larger than the target
torque down amount D.sub.2.
When, at step S160, the judgment is so made that the torque down
amount is equal to or larger than the target torque down amount
D.sub.2, the operation flow goes to step S170. At this step S170,
the torque up operation by the torque control section 12b is
started. In this operation, the gradient used is the
above-mentioned gradient B.sub.2. At subsequent step S180, judgment
is carried out as to whether the torque down amount is larger than
0 (zero) or not, and if the torque down amount is larger than 0
(zero), the current arithmetic cycle is returned.
Since, in the succeeding arithmetic cycles, the torque up operation
is set, the operation flow is led from step S190 to step S170 to
keep the torque up operation. Until the time when the torque down
amount becomes larger than 0 (zero) (in other words, until the time
when the engine torque is returned to the level shown before the
torque regulating control was carried out), these operation steps
are repeatedly carried out. When at step S180 the judgment is so
made that the torque down amount is equal to or smaller than 0
(zero), the operation flow goes to step S200 and there, the flag F
is set to F=0 ending this operation flow.
[5. Operation]
In the following, the drive force gap and torque regulating control
related to the coordinated speed change under 1-2 speed change
according to the control (device will be described with reference
to FIGS. 4(a) to 4(i). However, contents previously described will
be omitted.
The first torque regulating control starts at the point (time
t.sub.1) in time when the first given time T.sub.1 passes from the
point in time (time t.sub.0) when the preparatory phase starts, and
the engine torque is gradually reduced with the given gradient
A.sub.1, and at the time (time t.sub.2) when the phase is shifted
from the preparatory phase to the torque phase, the torque down
rate is set to 1 (one). Thereafter, the engine torque is gradually
increased. At the time (time t.sub.3) when the torque phase ends,
the torque down amount becomes 0 (zero) ending the first torque
regulating control.
With this torque regulating control, as is shown by FIG. 4(f), the
starting point of the drive force gap is shifted toward the
preparatory phase side as compared with a conventional technique
(dot-dash line). Accordingly, the reduction of the drive force
starts in the preparatory phase, and in the period from the
preparatory phase to the torque phase the drive force is gradually
reduced with a gradient that is smaller than a conventional one.
Thus, even though the reduction amount of the drive force is the
same as that in a conventional technology, the reduction in rate of
change helps to eliminate the sluggish feeling in acceleration that
is applied to the driver.
The second torque regulating control starts as the point (time
t.sub.4) in time when the second given time T.sub.2 passes from the
point (time t.sub.3) in time when the inertial phase starts, and
the engine torque is gradually reduced with the given gradient
A.sub.2, and the torque down rate is set to 1 (one) in the inertia
phase. Thereafter, the engine torque is gradually increased, after
the ending phase, the torque down amount becomes 0 (zero) ending
the second torque regulating control.
With this torque regulating control, as is shown by FIG. 4(f), the
starting point of the drive force gap is shifted toward the ending
phase as compared with the conventional technique. Accordingly, in
the period from the inertia phase to the ending phase, the drive
force gradually returns with a gradient that is smaller than a
conventional one. Thus, even though the reduction amount of the
drive force is the same as that in the conventional technology, the
reduction in rate of change helps to eliminate the sluggish feeling
in acceleration that is applied to the driver.
[6. Effects]
Thus, according to the control device for the continuously variable
transmission that embodies the invention, the torque regulating
control is carried out by using two control timings, one being the
timing by which the starting of the drive force gap is advanced and
the other being the timing by which the ending of the drive force
gap is delayed, and thus, the dropping speed of the drive force gap
and the returning speed of the drive force gap can be gently
controlled. With this gentle controlling, the undesired sluggish
feeling in acceleration can be eliminated and thus the drive
feeling is improved.
More specifically, by carrying out the first torque regulating
control in the period that covers the preparatory phase and the
torque phase, the timing for starting formation of the drive force
gap is shifted toward the preparatory phase side to gently or
slowly reduce the decreasing speed of the drive force. Furthermore,
by carrying out the second torque regulating control in the period
that covers the inertia phase and the ending phase, the timing for
ending formation of the drive force gap is shifted toward the
ending phase side to gently or slowly reduce the returning speed of
the drive force. With these operations, even though the drive force
is reduced by the same amount as that in a conventional technology,
the gentle changing in the drive force drop and drive force
returning helps to eliminate the sluggish feeling that is given to
the driver in vehicle acceleration at the time of the coordinated
speed changing, and thus, the drive feeling given to the driver can
be improved.
