JP3536675B2 - Transmission control device for continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a continuously variable transmission, and more particularly to a shift control device for a toroidal type continuously variable transmission.

[0002]

2. Description of the Related Art A toroidal type continuously variable transmission can perform continuously variable transmission by changing and transmitting rotational power from an engine via a power roller sandwiched between input and output disks.

[0003]

In the transmission control of such a toroidal-type continuously variable transmission, the power roller is mainly caused by the deformation of a member rotatably supporting the power roller. The relative displacement in the offset direction between the motor and the power roller support member becomes a disturbance, causing a shift in the feedback amount to the shift control valve, and due to this shift, the torque shift characteristic of the toroidal type continuously variable transmission is caused. (For example, see Japanese Patent Application Laid-Open No. 9-42).
No. 437 (Reference 1)). Therefore, as described in the above-mentioned document 1, in order to compensate for the shift of the gear ratio caused by the torque shift, the transmission input torque is estimated, the amount of torque shift that may occur, and the estimated amount of torque shift is estimated. A configuration for performing the torque shift compensation based on the above can be adopted.

By providing such a torque shift compensating function, even in a toroidal type continuously variable transmission, it is possible to avoid the influence of the unique torque shift on the speed change control. Given the situation, there is still room for improvement.

In the torque shift compensation, the transmission input torque is estimated based on the estimated engine torque obtained by a known engine torque estimation method for calculating the engine torque from the engine throttle opening and the engine speed. When the torque shift amount is estimated based on this, the detection information of a rotation sensor (engine rotation sensor) for detecting the engine speed is used for the torque shift compensation.

However, if a failure occurs in the rotation sensor, for example, normal torque shift compensation cannot be expected.

To further consider such a case where the rotation sensor is abnormal, in such a case, if the control is continued within the normal speed ratio use range (normal speed ratio width), for example,
If the torque is increased when the gear ratio is the lowest (high gear ratio on the low-speed side), effective torque shift compensation does not work, resulting in exceeding the normal gear ratio limit value. However, there is a concern that it will be further lower than the lowest row. Here, in order to secure a wider gear ratio range as much as possible, the normal gear ratio width is allowed by hardware on both the low (Low) side and the high (High) side (small gear ratio on the high-speed side). Since it is desirable that the speed ratio is set as described above, if the speed ratio is taken as described above, the speed ratio will be out of the specified range, and as a result, will exceed the normally allowable hardware limit value. There is a possibility of a gear ratio, which causes inconvenience in gear shift control.

Therefore, it is desirable that when there is a possibility or assumption that torque shift compensation cannot be performed, it is possible to appropriately prevent the speed ratio from being out of the specified range as described above. is there. Moreover, when the torque shift compensation can be performed, it is necessary to secure the use of a wide speed ratio range, and to be able to fully use the speed change range, and to realize the above fail-safe, or Precisely grasp and judge the possibility that such torque shift compensation will not be possible,
That's what you can do.

SUMMARY OF THE INVENTION The present invention is based on the above-mentioned considerations and the following considerations, and seeks to make improvements in these respects, so that torque shift compensation can be performed while torque shift compensation cannot be performed. It is an object of the present invention to provide a transmission control device for a continuously variable transmission that can reliably and appropriately prevent an out-of-specification gear ratio when there is a possibility or assumption.

It is another object of the present invention to provide a shift control device for a continuously variable transmission capable of accurately grasping and judging a possibility that such torque shift compensation cannot be performed and realizing the above. It is.

[0011]

According to the present invention, there is provided the following shift control device for a continuously variable transmission. That is, the present invention estimates the input torque of the input shaft of the continuously variable transmission, estimates the torque shift amount according to the input torque, and performs the torque shift compensation based on the estimated torque shift amount. A transmission control device for a transmission, comprising: means for determining whether or not the torque shift amount can be estimated; In the range from the upper limit to the upper limit set on the higher side than normal, and from the upper limit obtained by narrowing the use range of the speed ratio to the lower limit set on the low side than normal on the high side. And a means for executing a shift control in the continuously variable transmission.

[0012] Further, a shift control device for a continuously variable transmission characterized in that whether or not the estimation of the torque shift amount is possible is determined by judging abnormality of a rotation sensor.

Further, the rotation sensor is at least one of a sensor for detecting an engine speed, a sensor for detecting a speed of an input disk of the continuously variable transmission, and a sensor for detecting a speed of an output disk. A transmission control device for a continuously variable transmission, which determines that the torque shift amount cannot be estimated when the rotation sensor is determined to be abnormal.

Further, there is provided a shift control device for a continuously variable transmission, which determines that a torque shift amount cannot be estimated when the engine is abnormal.

In order to estimate the input torque, the engine includes an engine torque estimating means for estimating an engine torque, and a means for calculating the input torque based on the estimated engine torque. The estimation is estimation means using a basic control amount for determining the fuel injection amount on the engine control side, wherein the engine abnormality is an abnormality of a sensor for determining the basic fuel injection amount on the engine control side. A shift control device for a continuously variable transmission.

[0016]

According to the present invention, the torque shift compensation can be performed, but when there is a possibility or assumption that the torque shift compensation cannot be performed, the use range of the gear ratio can be reliably narrowed. Thus, it is possible to appropriately prevent the speed ratio from being out of the specified range.

According to the first aspect of the invention, when the torque shift amount cannot be estimated, it is considered that substantially normal torque shift compensation cannot be performed. If it is possible to set the upper limit value within the range of the lower limit value from the upper limit value in which the use range of the speed ratio is narrowed so that the lower limit value is set to the lower side on the high side from the normal time on the high side. Close. Therefore, according to the narrowed range, a margin for the torque shift can be given to the actual gear ratio, and as a result, for example, the gear ratio exceeds the normally permitted hardware limit value and becomes an irregular gear ratio. Therefore, a situation in which a hardware failure occurs due to a gear ratio position that cannot be used on hardware can be avoided beforehand, and fail-safe can be realized. Therefore, in a normal case where the torque shift amount can be estimated, it is possible to secure the use of a wider gear ratio range for the range that cannot be narrowed and to use the gear shift range sufficiently effectively. .

In this case, the determination as to whether the torque shift amount can be estimated or not can be made based on the rotation sensor abnormality or the engine abnormality as described in claims 2 to 4. Normal torque shift compensation is not possible when the rotation sensor system is abnormal, so normal torque shift compensation cannot be performed even when the engine is abnormal. Therefore, when the rotation sensor is abnormal or the engine is abnormal, the range of use of the transmission ratio can be reliably reduced in accordance with the abnormality. Thus, the above can be realized.

In particular, in the case of the former rotation sensor system abnormality,
For example, in the case of estimating the amount of torque shift according to the transmission input torque obtained by using the detection value of the engine rotation sensor and performing torque shift compensation, if an abnormality occurs in the engine rotation sensor, Because of this, accurate torque shift compensation may not be guaranteed in some cases. Therefore, it is assumed that the torque shift amount cannot be estimated based on the abnormality determination of the rotation sensor. It is possible to surely set the shift range at the time of abnormality that is smaller than the ratio. Therefore, when it is determined that the engine rotation sensor is abnormal, the use range of the speed ratio can be reliably narrowed in accordance with the determination, and the above aim can be realized.

An input rotation for detecting the number of rotations of the input / output disk, including an engine rotation sensor as a rotation sensor whose input is used for calculating a control amount for torque shift compensation. The present invention also covers a sensor and an output rotation sensor. If at least one of these three sensors is determined to be abnormal when the corresponding rotation sensor is determined to be abnormal, the torque shift amount cannot be estimated. The operation and effect can be further ensured.

In the case of the latter engine abnormality, the engine control side also operates in a fail-safe manner, and the torque input to the transmission itself is uncertain in the first place. Under the control of estimating the amount of torque shift according to and compensating for torque shift,
In the first place, it is impossible to exhibit the original torque shift compensation function, so it is considered impossible to estimate the torque shift amount due to such an engine abnormality, and it is possible to set a shift range at the time of an abnormality that is narrower than a normal use gear ratio. Therefore, when the engine side performs the fail-safe operation, the use range of the speed ratio can be narrowed thereafter in accordance with the fail-safe operation, and the above-described effects can be realized.

In this case, the engine torque is estimated for the input torque estimation.
The input torque is calculated based on the estimated engine torque, and a basic control amount for determining the fuel injection amount on the engine control side is used for the engine torque estimation. This is more effective when the sensor for determining the injection amount is abnormal. For example, when the fuel injection pulse width of the value corresponding to the engine intake air amount that should contribute to the fuel injection control on the engine control side is determined based on the detection values from the intake air amount sensor and the engine rotation detection sensor, the torque shift amount In the normal state where it is possible to estimate the torque, it is possible to improve the operation effect by using the value corresponding to the engine intake air amount, that is, to improve the accuracy in the low load region when compensating for the torque shift. Even in a toroidal-type continuously variable transmission that is large in the range, it is not possible to calculate such a value equivalent to the engine intake air amount, while obtaining such operational effects that it is possible to ensure good shifting performance, including in that region. If at least one of the sensors on the control side is abnormal, it is determined that the torque shift amount cannot be estimated as an engine abnormality. Obtaining narrowing the range of use of ratios, operations and effects mentioned above also obtained results, it can be assumed that can achieve combined effects of the both.

[0023]

Embodiments of the present invention will be described below with reference to the drawings. 1 and 2 illustrate a toroidal-type continuously variable transmission provided with a transmission control device according to an embodiment of the present invention. FIG. 1 is a longitudinal side view of the toroidal-type continuously variable transmission. It is the longitudinal front view.

First, the toroidal transmission unit, which is the main part of the continuously variable transmission, will be described. It has an input shaft 20 to which rotation from an engine (not shown) is transmitted, and this input shaft is clearly shown in FIG. As described above, the end far from the engine is rotatably supported in the transmission case 21 via the bearing 22, and the center portion is provided in the intermediate wall 23 of the transmission case 21.
4 and a hollow output shaft 25 so as to be rotatable.
The input / output cone disks 1 and 2 are rotatably supported on the input shaft 20, respectively.
The toroidal curved surfaces 1a and 2a are arranged so as to face each other. A pair of power rollers 3 disposed on both sides of the input shaft 20 with the input shaft 20 therebetween are interposed between the opposed toroid curved surfaces of the input and output cone disks 1 and 2, and these power rollers are interposed between the input and output cone disks 1 and 2. To pinch,
The following configuration is adopted.

That is, a loading nut 26 is screwed into the end of the bearing (22) of the input shaft 20, and the cam disk 27 which is prevented from coming off by the loading nut and is rotationally engaged on the input shaft 20; A loading cam 28 is interposed between the first toroidal curved surface 1a and the end surface far from the toroidal curved surface 1a, and the rotation from the input shaft 20 to the cam disk 27 is transmitted to the input cone disk 1 via this loading cam. Here, the input cone disk 1
Is transmitted to the output cone disk 2 via the rotation of the two power rollers 3, and during this transmission, the loading cam 28 generates a thrust proportional to the transmission torque, and moves the power roller 3 between the input and output cone disks 1 and 2. Pinch to enable the above power transmission.

The output cone disk 2 is wedge-mounted on an output shaft 25, and an output gear 29 is fitted on the output shaft 25 so as to rotate integrally therewith. The output shaft 25 is further rotatably supported in an end cover 31 of the transmission case 21 via a radial and thrust bearing 30, and a radial and thrust bearing 3 is separately provided in the end cover 31.
2, the input shaft 20 is rotatably supported. here,
The radial and thrust bearings 30 and 32 butt against each other via a spacer 33 so that they cannot approach each other, and their axial lines with respect to the corresponding output gear 29 and the input shaft 20 so that they cannot be displaced relative to each other. Make contact in the direction. Thus, the thrust acting between the input and output cone disks 1 and 2 by the loading cam 28 is
3, and does not act on the transmission case 21.

Each power roller 3 is, as shown in FIG.
The trunnions 41 are rotatably supported by trunnions 41. Each of the trunnions is rotatable and swingable on both ends of an upper link 43 by a spherical joint 42 and a spherical joint 44 is a lower end thereof.
Thus, the lower link 45 is rotatably and swingably connected to both ends. The center of the upper link 43 and the lower link 45 is supported on the transmission case 21 by spherical joints 46 and 47 so as to be vertically swingable, so that the two trunnions 41 can be vertically moved synchronously in opposite directions. .

A shift control device for shifting the gears by vertically moving the two trunnions 41 in synchronization with each other in the opposite direction will now be described with reference to FIG. Each trunnion 41 is provided with a piston 6 for individually moving the trunnions 41 in the vertical direction. Upper and lower chambers 51, 52 and lower chambers 53, 54 are defined on both sides of both pistons 6, respectively. To control the strokes of the pistons 6 in opposite directions, the shift control valve 5 is installed. Here, the shift control valve 5 includes a spool-type inner valve element 5a and a sleeve-type outer valve element 5b which are slidably fitted to each other, and the outer valve element 5b is connected to the valve outer casing 5.
c so as to be slidably fitted.

The transmission control valve 5 has the input port 5d connected to the pressure source 55, one communication port 5e connected to the piston chambers 51 and 54, and the other communication port 5f connected to the piston chambers 52 and 53, respectively. I do. And the inner valve body 5a
And a cam surface of the precess cam 7 fixed to the lower end of one trunnion 41 via a bell-crank type shift lever 8, and the outer valve body 5b is connected to the step motor 4 as a shift actuator by a rack-and-pinion type. To drive engagement.

The operation command of the shift control valve 5 is given by the actuator (step motor) 4 responding to the actuator drive position command Asstep (step position command) to the outer valve body 5b as a stroke via a rack and pinion. By this operation command, the outer valve body 5b of the transmission control valve 5
When the shift control valve 5 is opened relative to the inner valve body 5a from the neutral position to, for example, the position shown in FIG. 2, the fluid pressure (line pressure P _L ) from the pressure source 55 is supplied to the chambers 52 and 53. On the other hand, when the other chambers 51 and 54 are drained, and the outer valve body 5b of the transmission control valve 5 is displaced in the opposite direction from the neutral position relative to the inner valve body 5a to open the transmission control valve 5. The fluid pressure from the pressure source 55 is supplied to the chambers 51 and 54, while the other chambers 52 and 53 are drained, and the two trunnions 41 are mutually fluidized by the fluid pressure through the piston 6 in the corresponding vertical direction. It shall be displaced in the opposite direction. As a result, both power rollers 3 have their rotation axis O ₁
Is offset (offset amount y) from the illustrated position intersecting the rotation axis O ₂ of the power roller 3 due to the swinging component force from the input and output cone disks 1 and 2 due to the offset. Tilt (tilt angle φ) about the swing axis O ₃ that is perpendicular to ₁ enables a continuously variable transmission.

During this shift, the precess cam 7 connected to the lower end of one trunnion 41 shifts the above-described vertical movement (offset amount y) and tilt angle φ of the trunnion 41 and the power roller 3 via the speed change link 8. Control valve 5
Is mechanically fed back to the inner valve body 5a as shown by x. The stepless speed change allows the stepping motor 4
When the gear ratio command value corresponding to the actuator drive position command Asstep is achieved, the mechanical feedback via the precess cam 7 is applied to the inner valve body 5 of the speed change control valve 5.
and the a, is returned to a relatively initial neutral position with respect to the outer valve member 5b, at the same time, both the power roller 3, the rotation axis O ₁
Returns to the illustrated position intersecting the rotation axis O ₂ of the input / output cone disks 1 and ₂ , so that the state of attaining the above-mentioned speed ratio command value can be maintained.

Since the purpose of the control is to make the power roller tilt angle φ a value corresponding to the gear ratio command value, the precess cam 7 basically has to feed back only the power roller tilt angle φ. However, the reason why the power roller offset amount y is also fed back here is to provide a damping effect for preventing the shift control from becoming oscillating, thereby avoiding the hunting phenomenon of the shift control.

The actuator drive position command Asstep to the step motor 4 is determined by the controller 61. As a result, as shown in FIG. 2, a signal from a throttle opening sensor 62 for detecting an engine throttle opening TVO, a signal from a vehicle speed sensor 63 for detecting a vehicle speed VSP, and a rotation of the input cone disk 1 are transmitted to the controller 61 as shown in FIG. a signal from an input rotation sensor 64 for detecting the number N _i (may be the engine speed N _e), a signal from an output rotation sensor 65 that detects the rotational speed N _o of the output cone disc 2, the transmission hydraulic oil temperature A signal from an oil temperature sensor 66 for detecting TMP and a line pressure P _L from the hydraulic pressure source 55
(Normally, the line pressure P _L is
Since control in detecting the internal signals of the controller 61) and the signal from the line pressure sensor 67, respectively input a signal from an engine speed sensor 68 for detecting the engine speed N _e.

In addition to the above, it is assumed that the following configuration is adopted, and the controller 61 includes, for example,
It is communicably connected to an engine controller 390 constituting a control device of a six-cylinder electronic fuel injection control engine (not shown) through a data transmission path using a communication IC.
Information (digital data) is received from the control device by communication.

The engine (not shown) is provided, for example, with a crank angle sensor 368 attached around the crankshaft to generate a pulse signal at a predetermined angular position every predetermined angular rotation of the crankshaft for detecting engine rotation. ,
The intake air volume of the engine (engine intake volume)
An intake air amount sensor (for example, a sensor composed of an air flow meter) 369 for detecting Q is provided, and signals from these sensors are input to an engine controller 390. Further, here, the engine is connected to an intake system. It shall be equipped with a supercharger having a charger. The engine controller 390 controls the engine operation parameters (throttle opening degree T including the input information from the sensors 368 and 369).
Based on the VO information), a basic control amount (pulse width corresponding to cylinder air) for determining a fuel injection amount for a fuel injection valve in engine control, as will be described in detail later.
By controlling the opening time of the fuel injection valve based on this, the fuel supply control and the fuel cut control (at coast (when the throttle opening is fully closed)) are performed so that optimum power characteristics and fuel consumption characteristics can be obtained. (Including fuel cut)
Here, while performing the supercharging pressure control, communication control with the controller 61 and the like are also performed.

During the engine control on the engine control device side, information related to the cylinder intake air amount used in the engine control is transmitted to the controller 61 under the communication control. In the controller 61, a toroidal type continuously variable transmission (CVT)
In estimating the amount of torque shift that would occur in accordance with the transmission input torque when compensating for the torque shift peculiar to the transmission, the received information is used as information for estimating the input torque. Used primarily for torque estimation. In other words, the controller 61 of the CVT control device that controls the shift control estimates the input torque of the input shaft 20, estimates the amount of torque shift corresponding to the input torque, and suppresses the estimated amount of torque shift (the direction of torque shift). When executing the gear ratio control to correct the gear ratio control amount in the direction of canceling the gear ratio deviation), the engine controller 390 transmits when estimating the generated torque of the engine and estimating and calculating the input torque from it. The received communication information is used for the estimation of the engine torque, and the value corresponding to the cylinder intake air amount of the engine and the engine speed _Ne
Then, the engine torque is estimated. Such a first engine torque estimation system (first engine torque estimation means)
Thus, as described later in detail, a low load region (FIG. 16, 1)
Even in the case of 8), the accuracy is improved by the torque shift compensation, and good shifting characteristics are ensured.

In the unlikely event of a communication error or the like, such an engine torque estimating means cannot be used. Therefore, the engine torque cannot be estimated depending on the estimation system. As a result, the input torque cannot be estimated (therefore, the torque shift amount cannot be estimated). ), The CVT controller 61 does not rely on the communication information from the engine controller 390 side,
As a second engine torque estimating system (second engine torque estimating means) for the first engine torque estimating system, an engine torque estimating system for torque shift compensation can be performed only by information on the own system side. already described methods, i.e. the throttle opening TVO and the engine speed N _e from the throttle opening sensor and engine speed sensor, is provided together with means for estimating the engine torque.
If the high-precision estimation by the first engine torque estimation system cannot be used,
The engine torque estimating system of the present invention can be used to replace the engine torque estimating with this, and the engine torque estimating value can be applied. As a result, even if communication is abnormal, the continuation of the torque shift compensation according to the estimated torque shift amount is continued. Ensure implementation (alternate fail-safe response).

In the event of a failure occurring on the engine side, including the above-mentioned communication abnormality, when the engine is operated in a fail-safe mode such as trying to reach a repair shop (during limp home), the CVT The shift control also ensures that the vehicle runs in such situations.
Throttle opening TVO information used for the shift control;
Each sensor for inputting the engine speed _Ne information to the controller 61 is more preferably a sensor independent of the CVT control device, which is separate from the sensor used in the engine control system. Here, the throttle opening sensor 62 of FIG. 2 is a throttle opening sensor unique to the CVT control device different from that of the engine control device, and similarly,
The engine rotation sensor 68 is also provided as a rotation sensor separate from the crank angle sensor 368 for detecting the engine speed on the engine control device side.

The controller 61 determines an actuator drive position command Astep (shift command value) to the step motor 4 by the following calculation based on the various input information including the transmission information from the engine controller 390. I do. Therefore, in this example, the controller 61
3 and FIG. 4, while the engine controller 390 calculates the cylinder-air-equivalent pulse width, communication information generation, and fuel cut, a part of which is illustrated as blocks 391 to 393 in FIG. On the CVT controller side, first, the shift map selection unit 71 first determines the oil temperature TMP detected by the sensor 66 in FIG.
The shift map is selected according to various conditions such as whether the exhaust purification catalyst is being activated or not.

The arrival input rotational speed calculating section 72 describes the case where the shift map thus selected is, for example, as shown in FIG.
From the throttle opening TVO and the vehicle speed VSP respectively detected in 3, based on the shift map corresponding to the shift diagram of FIG. Search for and find _Ni ^* . Attained gear ratio calculation unit 73, a reaching input rotational speed N _i ^*, is divided by the transmission output speed N _O detected by the sensor 65 of FIG. 2, steady corresponding to reaching the input rotational speed N _i ^* A target gear ratio DRatio, which is a target gear ratio, is calculated.

On the engine control device side, the fuel injection pulse width calculating section 391 corresponding to the engine intake amount is provided by the sensor 3 shown in FIG.
Engine from the rotational speed N _e and the engine intake air amount Q detected by 68,369, calculates an engine output torque (Q / N _e), this is multiplied by a constant K basic pulse width T _PO (= K
· Q / N _e) the calculated, by performing the correction of such delay of the intake system with respect to the basic pulse width T _PO, determine the fuel injection pulse width T _P of the engine intake air quantity equivalent value. On the engine control side, this contributes to fuel injection control of the engine.

The communication information creation unit 392, in addition to the fuel injection pulse width T _P, or the engine speed detecting crank angle sensor 368 and intake air quantity sensor 369 of FIG. 2 that provide information at the time of calculation is abnormal The result of the determination as to whether the engine is normal and the fuel cut cylinder number signal from the fuel cut device 393 are input, and the sensors 368 and 369 are input.
Is abnormal, it is determined that the engine is abnormal, the fuel injection pulse width communication information LANT _PO is set to OFFH, and the sensor 3
Normal of 68,369 from the fuel injection pulse width T _P and the fuel cutoff number cylinders, if all cylinder fuel cut is set fuel injection pulse width communication information LANT _PO = 0, if a semi-cylinder fuel cut fuel Injection pulse width communication information LANT _PO = T _P / 2 is set, and in the case of all-cylinder injection, fuel injection pulse width communication information LANT _PO = T
_P is set and these are used for transmission to the CVT controller side.