The point in time when the phase is shifted from the torque phase
to the inertia phase is the point in time when the drive force is
highly reduced causing the drive force drop to show its valley
part. In the control device of the invention, the torque down
amount shows 0 (zero) at this point in time, and thus, increase in
the drive force drop can be avoided. That is, by carrying out the
torque regulating control, the sluggish feeling in the time of
vehicle acceleration can be eliminated without increasing the drive
force drop, and thus, the drive feeling given to the driver can be
improved.
Furthermore, in the control device of the invention, at the point
(time t.sub.2) in time when shifting is made from the preparatory
phase to the torque phase, the torque down rate is controlled to 1
(one). This point in time is the point in time when in a
conventional technique the drive force drop starts to appear
causing an instant and remarkable change in the drive force and
thus causing the driver to have the sluggish feeling in vehicle
acceleration. While, in the invention, the control is so made that
at that point in time, the torque down amount takes the target
torque down amount D1. With this, the difference between the
reduction in rate of change of the drive force drop at the
preparatory phase and the reduction in rate of change of the drive
force drop at the torque phase can be reduced and thus the driver
can be protected from suffering the undesired sluggish feeling in
the vehicle acceleration.
Furthermore, in the invention, the second torque regulating control
starts at the time when the second given time T.sub.2 passes from
the point (time t.sub.3) in time when the phase is shifted to the
inertia phase. With this, the period elongation of the drive force
drop can be prevented, the undesired sluggish feeling in vehicle
acceleration given to the driver can be eliminated and thus the
drive feeling given to the driver can be improved.
[7. Others]
In the above, the embodiment of the invention has been described.
It is however to be noted that the present invention is not limited
to the invention and various modifications of the embodiment are
possible within the scope of the invention. It is further to be
noted that the above-mentioned torque control section 12b is one
example for the control and thus the concrete controlling is not
limited to the above-mentioned one. In the following, one
modification of the torque regulating control will be described
with reference to FIGS. 5(a) to 5(g).
For example, as is seen from FIG. 5(a), the first torque regulating
control may be so changed that without waiting the time when the
first given time T.sub.1 passes from the preparatory phase,
starting of the torque down operation is made just at the same time
as the preparatory phase starts (viz., just at the time (time
t.sub.0) when the preparatory phase starts). In this case, the rate
in change of the drive force reduction can be much reduced.
Furthermore, as is seen from FIG. 5(b), the torque down amount may
be controlled to take 0 (zero) at a latter half of the torque phase
without using the technique of ending the torque up operation just
at the time of ending of the torque phase. In this case, the
reduction rate in change of the drive force at a front half of the
torque phase can be much reduced. If desired, as is seen from FIG.
5(c), the torque down rate may be controlled to take 1 (one) at the
latter half of the torque phase or at the front half of the torque
phase. That is, the first torque regulating control has only to
advance the point in time when the drive force gap is produced in
response to the coordinated speed change.
In the above-mentioned embodiment, the torque down amount is
controlled to take 0 (zero) at the point in time when the phase is
shifted from the torque phase to the inertia phase. However, if
desired, as is seen from FIG. 5(d), the torque down amount may be
controlled to take a value larger than 0 (zero) (that is, taking a
torque up operation). In this case, the drive force gap can be
compensated by the engine torque, and thus, the valley of the drive
force gap can be reduced thereby improving the drive feeling given
to the driver.
Furthermore, the second torque regulating control is not limited to
the control explained in the above embodiment. That is, as is seen
from FIG. 5(e), just at the point in time (time t.sub.3) when the
inertia phase starts, the torque down operation may be made, or as
is seen from FIG. 5(f), at the point in time (time t.sub.6) when
the phase is shifted from the inertia phase to the ending phase,
the torque down rate may be controlled to take 1 (one).
Furthermore, as is seen from FIG. 5(g), just at the point in time
(time t.sub.7) when the ending phase is ended, the torque down rate
may be controlled to take 0 (zero). That is, the second torque
regulating control has only to delay the point in time when the
drive force gap is eliminated in response to the coordinated speed
change.
Furthermore, the gradient A.sub.1 at the time of torque down
operation and the gradient B.sub.1 at the time of torque down
operation in the first torque regulating control may be set to same
as the gradient A.sub.2 at the time of torque down operation and
the gradient B.sub.2 at the time of torque down operation in the
second torque regulating control. Furthermore, the torque down
amount D.sub.1 in the first torque regulating control may be set to
the same as the torque down amount D.sub.2 in the second torque
regulating control.
Furthermore, examples of the torque regulating control shown in
FIGS. 5(a) to 5(g) may be suitably combined for carrying out the
invention.
Although in the above-mentioned embodiment, the vehicle having the
engine 1 as a driving source is shown, the driving source is not
limited to the engine 1, and the driving source may be a motor or a
motor generator.
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