Communication abnormality judging section 94 on the CVT controller side
Is the communication information LAN from the engine control device side at all times.
Monitoring the T _PO, whether the communication by determining whether there is an input of the fuel injection pulse width communication information LANT _PO is normally performed, it is determined whether an abnormality, the fuel injection pulse width communication information if normal The LANT _PO is input to the information receiving unit 95, and if abnormal, the switch 96 is switched from the solid line position to the two-dot chain line position to thereby obtain the engine torque calculating unit 97.
The input information is switched from the fuel injection pulse width communication information LANT _PO from the information receiving unit 95 to the throttle opening TVO detected by the sensor 62 in FIG.

The engine torque calculation section 97, from a fuel injection pulse width communication information LANT _PO or the throttle opening TVO from the switching unit 96, sensor 68 (see also FIG. 2) detected with the engine speed N _e, the engine Torque T
Calculate _e . Here, the hit on the calculation of the engine torque T _e (estimated), when communicating properly, under conditions that it is during engine normal, the fuel injection pulse width communication information LANT _PO (here received from the engine controller, LANT _PO =
T _P or T _P / 2 or 0) and the engine speed N
than _e, the estimated engine torque T _e is performed by calculating the engine torque T _e based on the engine torque map (predetermined constant) (first engine torque estimating system), the fuel injection pulse width communication information LANT _PO If there is a communication error that does not come in, instead of the above, the throttle opening TVO
And the engine rotational speed N _e, so that the estimation of the engine torque T _e is performed by calculating the engine torque T _e based on the engine torque map (predetermined constant) (second engine torque estimating system). As a result, an alternative engine torque estimation is ensured, and therefore, torque shift compensation based on the estimated torque shift amount is also ensured.
The engine torque map used in the first engine torque estimating system can be determined in advance according to the characteristic tendency of FIG. 16 described later in detail.

The reaching gear ratio limiting section 98 turns off the fuel injection pulse width communication information LANT _PO to the information receiving section 95.
When it is H, i.e. or when an engine abnormality, for example, when the engine rotation sensor 68 is abnormal, since the engine torque T _e calculated by the block 97 on the basis of these it is incorrect, based on this block 77 As will be described later, the torque shift compensation speed ratio TSrto to be obtained is also inaccurate, so that torque shift compensation cannot be performed substantially.
io is limited to a greater value than in a normal state in which no engine abnormality or engine rotation sensor abnormality has occurred, and a restricted attained speed ratio LmDRatio is obtained. With this, when abnormal,
The use range of the speed ratio can be reliably narrowed, and the occurrence of a situation where the speed ratio exceeds the hardware limit value and becomes undefined can be prevented. In a normal state, the use of a wider gear ratio range is ensured for the range that cannot be narrowed, and the gear range is effectively used.

The shift time constant calculating section 74 calculates a selected range (forward normal travel range D, forward sports travel range D _S ).
The time constant Tsft of the speed change control is determined according to various conditions, such as the vehicle speed VSP, the throttle opening TVO, the accelerator pedal operation speed, and a speed ratio deviation between a target speed ratio and an actual speed ratio, which will be described later. Here, the shift time constant Tsft
Is used to determine the shift speed by determining the shift responsiveness to the attained speed ratio DRatio.
A transient instantaneous target speed ratio Ratio0 for realizing with the speed response determined by t is calculated.

The speed ratio calculating unit 99, the engine speed N _e input is the rotational speed of the interposed allowed torque converter (not shown), it outputs a rotational speed transmission input rotation between the engine and the transmission obtain a speed ratio e of the torque converter represented by the ratio of the number N _i, the torque ratio calculation section 100 calculates the torque ratio t of the torque converter based on the map that corresponds to the torque converter characteristic curves from the speed ratio e , the input torque calculating section 76, the engine torque T _e calculated as described before in block 97, i.e., with the first engine torque estimation system, the use of the fuel injection pulse width T _P value of the engine intake air quantity equivalent value the in estimated engine torque T _e,
This also the engine torque T _e estimated by the second engine torque estimating system in the case can not be used, each multiplied by the torque ratio t is calculated transmission input torque T _i.
The torque shift compensation gear ratio calculation unit 77, a transient target speed ratio Ratio0 and the transmission input torque T _i above, to eliminate specific torque shift (gear ratio invalid) to a toroidal-type continuously variable transmission Is calculated.

Here, a supplementary explanation of the torque shift of the toroidal type continuously variable transmission will be described. During the transmission of the toroidal type continuously variable transmission, the power roller 3 is pressed between the input and output cone disks 1 and 2 as described above. From the trunnion 4
1, the position of the precess cam 7 at the lower end of the trunnion changes, and the precess cam 7
And a change in the path length of the mechanical feedback system composed of the speed change link 8, which causes the above-described torque shift. Therefore, the torque shift of the toroidal-type continuously variable transmission is determined by the target gear ratio Ratio0 and the transmission input torque T
_i , the torque shift compensation speed ratio calculating unit 77
From these two-dimensional maps,
Srto is obtained by search.

The torque shift compensation speed ratio TSrto
Is the target gear ratio R from the target gear ratio calculator 75 described above.
transmission ratio calculating unit 7 with torque shift compensation together with atio0
0, where the torque shift compensation speed ratio TSrt
By adding o to the target gear ratio Ratio0, a torque-shift-compensated gear ratio TSRatio0 is obtained. Incidentally, not only the target speed ratio Ratio0 but also the torque shift compensation speed ratio TSrto are both control amounts obtained by the feedforward control. Therefore, in the present embodiment, the torque shift compensated speed ratio TSRatio0 is used.
Is the target gear ratio determined by the feedforward control.

[0050] As described above, typically, per the torque shift compensation, the fuel injection pulse width T _P value of the engine intake air quantity equivalent value by the first engine torque estimation system is applied to an engine torque estimation, the torque shift compensation Gear ratio TS
rto is calculated, whereby the gear ratio control amount is corrected in a direction in which torque shift is suppressed, and gear shift control is performed through the following blocks. In this case, the second engine torque estimation system As compared with the case of estimating the engine torque based on the throttle opening TVO, it is possible to ensure good shifting performance including the low load range.

FIG. 16 shows the relationship between the engine torque _Te and the _TP value when the engine speed _Ne is three types of predetermined speeds (the speed in the case of the broken line characteristic <the speed in the case of the solid line characteristic). FIG. 9 is a consideration diagram showing data of an experimental result representing an example of <rotational speed in the case of the one-dot chain line characteristic). compared to discussion Figure 17 of the relationship between TVO, in the case of FIG. 16, the engine torque characteristic is exhibited good linear characteristics, such fuel injection pulse width T _P is to reflect this well engine torque T _e And the above is based on this.

FIG. 18 is provided to explain the torque shift characteristics, and shows the low side and the low side, respectively.
FIG. 9 is an input torque-speed ratio (CVT speed ratio) characteristic diagram at an intermediate (Mid) and high (High) side speed ratio;
In the first place, the torque shift shows a characteristic in which the change ratio of the gear ratio is large in a low load region (a characteristic that changes considerably sharply in an area where the input torque is 0 or a small state in the vicinity thereof). On the other hand, the engine torque-throttle opening TVO characteristic in FIG. 17 has a slope as shown in FIG. If attention is paid to the engine torque region where the torque shift as described above is a problem, that is, for example, in the vicinity of a region where the torque is small, this characteristic can be seen in the change in the throttle opening TVO. Thus, in the case of the torque shift compensation, the throttle opening TVO is used to determine the small change area. When the engine torque estimation required for, the accuracy achieved is required becomes considerable severe.

As described above, in the first place, the change ratio of the gear ratio due to the torque shift tends to be large in the low load region as shown in FIG.
In the case of the engine torque estimation by O, as shown in the consideration diagram showing the relationship between the engine torque and the throttle opening in FIG. 17, the characteristics in the low opening region where the throttle opening TVO is small are strictly accurate. Therefore, in order to improve the accuracy of the torque shift compensation and obtain a good shifting performance, the more accurate the engine torque and the more the input torque of the transmission are required for the torque shift compensation, the more accurate and accurate the engine. Estimation of torque, and therefore, estimation of transmission input torque, is difficult and difficult to respond to, and therefore, estimation of the torque shift amount itself cannot be expected to have high accuracy. As a result, the gear ratio control amount for torque shift compensation is not obtained. It is difficult to secure high accuracy for correction.

Further, it becomes more difficult for an engine with a supercharger. In other words, if the engine combined with the toroidal type continuously variable transmission is particularly equipped with a supercharger,
The influence of the supercharging delay (turbo lag) also occurs. Therefore, in the case of an operation scene with such an engine torque delay, in the method of estimating the engine torque based on the throttle opening TVO, the actual generated torque is estimated. ,
It is difficult to handle not only the low load area.

The contrast was adopted in light of the relationship between the engine torque T _e and T _P values as shown in FIG. 16, the process of calculating the torque shift compensation gear ratio TSrto as a control amount of the above-described engine in the engine torque estimation can be used a basic control amount for determining the fuel injection quantity of the control side, therefore, to use a fuel injection pulse width T _P of the engine intake air quantity equivalent value to the engine torque estimation accuracy at low load region In particular, even in a toroidal-type continuously variable transmission in which the amount of change in gear ratio due to torque shift is large in a low load region, good gear shifting performance can be ensured including that region.

Further, in this embodiment, the engine controlled by the engine controller 390 is an engine with a supercharger, as described above. Therefore, it is possible to cope with a driving situation in which the engine torque is delayed due to the supercharging delay, and the above-described effects can be obtained.

Furthermore, the value corresponding to the engine intake air amount is obtained by multiplying the ratio of the number of engine torque generating cylinders (other than the number of fuel cut cylinders) to the total number of cylinders of the engine (6 cylinders in this example). Therefore, even when the fuel is cut under the coast condition, it is possible to cope with the engine intake air amount equivalent value.

As shown in FIG. 16, this characteristic can secure a fairly linear characteristic even when including the fuel cut region. Therefore, all cylinders of the engine, that is, six cylinders are engine torque generating cylinders. At some point, when the value corresponding to the engine intake air amount is T _P (that is, T _P
× (6/6) = T _P ), as described above, when three of half the cylinders are engine torque generating cylinders, T _P is obtained by multiplying T _P by 3/6 = ２. / 2 is a value corresponding to the engine intake air amount, and, for example, if all six cylinders are fuel cut (all cylinder fuel cut) and the engine torque generating cylinder is 0, this is also as already described.
It is sufficient to set T _P × (0/6) = 0, and it is possible to easily cope with the exchange of the information corresponding to the engine intake air amount including the time of the fuel cut. It is effective because it can easily cope with secondary processing.

[0059] Further, using the normal, in addition to the first engine torque estimation system using such engine intake air amount equivalent value, a second engine for estimating the engine torque T _e of the throttle opening TVO and the engine speed N _e A torque estimation system is also provided, and when the first engine torque estimation system cannot estimate the engine torque, the configuration is such that the engine torque estimation value by the second engine torque estimation system is used. In this case, even when the engine torque estimation is not possible due to the first engine torque estimation system using an engine intake air quantity equivalent value, by estimating the engine torque T _e by the second engine torque estimating unit, based on this estimation of input torque T _i, the calculation of the torque shift compensation gear ratio TSrto, resulting performs estimation, therefore,
Even if the accuracy cannot be expected as much as the case of the first engine torque estimation system, in such a case, it is possible to ensure the continuous execution of the torque shift compensation based on the alternative engine torque estimation system.

Further, in this case, the configuration is such that the value corresponding to the engine intake air amount is received by communication from the engine control device, so that the engine torque cannot be estimated by the first engine torque estimation system and the second engine Assuming that the switching to the torque estimating system should be a communication abnormality with the engine control device, such switching can be an effective means in such a case, and an alternative fail-safe can be secured. .

Returning to FIG. 3, the actual speed ratio calculating section 78 calculates the actual speed ratio Ratio (= N _i / N _O ) by dividing the transmission input speed N _i by the transmission output speed N _O. Then, the gear ratio deviation calculating unit 79 subtracts the actual gear ratio Ratio from the target gear ratio Ratio0 obtained by the target gear ratio calculating unit 75 to obtain a gear ratio deviation R between the two.
Find toERR (= Ratio0-Ratio).

The first feedback (FB) gain calculating section 80 is a well-known PID corresponding to the speed ratio deviation RtoERR.
Control (P is a proportional control, I is an integral control, D is a differential control) is used when calculating the speed ratio feedback correction amount by, among feedback gain of each control, depending on the transmission input rotational speed N _i and the vehicle speed VSP Feedback gain fbpDAT for proportional control to be determined
A1, feedback gain fbiDATA for integral control
1, and feedback gain fbdDA for differential control
Find TA1. These first feedback gains f
bpDATA1, fbiDATA1, fbdDATA1
It is set in advance as a two-dimensional map of the transmission input rotational speed N _i and the vehicle speed VSP, and request the search from the transmission input rotational speed N _i and the vehicle speed VSP based on this map.

[0063] The second feedback (FB) gain calculation unit 81, among the feedback gain used when calculating the speed ratio feedback correction amount by the PID control, be determined in accordance with the transmission hydraulic oil temperature TMP and the line pressure P _L Power feedback gain fb for second proportional control
pDATA2, integral control feedback gain fbi
DATA2 and feedback gain f for differential control
bdDATA2 are obtained, and these second feedback gains fbpDATA2, fbiDATA2, f
bdDATA2 is based on the hydraulic oil temperature TMP and the line pressure P _L
The set in advance as a two-dimensional map, and request the search from the working oil temperature TMP and the line pressure P _L based on this map.

The feedback gain calculating section 83 multiplies the first feedback gain and the second feedback gain by the corresponding ones, and obtains a feedback gain for proportional control fbpDATA (= fbpDAT).
A1 × fbpDATA2), feedback gain fbiDATA for integration control (= fbiDATA1 × fbiD)
ATA2), and differential control feedback gain f
bdDATA (= fbdDATA1 × fbdDATA
2) is obtained respectively.

The PID control section 84 uses the feedback gain obtained as described above to determine the speed ratio deviation RtoE.
In order to calculate the gear ratio feedback correction amount FBrto by the PID control according to RR, first, the gear ratio feedback correction amount by the proportional control is calculated as RtoERR × fbpD.
ATA, the speed ratio feedback correction amount by the integral control is obtained by ∫RtoERR × fbiDATA, the speed ratio feedback correction amount by the differential control is further obtained by (d / dt) RtoERR × fbdDATA, and finally the sum of these three values is obtained. To the gear ratio feedback correction amount FBrto (= RtoERR × f
bpDATA + @ RtoERR × fbiDATA + (d /
dt) RtoERR × fbdDATA).

Speed ratio feedback correction amount limiting section 90
The final target gear ratio command upper limit value LIMRTOMAX and the final target gear ratio command lower limit value LIMMTOMIN used when restricting the corrected target target gear ratio DsrRTO as described later in the corrected target gear ratio limiter 82, and the restricted Speed ratio command LmDsrRTO and actual speed ratio Ra
From tio, controllable limit speed ratios Lmrtomax and Lmrtomin are obtained as described in detail later,
Further, the target gear ratio (torque shift compensated gear ratio) TSRatio0 by the feedforward control is subtracted from the feedback correction amount limit value FbRTOLI.
MP (positive side) and FbRTOLIMM (negative side) are obtained, and finally, the gear ratio feedback correction amount FBrto is limited to within these limits, and the limited gear ratio feedback correction amount L
Find mFBrto.

The target gear ratio corrector 85 corrects the torque shift compensated target gear ratio T Ratio0 by the limited gear ratio feedback correction amount LmFBBrto, and corrects the corrected target gear ratio DsrRTO (= TSRatio0 + LmFB).
rto). The corrected target gear ratio limiting unit 82 sets the corrected target gear ratio DsrRTO to the final gear ratio command upper limit L
IMRTMAX and final gear ratio command lower limit LIMR
Limited to gear ratio command Lm within the range between TOMIN
Find DsrRTO.

The target step number (actuator target drive position) calculating section 86 calculates the restricted speed ratio command LmDs
A target step number (actuator target drive position) DsrSTP of the step motor (actuator) 4 for realizing rRTO is obtained by searching a map.

Step motor drive position command calculation section 87
If the step motor 4 cannot be displaced to the target step number DsrSTP during one control cycle even at the limit drive speed of the step motor 4 determined by the step motor drive speed determination unit 88 from the transmission operating oil temperature TMP or the like, the step If the feasible limit position achievable at the limit drive speed of the motor 4 is set as a drive position command Astep to the step motor 4, and the step motor 4 can be displaced to the target step number DsrSTP in one control cycle, It is assumed that the target step number DsrSTP is directly used as the drive position command Asstep for the step motor 4. Therefore, the drive position command Asstep can always be regarded as the actual drive position of the step motor 4.

The step motor 4 is driven by a drive position command Aste.
The outer valve body 5b of the transmission control valve 5 is displaced in the direction and the position corresponding to p and strokes through the rack-and-pinion, so that the toroidal-type continuously variable transmission can be shifted as described above. When a gear ratio command value corresponding to the drive position command Asstep is achieved by this shift, mechanical feedback via the precess cam 7 causes the inner valve element 5a of the shift control valve 5 to move relative to the outer valve element 5b. is returned to the initial neutral position, at the same time, both the power roller 3, by the rotation axis O ₁ returns to the illustrated position that intersects the rotation axis O ₂ of the input and output cone discs 1 and 2, the speed change ratio command value The achievement state can be maintained.

Here, in this embodiment, in particular, the gear ratio feedback correction amount limiting section 90 controls the final gear ratio command upper limit value LIMR in the corrected target gear ratio limiting section 82.
TOMAX and final gear ratio command lower limit value LIMRTOM
IN, the limited speed ratio command LmDsrRTO, and the actual speed ratio Ratio, and the controllable limit speed ratios Lmrtomax and Lmrtom previously determined as described later in detail.
from the target gear ratio by feedforward control (
(Transmission ratio with torque shift compensation) TSRatio0 is subtracted to limit the feedback correction amount FbRTOLIMP
(Positive side), FbRTOLIMM (negative side), and the limited gear ratio feedback correction amount Lm obtained by limiting the gear ratio feedback correction amount FBrto to within these limits.
FBBrto is used as a feedback correction amount, and the target gear ratio correction unit 85 corrects the torque shift compensated target gear ratio TSRatio0, which is a feedforward control amount, by the limited gear ratio feedback correction amount LmFBrto, and obtains a corrected target gear ratio DsrRTO. Therefore, it is possible to avoid the problem that the corrected target speed ratio that controls the speed change control does not exceed the controllable limit speed ratio and commands even an unrealizable speed ratio to cause a problem in the speed change control. it can.

Further, at this time, the above-mentioned operation and effect can be attained by limiting the feedback correction amount to a feedback correction amount limit value which can be used for feedback control, which is obtained by subtracting the target speed ratio by the feedforward control from the controllable limit speed ratio. Therefore, for example, the target gear ratio itself by the feedforward control is at the limit value, and the feedback control is continued even though the correction by the feedback control is not actually reflected in the gearshift control, and the shift response deteriorates and the gearshift is performed. The above-mentioned concerns such as deterioration in quality can be eliminated.

Further, the corrected target gear ratio limiting section 82
Therefore, the corrected target speed ratio DsrRTO is not directly used as a speed change command, and the limited speed ratio command LmDsrRTO limited to within the range of the final speed ratio command upper limit value LIMRTOMAX and the final speed ratio command lower limit value LIMMTOMIN contributes to speed change control. In the unlikely event that the speed ratio command exceeds the above-mentioned limit value, a double safety measure can be taken in combination with the above-mentioned limitation of the speed ratio feedback correction amount.

Next, a step motor follow-up possibility determination section 89
The step motor follow-up possibility determining unit 89 determines that the step motor 4 is in the restricted speed ratio command LmDs
Whether or not it is possible to follow the target step number (actuator target drive position) DsrSTP corresponding to rRTO is determined as follows.

That is, the judgment unit 89 firstly determines the step number deviation (actuator driving position deviation) ΔSTP between the target step number (actuator target driving position) DsrSTP and the driving position command Asstep which can be regarded as the actual driving position. Ask for. Then, the determination unit 89 determines the step number deviation (actuator drive position deviation) that the step motor 4 cannot eliminate during the one control cycle even at the limit drive speed of the step motor 4 determined as described above by the step motor drive speed determination unit 88. ), The step number deviation (actuator drive position deviation) ΔS from the lower limit ΔSTP _LIM
When TP is small (ΔSTP <ΔSTP _LIM ), the step motor 4 sets the target number of steps (actuator target drive position) Ds corresponding to the limited speed ratio command LmDsrRTO.
It is determined that rSTP can be followed, and conversely, ΔSTP ≧ Δ
When it is STP _LIM, it is determined that the step motor 4 cannot follow the target step number (actuator target drive position) DsrSTP.

If the determination unit 89 determines that the step motor 4 can follow the target step number (actuator target drive position) DsrSTP corresponding to the limited speed ratio command LmDsrRTO, the PID control unit 84 performs the same operation as described above. Gear ratio feedback correction amount F by PID control
The calculation of Brto is continued. Thus, the step motor 4 has the target number of steps (actuator target drive position).
If it is determined that DsrSTP cannot be followed, the gear ratio feedback correction amount by integral control ∫RtoERR
The PID control unit 84 is instructed to hold × fbiDATA at the value at the time of the determination.

For this reason, if the actual drive position Astep of the step motor (shift actuator) 4 cannot follow the change of the target drive position (DsrSTP), the gear ratio feedback correction amount by integral control ∫RtoERR ×
fbiDATA is held at the value at the time of the determination that tracking is impossible, and the feedback control inability is determined by the gear ratio feedback correction amount FBrt even though the step motor (transmission actuator) 4 cannot follow the target drive position DsrSTP.
O can be prevented from accumulating in o. Like,
As a result of eliminating the accumulation of the undesirable gear ratio feedback correction amount, the step motor (gear shift actuator) 4
After the instant at which the actual drive position of the vehicle has caught up with the target drive position, overshoot of the gear ratio control does not occur, and convergence to the target gear ratio is delayed, so that shift responsiveness is deteriorated and shift quality is deteriorated. The concern of doing so can be dispelled.

When the controller 61 in FIG. 2 and the engine controller 390 are constituted by microcomputers, the shift control described with reference to FIGS. 3 and 4 is performed by the microcomputer of the controller 61 shown in FIGS. 5, 6, 8 to 14. The program such as the calculation of the fuel injection pulse width signal described above with reference to FIG. 4 can be executed by the microcomputer of the engine controller 390 by the program of FIG. FIG. 5 shows the entire speed change control. In step 211, the attained speed ratio DRatio is calculated by the same processing as in the blocks 71 to 73 in FIG.

Steps 212 to 216 correspond to the reaching gear ratio limiting section 98 in FIG.
At 13, the attained speed ratio DRatio is compared with the attained speed ratio limit values maxdrto (attained speed ratio upper limit value) and mindrto (attained speed ratio lower limit value) calculated according to FIG. 6, and the attained speed ratio DRatio is in the range between these limit values. , The reaching gear ratio DR in step 214
atio is the restricted reaching gear ratio LmDRatio
However, when the attained speed ratio DRatio is less than the attained speed ratio lower limit value mindrto, at step 215, the lower limit value mindrto is set to the limited attained speed ratio LmD.
If the attained speed ratio DRatio exceeds the attained speed ratio upper limit value maxdrto, step 21 is executed.
In 6, the upper limit value maxdrto is set as the limited attained speed ratio LmDRatio. That is, the ultimate speed ratio DRa
tio is limited so as not to exceed the ultimate speed ratio upper limit value maxdrto and the ultimate speed ratio lower limit value mindrto,
A limited attained speed ratio LmDRatio is obtained.

Here, the attained speed ratio limit value maxdrto
The procedure for calculating the (upper limit of the attained speed ratio) and the mindrto (lower limit of the attained speed ratio) will be described with reference to FIG. Whether the engine is abnormal (fuel injection pulse width communication information LANT _PO
= OFFH is input or not), and if there is no abnormality, the normal upper limit value MAXDRTO is set to the reached speed ratio upper limit value maxdrto in step 233, and the normal value is set to the reached speed ratio lower limit value mindrto. If the lower limit value MINDRTO is set, and if any one of them is abnormal, at step 234, the reached gear ratio upper limit value ma
The upper limit value FMAXRTO at the time of abnormality is set to xdrto, and the lower limit value FMINRTO at the time of abnormality is set to the ultimate speed ratio lower limit value mindrto.

Incidentally, the upper limit value FMAXRTO at the time of abnormality
Is smaller than the normal upper limit value MAXDRTO, and the abnormal lower limit value FMINRTO is set to the normal lower limit value MINDRTO.
And the allowable change width of the attained speed ratio is reduced. The reason is, for example, the abnormal block 97 as Figure 4 described above for the engine torque T _e calculated by the (engine torque-calculating section) is incorrect, block 77 (torque shift based on this engine rotation sensor abnormality As described above, the torque shift compensation speed ratio TSrto obtained by the compensation speed ratio calculation unit) is also inaccurate, so that torque shift compensation cannot be performed substantially. Because there is.

The abnormality of the rotation sensor system to be checked in step 231 in FIG.
The engine rotation sensor 68 connected to the controller 61 shown in FIG. 2 is used as a signal obtained by determining an abnormality (an abnormality determination of the engine rotation sensor input to the attained speed ratio limiting unit 98 in FIG. 3). The engine rotation sensor 68 shown in FIG. 2 is a first engine torque estimation system (high-accuracy engine torque estimation system based on the fuel injection pulse width corresponding to the intake air amount of the engine and the engine speed) capable of achieving high accuracy even in a low load region.
Is primarily used (the normal solid line position of the switch 96 in FIG. 4), although the accuracy is lower than this, the first engine torque estimating system cannot be used. When using a second alternative engine torque estimating system (engine torque estimating based on the engine throttle opening and the engine speed) which is applied to the CVT control device (the position of the two-dot chain line of the switch 96 in FIG. 4) switching state) to be together, used to obtain the engine speed N _e information applied to the time the engine torque estimation.

However, if the engine rotation sensor 68
If there is an abnormality in the motor itself, it is impossible to accurately estimate the engine torque _Te value in the block 97 in FIG. 4 due to the rotation sensor abnormality, regardless of the first or second system. . Therefore, the estimation of the transmission input torque T _{i obtained in} the block 76 of FIG. 3 is also inaccurate, and as a result, an accurate torque shift compensation speed ratio TSrto for torque shift compensation corresponding to the input torque T _i must be obtained. If it cannot be performed, it can be regarded as a state (torque shift amount cannot be estimated). In such a case, it is substantially impossible to appropriately compensate for the torque shift within the respective predetermined accuracy ranges. Therefore, in the determination of step 231 in FIG. 6, the torque shift amount (the gear ratio change amount due to the torque shift) is determined. It is determined whether or not estimation is possible, that is, whether or not the engine rotation sensor 68 is normal or abnormal. If the result is that the engine rotation sensor 68 is abnormal, step 234 is selected, and FIG. Step 21
As described above, the allowable change width of the ultimate speed ratio DRatio is reduced by the process of obtaining the limited ultimate speed ratio LmDRatio of 2 to 216. In other words, in the event of an abnormality, the use range of the gear ratio is appropriately compensated for torque shift based on the engine torque estimation by the first engine torque estimation system (or the second engine torque estimation system in the case of alternative application). Is narrower than in the normal case (when the process on the step 233 side is selected) in which can be executed.

Regarding not only the presence / absence of abnormality of the engine rotation sensor 68 but also the fact that a substantially normal torque shift compensation can be performed, such a situation is also caused by the input rotation sensor (input cone disk) which is another rotation sensor. The same applies to the case of the rotation sensor) 64 and the output rotation sensor (input cone disk) 65, and the abnormality may cause estimation of the torque shift amount to be impossible. For example, in the case of the engine rotation sensor 68, the engine torque cannot be estimated as described above (both in the first engine torque estimation system and the second engine torque estimation system). The speed ratio calculation (attained speed ratio calculation) is also affected, or, for example, the input speed sensor 64 detects the speed ratio e (the engine speed _Ne and the transmission input speed N) in the block 99 in FIG. As a result, the calculation also affects the calculation of the ratio ( _i .
It becomes impossible to estimate and calculate the torque shift compensation speed ratio TSrto as a whole to be obtained in the above. Therefore, even if any of these three rotation sensors including the engine rotation sensor 68 becomes abnormal, Assuming that the shift amount cannot be estimated, therefore, here,
The processing of step 231 in FIG. 6 can be the one of the determination content for determining this.

[0085] The engine signal abnormality checking in step 232 of FIG. 6 (fuel injection pulse width communication information LANT _PO = OFFH), in the engine control apparatus, the fuel injection pulse width communication information LANT _PO in FIG. 7 Create at the time of decision. FIG. 7 is a block diagram showing blocks 391 to 3 in FIG.
First, in step 241, the fuel injection pulse width communication information LAN
A crank angle sensor 368 for detecting engine rotation, which is a basic sensor on the engine control side, used to determine T _PO.
Then, it is determined whether the intake air amount sensor 369 is abnormal or normal.

If at least one of these sensors is abnormal, at step 242, the fuel injection pulse width communication information LANT _PO is turned off to indicate that the engine is abnormal.
Set H. When both the engine rotation detecting sensor 368 and the intake air amount sensor 369 are normal, in steps 243 and 244, the engine speed _Ne and the engine intake air amount Q are calculated based on the signals from these sensors. in the engine output torque by dividing the engine intake air amount Q by the engine speed N _e (Q / N _e) look, this is multiplied by a constant K basic pulse width _{T PO (= K · Q /} N e) Ask for. Then, in step 246, with respect to the basic pulse width T _PO by performing the correction of such delay of the intake system to determine the fuel injection pulse width T _P of the engine intake air quantity equivalent value.

[0087] Then, in step 247, to check the fuel-cut speed signal from the operating condition of the fuel-cut device 393 of FIG. 4, if all the cylinders fuel cut, the fuel injection pulse width communication information LANT _PO = 0 in step 248 set and, if a semi-cylinder fuel cut, the fuel injection pulse width communication information LANT _PO = T _P / 2 is set at step 249, if all the cylinders injection, the fuel injection pulse width communication information in step 250 LANT _PO = set the T _P, and thus the fuel injection pulse width communication information LANT _PO obtained is, C
The communication is transmitted to the VT controller side, and step 2 is performed.
The fuel injection pulse width communication information LANT _PO = OFFH set in step 242 when it is determined as abnormal in the basic sensor abnormality determination result of 41 is also transmitted as the corresponding communication information LANT _PO when the abnormality is applicable, CVT
The control device always checks the incoming communication information LANT _PO transmitted in this manner, and checks in step 232 in FIG.
Will be used for the determination of the engine abnormality.

As a result of the determination in step 232 in FIG. 6, although the fuel injection pulse width communication information LANT _PO is input from the engine control device side, the received fuel injection pulse width communication information LANT _PO is equal to LANT _PO = and shows OFFH, unable T _P value itself calculated to the basic sensor is abnormal, thus if represents the effect of the engine abnormality, the first place, the engine control side, the indefinite state engine generated torque itself Therefore, it is determined that the engine torque cannot be estimated at all, and as a result, it can be considered that the torque shift amount cannot be estimated. Therefore, as in the case of the engine rotation sensor 68 abnormal, in this state, to obtain the torque shift compensation gear ratio TSrto for torque shift compensation corresponding to the transmission input torque T _i is determined to not be (torque shift amount Unpredictable). Therefore, in step 232 of FIG. 6, whether the torque shift amount can be estimated from such a viewpoint, that is, the basic sensors 368 and 369 for engine control are normal (T
_It is monitored whether the _P value can be calculated) or abnormal (the TP value cannot be calculated), and if it indicates an engine abnormality due to LANT _PO = OFFH, the step 234 is selected, and FIG.
Reached gear ratio LmDR in steps 212 to 216
atio, the attained gear ratio DRatio
Is made smaller. That is, it is possible to ensure that the range of use of the speed ratio is made narrower than in a normal case where proper torque shift compensation can be performed (when the process on the step 233 side is selected).

In the case of such an engine abnormality, as described below, in step 116 of FIG. 8 of the torque shift compensation speed ratio TSrto calculation program, the transmission input torque T _i is calculated and applied when the engine is abnormal. Considering the meaning, it is assumed that the value T _i = 0 in the application of the subsequent processing. As a result, when the engine is abnormal, it is impossible to estimate the engine torque. Therefore, in order to prevent excessive torque shift compensation, the transmission input torque is treated as 0, and the process can be performed without substantial torque shift compensation.

Further, the upper limit value FMAXRTO at the time of abnormality is made smaller than the normal upper limit value MAXDRTO, and the lower limit value FMINRTO at the time of abnormality is made larger than the normal lower limit value MINDRTO.
XDRTO-FMAXRTO (low side), FMINRT
Regarding how much O-MINDRTO (high side) is set, it cannot be estimated when the torque shift occurs, and the torque shift amount cannot be estimated anymore. By taking the maximum torque shift amount that will be performed into consideration and narrowing it, more reliable safety measures can be taken.

As described above, the ultimate speed ratio DRati
After o the limiting process, when the shift control via the step 217 following the processing of FIG. 5 is gradually executed, estimates the input torque T _i of the input shaft 20, the torque shift compensation gear ratio in accordance with the input torque T _i When estimating and obtaining TSrto and performing torque shift compensation based on this, usually, under appropriate torque shift compensation, the gear ratio width is limited to a limit value (upper limit value MAXDRTO to lower limit value) determined from hardware. MIND
RTO) range, and such a speed ratio range can be used. On the other hand, when the torque shift amount cannot be estimated, it is considered that substantially normal torque shift compensation cannot be performed. Limit value (upper limit value FMAXRT)
O to the lower limit value FMINTO).

Here, the case where substantially normal torque shift compensation cannot be performed will be considered and added as follows.
For example, even when the torque shift amount cannot be estimated as described above, the normal gear ratio width (in this example, MAXDRT
If the control is continued at O (MINDRTO), for example, if the gear ratio is equal to the upper limit value of the normal limit value (MAXDRTO)
When the torque is increased at the very low end, effective torque shift compensation does not work (for example, TS
(rto = 0), the upper limit (MAXDRTO) may be exceeded, and there is a concern that the lower limit may be set to be lower than the lowest limit. That is, even if the speed ratio is controlled with the normal speed ratio width, the speed ratio may actually be out of the specified range. That is, at this time, the actual gear ratio is the commanded gear ratio (in this example, the block 82 in FIG.
(The gear ratio command value given to the block 86 from the above), the gear ratio command value is not changed and the gear ratio command is issued without changing the gear ratio width. In addition, the speed ratio may be out of the specified range beyond the range defined as the normal limit value, and may enter a speed ratio position that cannot be used on hardware.

On the other hand, according to the attained speed ratio limiting process described above, by applying the upper limit value FMAXRTO at the time of abnormality and the lower limit value FMINRTO at the time of abnormality, the range of possible speed ratios can be reduced. Even if a difference between the actual gear ratio and the command value occurs due to the inoperative torque shift compensation, the gear ratio does not fall outside the specified range. That is, by narrowing the gear ratio width in the event of an abnormality, as in the above example, the torque shift actually occurred temporarily exceeds the upper limit value FMAXRTO of the abnormal time limit value, and the torque shift is further reduced to the same extent. , The upper limit value MAXDRTO to the lower limit value MIN, which are ranges defined as normal limit values,
It is possible to prevent the gear ratio from exceeding the DRTO and becoming an unspecified gear ratio,
Therefore, it is possible to appropriately prevent the gear ratio position from being out of the specified range, which cannot be used on hardware.

Therefore, in the present limiting process, a margin for the torque shift can be given to the actual gear ratio in accordance with the narrowed range, and as a result, the actual gear ratio exceeds the normally permitted hardware limit value. It is possible to prevent an external gear ratio (an unspecified gear ratio position) from being attained. Therefore, it is possible to prevent a situation in which a hardware failure occurs due to an unusable gear ratio position due to hardware. , Fail safe can be realized. Therefore, in other words, in a normal case, when the torque shift amount can be estimated as the hardware limit values MAXDRTO and MINDRTO, it is not narrowed. , So that the shift range can be used up sufficiently effectively.

The torque shift compensation function enables the use of the transmission ratio up to the maximum range set by hardware restrictions even in a toroidal type continuously variable transmission, because the torque shift compensation function originally performs such a torque shift compensation. Therefore, this restriction process is based on this control, but it goes one step further. If there is a possibility that the torque shift cannot be compensated, or it is assumed that When it is determined that the torque shift amount cannot be estimated, the normal upper limit value MAXDRT
O and the lower limit value MINDRTO In the vicinity of the respective set limit values, taking into account the aforementioned concerns,
The use shift range is narrowed so as to be on the safer side, and the above both can be achieved.

Further, in this example, whether or not the estimation of the torque shift amount is possible is determined by the abnormality determination of the rotation sensor.
Alternatively, when it is determined that the engine is abnormal, since it is determined that the torque shift amount cannot be estimated, normal torque shift compensation cannot be performed at the time of the abnormality. A narrow abnormal time limit value can be set, and accordingly, when it is determined that the abnormality is concerned, fail-safe can be reliably realized in accordance with this.

In particular, in the case of the former rotation sensor system abnormality,
Detection value N of engine rotation sensor 68 _eUse to estimate
The obtained transmission input torque T_iThe amount of torque shift according to
When performing torque shift compensation, set the engine
If an error occurs in the rotation sensor 68,
In some cases, accurate torque shift compensation cannot be compensated.
As a result, the torque
It is assumed that the shift amount cannot be estimated.
In this case, set an abnormal time limit value narrower than the normal operating speed ratio.
Can be assured that
is there. Therefore, it is determined that the engine rotation sensor 68 is abnormal.
When the gear ratio is set, the speed ratio
The above range can be realized by narrowing the application range. Also,
Torque shift compensation speed ratio TS for torque shift compensation
Input from the sensor is used for rto calculation
The engine rotation sensor 68 also includes an engine rotation sensor 68.
To detect the number of rotations of the input and output cone disks 1 and 2
The input rotation sensor 64 and the output rotation sensor 65
Of one or more of the three sensors
When it is determined that the sensor is abnormal, the torque shift amount cannot be estimated.
If it is determined that the above effects are more reliable
And can be.

In the case of the latter engine abnormality, the engine control also behaves like a limp home (fail safe), and the torque input to the transmission itself is uncertain in the first place. Input torque T _i
Under the control of estimating the amount of torque shift according to the torque shift compensation in the first place, it is impossible to exhibit the original torque shift compensation function in the first place. It is possible to set an abnormal time limit value that is narrower than the gear ratio. Therefore, when fail-safe execution is performed on the engine side, the use range of the gear ratio can be narrowed in accordance with the fail-safe operation. You can do what you do.

[0099] Further, in this case, every input torque estimation estimates the engine torque T _e, with and formed such that the calculation of the input torque T _i based on the estimated engine torque, to the engine torque estimation, the engine control While the basic control amount for determining the fuel injection amount on the engine side is used when the sensor abnormality is determined when the sensor for determining the basic fuel injection amount is abnormal, for example, it should contribute to the fuel injection control on the engine control side. fuel injection pulse width T _P of the engine intake air quantity equivalent value, when determined based on the detection value from the intake air quantity sensor 369 and the engine rotation detecting a crank angle sensor 368, a normal state that can be estimated torque shift amount The effect of using the engine intake air amount equivalent value, that is, the torque shift compensation in the low load region In particular, even with a toroidal type continuously variable transmission in which the change ratio of the gear ratio due to the torque shift is large in a low load range, it is possible to secure good shifting performance, including in this region, etc. When at least one of these sensors 368 and 369 cannot calculate the value corresponding to the engine intake air amount, it is determined that the torque shift amount cannot be estimated as an engine abnormality, and thereafter, the use range of the gear ratio is changed. It can be narrowed, and the above-mentioned effects can be obtained. As a result, both of these effects can be achieved.

Returning to FIG. 5, the next step 217 in FIG.
Corresponds to a block 75 in FIG. 3 and is a transient momentary target gear ratio R for realizing the attained gear ratio DRatio with a gear response determined by the gear time constant Tsft.
Atio0 is calculated. Next, at step 218, blocks 76, 77, 96, 9 of FIGS.
The torque shift compensation speed ratio TSrto is calculated by the same processing as in steps 7, 99 and 100. Specifically, as shown in FIG. 8, first, in step 111, it is determined whether communication is normally performed or abnormal depending on whether or not the fuel injection pulse width communication information LANT _PO determined in FIG. 7 is input. Judge, if it is normal, then step 11
2, the fuel injection pulse width communication information LANT _PO is O
It is determined whether or not the engine is abnormal based on whether or not it is FFH.

If the communication is abnormal, go to step 113.
(A two-dot chain line from the solid line position of the switch 96 in FIG. 4)
Position), throttle opening TVO and
And engine speed N_eFrom the engine performance diagram
Engine torque T based on the map_eBy map search
Then, at step 114, the torque converter
Input / output rotation speed (N_e, N _i) From the speed ratio
Torque based on the map corresponding to the Luc converter performance diagram
The ratio t is obtained by a search, and further in step 115,
The above engine output torque T_eMultiplied by the torque ratio t
Speed input torque T_iIs calculated. From the above, the alternative
Transmission input torque T based on 2 engine torque estimation system
_iIs estimated.

If the engine is abnormal, step 116
, The transmission input torque _Ti is unconditionally set to zero.
As a result, erroneous torque shift compensation can be prevented as described above. If there is no communication error or engine error,
In step 117, the fuel injection pulse width communication information LA
From NT _PO (fuel injection pulse width T _P of the engine intake air quantity equivalent value) and the engine speed N _e, determined by the search engine output torque T _e based on the map corresponding to the engine performance chart, in step 114, the torque From the speed ratio, which is the ratio of the input / output rotation speeds ( _Ne , _Ni ) of the converter, the torque ratio t is obtained by searching based on a map corresponding to the torque converter performance diagram. _The transmission input torque _Ti is calculated by multiplying _e by the torque ratio t. As described above, the transmission input torque T _i is usually estimated based on the first engine torque estimation system used.

In the last step 118, the transmission input torque T _i obtained in step 115 or 116,
From the transient target gear ratio Ratio0 obtained in step 217 of FIG. 5, a torque shift compensation gear ratio TSrto for eliminating a torque shift (incorrect gear ratio) peculiar to the toroidal-type continuously variable transmission is searched by a map search or the like. Ask. Thus, in the case where the first engine torque estimating system is used for the engine estimation, as described above, the accuracy in the low load region can be improved by using the value corresponding to the engine intake air amount. And good shifting performance is ensured. In addition, it is possible to cope with engine torque delay due to supercharging delay in an engine with a supercharger or the like. In addition, even when the fuel is cut under coast conditions, for example, the basic control amount (cylinder air equivalent pulse width _TP ) = 0, that is, transmission of fuel injection pulse width communication information LANT _PO = 0 from the engine control device side, and C
The VT controller side can respond by receiving the information LANT _PO = 0.

In the next step 219 of FIG. 5, the control program of FIGS.
Blocks 78 to 81, 83, 84, 88, 89,
By the same processing as in step 90, the gear ratio feedback correction amount FBrto by the PID control is calculated, and the gear ratio feedback correction amount FBrto is restricted to obtain the limited feedback correction amount LmFBrto. Then, in step 220, block 7 in FIG.
0, 85, the torque shift compensated target gear ratio T Ratio0 (= Ratio 0 + T
Srto is calculated and the corrected target gear ratio DsrR
TO (= TSRatio0 + LmFBrto) is obtained.

Next, in steps 221 to 225,
The corrected target speed ratio DsrRTO is changed to the final speed ratio command upper limit value LI by the same processing as in the block 82 in FIG.
MRTOMAX and final gear ratio command lower limit value LIMRT
Restricted speed ratio command LmD within the range between OMIN
Find srRTO. That is, steps 221 and 222
When it is determined that the corrected target gear ratio DsrRTO is smaller than the final gear ratio command upper limit LIMRTOMAX and equal to or greater than the final gear ratio command lower limit LIMRTOMIN,
That is, when the corrected target speed ratio DsrRTO is within the range between the final speed ratio command upper limit LIMRTOMAX and the final speed ratio command lower limit LIMRTOMIN, in step 223 the corrected target speed ratio DsrRTO is left unchanged and the limited speed ratio command LmDsrRTO is kept unchanged. And DsrR
When TO ≧ LIMRTOMAX, step 224
Sets the limited speed ratio command LmDsrRTO to the final speed ratio command upper limit LIMRTOMAX, and sets DsrRTO <
If it is LIMMTOMIN, in step 225, the final gear ratio command lower limit LIMRTOMIN is set to the limited gear ratio command LmDsrRTO.

Further, in step 226, the target step number (actuator target drive position) DsrSTP of the step motor (actuator) 4 for realizing the above-mentioned limited speed ratio command LmDsrRTO by the same processing as in block 86 of FIG. Is obtained by a map search.

In the next step 227, the transmission operating oil temperature TM is set in the same manner as in block 88 of FIG.
Determine the limit drive speed of the step motor 4 from P, etc.
In step 228, as in the case of the block 87 in FIG. 3, when the stepping motor 4 cannot be displaced to the target step number DsrSTP within one control cycle even at the limit driving speed, the stepping motor 4 is realized at the above-mentioned limit driving speed. A possible achievable limit position is set as a drive position command Astep to the step motor 4, and when the step motor 4 can be displaced to the target step number DsrSTP in one control cycle, the target step number DsrSTP is directly used as the step motor 4. Is output as the drive position command Asstep.

Next, the calculation of the gear ratio feedback correction amount FBrto obtained in step 219 and the processing of obtaining the gear ratio command LmDsrRTO restricted by the limitation will be described in detail with reference to FIGS. FIG. 9 shows FIG.
In the control program corresponding to the blocks 78 and 79, reads a target gear ratio Ratio0 in step 121, in step 122, the actual speed ratio by dividing the transmission input rotational speed N _i in the transmission output speed N _O R
_{atio (= N i / N O} ) is calculated, in step 123, the actual gear ratio from the target gear ratio Ratio0 Rati
o, and the gear ratio deviation RtoER between the two
R (= Ratio0-Ratio) is obtained. Then, at step 124, a difference value (d / dt) RtoERR [= RtoERR-Rt between the speed ratio deviation RtoERR and the value RtoERR (OLD) one cycle (for example, 10 msec) before the speed ratio deviation RtoERR.
oERR (OLD)], and calculates this as the gear ratio deviation Rto
Used as the derivative of ERR.

FIG. 10 is a block diagram showing blocks 80, 81, and 8 of FIG.
And requests feedback gain of the PID control by the same process as in the 3 reads the transmission input rotational speed N _i and the vehicle speed VSP in step 131, in step 132, these transmission input rotational speed N _i and the vehicle speed VSP A first proportional control feedback gain fbpDATA1, an integral control feedback gain fbiDATA1, and a differential control feedback gain fbdDATA1 to be determined accordingly are obtained by a map search.

[0110] In step 133, reads the transmission hydraulic oil temperature TMP and the line pressure P _L, Step 13
4, the transmission hydraulic oil temperature TMP and the line pressure P
_A second proportional control feedback gain fbpDATA2, an integral control feedback gain fbiDATA2, and a differential control feedback gain fbdDATA2 to be determined according to _L are obtained by map search.

In step 135, the first feedback gain and the second feedback gain are multiplied by the corresponding ones, and the proportional control feedback gain fbpDATA (= fbpDATA1 × f
bpDATA2), feedback gain f for integral control
biDATA (= fbiDATA1 × fbiDATA
2) and feedback gain fbdD for differential control
ATA (= fbdDATA1 × fbdDATA2) is obtained.

FIG. 11 is a flowchart for obtaining the gear ratio feedback correction amount FBrto and the limited gear ratio feedback correction amount LmFBrto by the PID control by performing the same processing as in the blocks 84 and 90 in FIG. In FIG. 9, the speed ratio deviation Rto obtained in FIG.
The ERR and the differential value (d / dt) RtoERR of the deviation are read, and then in step 142, the feedback gains fbpDATA and fbiDAT obtained in FIG.
A and fbdDATA are read.

[0113] At step 143, it is determined whether the vehicle is stopped state from the vehicle speed VSP and the transmission input rotational speed N _i. If the vehicle is not stopped, it is determined in step 144 whether the step motor 4 can follow the target step number DsrSTP.

This determination is made in the same manner as in block 89 of FIG. 3 as shown in detail in FIG. 14. In step 151, the target step number DsrSTP obtained in step 226 of FIG.
5, the step motor drive position command Asstep obtained in step 228 of FIG. 5 is read as the current drive position of the step motor 4. Next, at step 153, the target step number DsrSTP of the step motor 4 is set.
ΔSTP = | Ds
rSTP-Astep | is calculated.

In steps 154 and 155, the drive position deviation ΔSTP of the step motor 4 is determined by the step 22 in FIG.
It is determined whether it is equal to or less than the following-up determination error EStpON obtained from the limit driving speed of the step motor 4 determined in step 7, or more than the following-up determining error EStpOF, or a value between these determination errors. Here, the follow-up determination error EStpON
The following error EtpOF is determined based on a deviation that can be eliminated within one control cycle at the limit driving speed of the step motor 4, and a hysteresis is set between the two.

Drive position deviation ΔSTP of step motor 4
Is smaller than or equal to the following determination error EStpON, in step 156, it is determined that the step motor 4 can follow the target number of steps DsrSTP, and the drive position deviation ΔSTP of the step motor 4 is smaller than the following error EtpOF.
If this is the case, in step 157, it is determined that the step motor 4 cannot follow the target step number DsrSTP, and the drive position deviation ΔSTP of the step motor 4 is determined to be the followable determination error EStpON and the following error determination error EStpO.
If it is between F and, in step 158, the result of the previous determination is held.

If the result of the determination is that it can be followed, step 144 in FIG.
In step 145, the current addition DintgR of the gear ratio feedback correction amount by the integral control is set to D
intgR = RtoERR × fbiDATA, and in step 146, the current addition Di
ntgR is added to the previous value IntgR (OLD) of the speed ratio feedback correction amount by the integral control to determine the current value IntgR of the speed ratio feedback correction amount by the integral control.

Next, in steps 161 to 164,
The current value IntgR of the gear ratio feedback correction amount by the above-described integral control is roughly described above with reference to FIG. Feedback correction amount limit value FbRTOLIM
Steps 161 and 162 for limiting to values between P
And IntgR <FbRTOLIMM, and I
When it is determined that ntgR> FbRTOLIMP is not satisfied, that is, IntgR is equal to FbRTOLIMM and FbRTOLIMM.
If the value is between RTOLIMP, IntgR is used as it is without restriction, but in step 161 IntgR is used.
When it is determined that R <FbRTOLIMM, in step 163, FbRTOLIMM is set to IntgR, and the feedback correction amount limit value Fb in which IntgR is a negative side.
In this case, if it is determined in step 162 that IntgR> FbRTOLIIMP, then in step 164, FtRTO is added to IntgR.
LIMP is set so that IntgR does not become larger than the positive feedback correction amount limit value FbRTOLIMP.

Then, in step 147, using the current value IntgR of the gear ratio feedback correction amount by the integration control thus limited and the feedback gain obtained as shown in FIG. 10, first, the gear ratio feedback correction amount by the proportional control is calculated. RtoERR × fbpDATA, a speed ratio feedback correction amount by differential control is calculated by (d / dt) RtoERR × fbdDATA, and these are added to the current value IntgR of the speed ratio feedback correction amount by the limited integral control. , Gear ratio feedback correction amount F by PID control
Brto (= RtoERR × fbpDATA + (d / dt)
RtoERR × fbdDATA + IntgR).

If it is determined in step 144 that the step motor 4 cannot follow the target step number DsrSTP, then in step 148, the current addition Di of the gear ratio feedback correction amount by the integral control is determined.
Maintain ntgR at 0. Therefore, when the step motor 4 cannot follow the target step number DsrSTP, the current value IntgR of the gear ratio feedback correction amount by the integral control obtained in step 146 is changed to the previous value Intg.
R (OLD) is maintained as it is, and it is possible to avoid the accumulation of the gear ratio feedback correction amount for the inability to perform the feedback control despite the inability to follow, thereby achieving the above-described effects.

In steps 165 to 169, the negative feedback correction amount, which is the same as that used when limiting the gear ratio feedback correction amount by the PID control obtained in step 147 to the current value IntgR, is used. Quantity limit value F
In order to limit the value between bRTOLIMM and the positive feedback correction amount limit value FbRTOLIMP, in steps 165 and 166, FBrto <FbRTOLIM
M, and when it is determined that FBrto> FbRTOLIMP is not satisfied, that is, FBrto is equal to FbRTOLL.
If the value is between IMM and FbRTOLIIMP, in step 169 FBrto is directly set to the limited speed ratio feedback correction amount LmFBBrto, but in step 165 FBrto <FbRTOLIMM
When it is determined that FbRTOLI is set in step 167, the limited speed ratio feedback correction amount LmFBrto is
MM is set so that LmFBrto does not become smaller than the negative feedback correction amount limit value FbRTOLIMM, and in step 166, FBrto> FbRTO
When it is determined that the current speed is LIMP, at step 168, the limited speed ratio feedback correction amount LmFBBrto is set to FbR
TOLIMP is set so that LmFBrto does not become larger than the positive feedback correction amount limit value FbRTOLIIMP.

When it is determined in step 143 of FIG. 11 that the vehicle has stopped, in step 149, the current value IntgR of the gear ratio feedback correction amount by the integral control and the gear ratio feedback correction amount FBrto (PBrto) by the PID control. Therefore, the limit value LmFBrt
o) is reset to 0, respectively. For this reason, it is possible to prevent accumulation of an integration error in the feedback correction amount FBrto of the gear ratio, and to maintain the feedback correction amount accurately.

Here, a negative feedback correction amount limit value which is a limit value when limiting the current value IntgR of the speed ratio feedback correction amount by the integral control and the speed ratio feedback correction amount FBrto by the PID control as shown in FIG. A procedure for obtaining the FbRTOLIMM and the positive-side feedback correction amount limit value FbRTOLIMP will be described with reference to FIGS.

FIG. 12 shows a program for calculating the negative-side feedback correction amount limit value FbRTOLIMM and the positive-side feedback correction amount limit value FbRTOLIMP, and FIG. Controllable limit gear ratio Lmrto
min (minimum controllable transmission ratio) and Lmrtomax
4 shows a program for calculating (the maximum controllable gear ratio).

In FIG. 12, first, at step 171, the target gear ratio TSRatio0 with the torque shift compensated as the feedforward control amount is set to TSRatio0 = Ra.
It is calculated by ti0 + TSrto. Next, at step 172, the controllable limit speed ratios Lmrtomin and Lmrt calculated as described later in detail with reference to FIG.
The maximum controllable gear ratio Lmrtomax of the omax
The feed-forward control amount TSRatio0 is subtracted from the positive feedback correction amount limit value FbRTOL.
IMP is calculated, and in step 173, it is determined whether or not the positive feedback correction amount limit value FbRTOLIMP is equal to or greater than the original positive side limit value LIMFBRTOP.
Further, in step 174, it is determined whether or not FbRTOLIMP is equal to or less than 0 in spite of being the positive-side feedback correction amount limit value, and FbRTOLIMP ≧ LIMFB
If RTOP, FbRTOLIMP is set to L in step 175
Set to IMFBRTOP so that it does not exceed it, and if FbRTOLIMP ≦ 0, step 176
To set FbRTOLIMP to 0 so that it does not become smaller than this.
If the value is between MFBRTOP and 0, the above restriction is not performed.

In the next step 177, the negative feedback correction amount limit value FbRTOLIMM is calculated by subtracting the feedforward control amount TSRatio0 from the other controllable minimum speed ratio Lmrtomin of the controllable limit speed ratios Lmrtomin and Lmrtomax, and step S177. At 178, the negative feedback correction amount limit value FbRTOLIMM is changed to the original negative limit value LI.
It is further determined in step 17 whether or not the value is less than or equal to MFBRTOM.
In step 9, it is determined whether or not FbRTOLIMM is equal to or greater than 0 in spite of the negative feedback correction amount limit value. If FbRTOLIMM≤LIMFBRTOM, FbRTOLIMM is changed to LIMFBRTOM in step 180.
So that it doesn't get smaller,
If FbRTOLIMP ≧ 0, FbRT at step 181
Set OLIMM to 0 so that it is not larger, FbRTOLIMM is
If the value is between OM and 0, the above restriction is not performed.

Next, the controllable limit speed ratio Lmrtomin (minimum controllable speed ratio) and Lmr shown in FIG.
A program for calculating tomax (the maximum controllable gear ratio) will be described. In step 191, the actual gear ratio Ratio
(= Transmission input rotation speed N _i / transmission output rotation speed N _O ), which is one of the hardware limits, and is a lower limit gear ratio MI for practical use.
It is determined whether or not the ratio is equal to or smaller than NRTO.
, At step 192, the controllable minimum speed ratio Lm
rtomin is the previous restricted gear ratio command LmDsrRT
Set O. Thus, Ratio ≦ MINRTO
If not, in step 193, the controllable minimum speed ratio Lmrtomin is set to steps 221 to 225 in FIG.
Of the final gear ratio command lower limit value LIMTORMIN in the above.

Next, at step 194, the actual gear ratio
Ratio (= transmission input rotation speed N _i/ Transmission output rotation
Number N_O) Is the upper limit of practical use, which is the other hardware limit
It is determined whether the gear ratio is equal to or greater than MAXRTO and a normal gear ratio is determined.
Although it is impossible, Ratio ≧ M due to disturbance such as torque shift
When AXRTO is reached, in step 195, the maximum controllable
The previous limited speed ratio command Lm is added to the speed ratio Lmrtomax.
Set DsrRTO. Thus, Ratio ≧ M
If not AXRTO, control is possible in step 196.
The maximum speed change ratio Lmrtomax is set to the value of step 22 in FIG.
Final gear ratio command upper limit value LIMRTO in 1 to 225
Set MAX.

The controllable limit speed ratio Lmrtomin (minimum controllable speed ratio) and L
The feed-forward control amount TSRatio0 is subtracted from mrtomax (maximum controllable gear ratio) as in steps 172 and 177 in FIG. 12, and the positive feedback correction amount limit value FbRTOLIIMP and the negative feedback correction amount limit value FbRTOLIMM are respectively determined. In steps 161 to 164 in FIG. 11, the current value IntgR of the gear ratio feedback correction amount by the integral control is set to these feedback correction amount limit values Fb.
RTLIMP and FbRTOLIMM are limited, and in steps 165 to 169 of the same figure, the gear ratio feedback correction amount FBrto by the PID control obtained in step 147 including the gear ratio feedback correction amount IntgR by the integration control is the same feedback correction amount. Limit value FbRTOLIMP, FbRTOLIMM
And the limited feedback correction amount LmFBrto
And the limited feedback correction amount LmFBrt
o is the corrected target gear ratio D in step 220 of FIG.
Since it is used for the calculation of srRTO and contributes to the subsequent shift control, the gear ratio feedback correction amount F by the PID control is used.
Due to the limitation of Brto, it is possible to avoid that the feedback control is continued even though the correction by the feedback control is not actually reflected in the shift control as described above with reference to FIG. In addition to eliminating the concern that poor continuation may result in deterioration of the shift response and shift quality, the gear ratio feedback correction amount IntgR by the integral control, which was the main cause of the concern, is similarly limited. Therefore, unnecessary accumulation of the feedback correction amount due to the integral control is eliminated, and the above-described operation and effect of eliminating the concern can be further ensured.

Further, as shown in FIG. 13, the actual speed ratio R
When a disturbance occurs that deviates from the practicable lower limit gear ratio MINTO and the practicable upper limit gear ratio MAXRTO in which atio is a hardware limit, the controllable limit gear ratio Lm
rtmin, Lmrtomax are set to predetermined gear ratio command limit values LIMTOMIN, LIMTOMA
In order to use the previous limited speed ratio command LmDsrRTO instead of X, the controllable limit speed ratio Lmrt when a disturbance occurs
omin, Lmrtomax can be made more practical one by one.

The controllable limit speed ratio Lmr
According to the determination of tomin and Lmrtomax, as a result, the speed ratio command LmDsrRTO is limited by monitoring the actual speed ratio Rario so that the actual speed ratio does not exceed the practicable limit speed ratios MINTOR and MAXRTO. In addition to avoiding the problem of inconvenience in the speed change control by instructing the actual speed ratio LmDsrRTO while monitoring the actual speed ratio Rario, the actual speed ratio Ratio and the speed ratio can be avoided. Even when the command LmDsrRTO does not match due to a shift response delay, a characteristic variation, a disturbance, or the like, the actual gear ratio Rario remains at the practicable limit gear ratio MINR.
The original purpose of not exceeding TO and MAXRTO can be reliably achieved. Therefore, in consideration of the above-mentioned inconsistency, a margin is added to this, and the allowable range of the gear ratio command MINTO-MAXRTO (Lmrtomi) is added.
n, Lmrtomax) does not need to be reduced, and the speed ratio range usable on hardware can be fully used.

Also, steps 173 to 176 in FIG.
As in steps 178 to 181, the positive-side feedback correction amount limit value FbRTO obtained by subtracting the feedforward control amount TSRatio0 from the controllable limit speed ratios Lmrtomax and Lmrtomin.
LIMP and negative-side feedback correction amount limit value Fb
Since a predetermined limit is also applied to RTOLIMMM, it is possible to prevent the occurrence of a situation in which the feedback correction amount limit value becomes abnormal and the above-described operation and effect are impaired.

Note that the present invention is not limited to the above embodiment. For example, in the above embodiment, regarding the calculation and estimation of the torque shift compensation gear ratio, the engine torque is estimated from the engine intake air amount equivalent value and the engine speed (first engine torque estimation system), and the estimated engine torque is calculated. Input torque is estimated based on (specifically,
Estimating the torque ratio of the torque converter, calculating the input torque from the estimated engine torque and the estimated torque ratio), and calculating the torque shift compensation speed ratio in accordance with the estimated input torque; and Instead, a description will be given of a configuration in which the engine torque is estimated from the throttle opening and the engine speed (first engine torque estimation system), and based on the estimated engine torque, the torque shift compensation speed ratio is thereafter calculated by the same estimation method. However, regarding the method of estimating the amount of torque shift, in implementing the present invention,
It is not limited to this. Therefore, the present invention is applicable to a torque shift amount estimating method that uses the former method using the engine intake air amount equivalent value alone, and thus may be a case where the engine intake air amount equivalent value is not used. However, even with the known method of estimating the amount of torque shift, which uses only the latter method using the throttle opening and the engine speed alone, the same operation and effect as described above can be obtained by applying the present invention. Needless to say, the present invention is applicable to these other methods for estimating the amount of torque shift. However, in the case where the torque shift amount is estimated using the first engine torque estimating system using the engine intake air amount equivalent value, if the torque shift amount cannot be estimated, According to the present invention, in addition to the operation and effect obtained by narrowing the range of use of the gear ratio, in a normal case where the torque shift amount can be estimated, the engine torque is estimated by using the value corresponding to the engine intake air amount. The effect described above, that is, the accuracy in the low load range can be improved in the torque shift compensation. Needless to say, it is possible to obtain the same effects as those that can ensure the appropriate shifting performance.

[Brief description of the drawings]

FIG. 1 is a vertical sectional side view of a toroidal type continuously variable transmission including a transmission control device according to an embodiment of the present invention.

FIG. 2 is a vertical sectional front view showing the toroidal-type continuously variable transmission together with a shift control system thereof.

FIG. 3 is a diagram showing a main part of a function-specific block diagram of a shift control executed by a controller in the example.

FIG. 4 is a diagram showing the rest of the functional block diagram of the speed change control.

FIG. 5 is a flowchart showing the entire shift control program to be executed when the controller is constituted by a microcomputer.

FIG. 6 is a flowchart showing a calculation process of a reached speed ratio limit value in the speed change control program.

FIG. 7 is a flowchart showing a program for calculating a fuel injection pulse width signal of the engine.

FIG. 8 is a flowchart showing a calculation process of a torque shift compensation speed ratio in the speed change control program.

FIG. 9 is a flowchart showing an arithmetic process for obtaining a speed ratio deviation between a target speed ratio and an actual speed ratio in the speed change control program.

FIG. 10 is a flowchart showing a feedback gain calculation process in the speed change control program.

FIG. 11 is a flowchart showing a process of calculating a speed ratio feedback correction amount in the speed change control program.

FIG. 12 is a flowchart showing a process of calculating a feedback correction amount limit value in the transmission ratio feedback correction amount calculation program.

FIG. 13 is a flowchart showing a process of calculating a controllable limit gear ratio used in the feedback correction amount limit value calculation program.

FIG. 14 is a flowchart showing a step motor follow-up possibility determining process in the speed change control program.

FIG. 15 is a shift diagram illustrating a shift pattern of the continuously variable transmission.

16 is a discussion diagram showing a data experimental results indicating the relationship between engine torque and T _P.

FIG. 17 is a diagram for explaining the relationship between engine torque and throttle opening;

FIG. 18 is a consideration diagram for explaining a torque shift characteristic;
Input torque-speed ratio characteristics at low (Low) speed ratio, input torque-speed ratio characteristics at intermediate (Mid) speed ratio, and input torque-speed ratio characteristics at high (High) speed ratio. FIG.

[Explanation of symbols]

Reference Signs List 1 input cone disc 2 output cone disc 3 power roller 4 step motor 5 shift control valve 6 piston 7 precess cam 8 shift link 20 input shaft 28 loading cam 41 trunnion 43 upper link 45 lower link 61 controller (CVT controller) 62 throttle opening sensor 63 Vehicle speed sensor 64 Input rotation sensor 65 Output rotation sensor 66 Oil temperature sensor 67 Line pressure sensor 68 Engine rotation sensor (CVT control device's own sensor) 70 Torque compensated target gear ratio calculation unit 71 Shift map selection unit 72 Reaching input rotation Number calculation unit 73 Attained speed ratio calculation unit 74 Shift time constant calculation unit 75 Target speed ratio calculation unit 76 Input torque calculation unit 77 Torque shift compensation speed ratio calculation unit 78 Actual speed ratio calculation unit 79 Speed ratio deviation calculation unit 80 First feedback Gain calculating section 81 Second feedback gain calculating section 82 Corrected target gear ratio limiting section 83 Feedback gain calculation unit 84 PID control unit 85 Corrected target gear ratio calculation unit 86 Target step number calculation unit 87 Step motor drive position command calculation unit 88 Step motor drive speed determination unit 89 Step motor followability determination unit 90 Gear ratio feedback correction amount Limiting unit 94 Communication abnormality judging unit 95 Information receiving unit 96 Switching unit 97 Engine torque calculating unit 98 Reaching speed ratio limiting unit 99 Speed ratio calculating unit 100 Torque ratio calculating unit 391 Engine controller 368 Crank angle sensor (engine speed on engine control side) (Detection sensor) 369 Engine intake air amount sensor 391 Intake amount equivalent fuel injection pulse width calculation unit 392 Communication information creation unit 393 Fuel cut device

────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-10-9381 (JP, A) JP-A-9-42437 (JP, A) JP-A-9-79369 (JP, A) JP-A-9-79 53696 (JP, A) JP-A-8-338490 (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 toroidal type continuously variable transmission that estimates an input torque of an input shaft of a continuously variable transmission, estimates a torque shift amount according to the input torque, and performs torque shift compensation based on the estimated torque shift amount. Means for determining whether or not the estimation of the torque shift amount is possible, and as a result of the determination, when the estimation is not possible, the normal gear ratio width is reduced on the low side. Within the range of the upper limit from the upper limit set to the upper limit set to the higher side than the normal time, and from the upper limit obtained by narrowing the use range of the speed ratio to the lower limit set to the lower side than the normal at the high side. A shift control device for a continuously variable transmission, comprising: means for executing shift control. 2. The shift control device for a continuously variable transmission according to claim 1, wherein whether the torque shift amount can be estimated is determined by determining whether a rotation sensor is abnormal. 3. The rotation sensor is at least one of a sensor for detecting an engine speed, a sensor for detecting a speed of an input disk of a continuously variable transmission, and a sensor for detecting a speed of an output disk. The shift control device for a continuously variable transmission according to claim 2, wherein when the rotation sensor is determined to be abnormal, it is determined that the torque shift amount cannot be estimated. 4. The transmission control device for a continuously variable transmission according to claim 1, wherein it is determined that the torque shift amount cannot be estimated when the engine is abnormal. 5. An engine torque estimating means for estimating an engine torque for estimating the input torque, and a means for calculating the input torque based on the estimated engine torque, the engine torque estimating means comprising: To estimate
Estimating means using a basic control amount for determining the fuel injection amount on the engine control side, wherein the engine abnormality is when a sensor for determining the basic fuel injection amount on the engine control side is abnormal. The shift control device for a continuously variable transmission according to claim 4, wherein