WO2001048399A1 - Automatic speed changer controller, automatic speed changer control method, and recording medium having program for method recorded thereon - Google Patents

Abstract

An automatic speed changer controller capable of improving the durability of a continuously variable speed changer (10) and increasing torque transmission efficiency, an automatic speed changer control method, and a recording medium having a program for the method recorded thereon. The device comprises a primary pulley (126), a secondary pulley (131), a belt (132) passed around the primary and secondary pulleys (126, 131), a holding pressure generating means for generating a holding pressure on the belt (132), a travel environment detecting means (91) for detecting the travel environment for the vehicle, a torque variation prediction processing means (92) for predicting variations in the transmission torque on the basis of the detected travel environment during traveling, and a holding pressure change processing means (93) for changing the holding pressure on the basis of the prediction result. Since variations in the transmission torque during traveling are predicted and the holding pressure on the belt (132) is changed on the basis of the prediction result, it is possible to prevent the holding pressure from increasing at any moment. Therefore, it is possible to increase torque transmission efficiency and improve fuel efficiency.

Description

 Description Automatic transmission control device, automatic transmission control method, and recording medium on which program is recorded

 The present invention relates to an automatic transmission control device, an automatic transmission control method, and a recording medium recording a program for the method. Background art

 Conventionally, in a vehicle equipped with an automatic transmission, rotation generated by driving an engine is transmitted to a transmission mechanism, and a speed change is performed in the transmission mechanism. Is transmitted to the drive wheels to drive the vehicle. The automatic transmission includes a stepped transmission and a continuously variable transmission. In the stepped transmission, a gear element for inputting rotation to a planetary gear unit, and rotation from the planetary gear unit. By changing the combination of gear elements and the like for output, the speed ratio of the transmission mechanism is changed in steps, and in the continuously variable transmission, a belt is stretched between the primary pulley and the secondary pulley. By changing the position of the belt in the radial direction of the primary pulley and the transmission pulley, that is, the effective length, the speed ratio of the speed change mechanism is steplessly changed. For this purpose, the primary pulley and the secondary pulley each have a fixed sheave and a movable sheave, and the movable diameter is changed by moving each movable sheave by a driving means such as a hydraulic servo or an electric motor. I'm going to let you.

By the way, in the above-mentioned continuously variable transmission, when the belt holding pressure is high, the torque transmission efficiency is reduced. Therefore, it is conceivable to reduce the belt clamping pressure.If the belt clamping pressure is reduced, the transmission of the continuously variable transmission will be reduced when the vehicle is pushed up by unevenness on the road or the accelerator pedal is suddenly depressed. The attained torque, that is, the transmission torque may fluctuate more than a predetermined amount. As a result, a slip may occur between the primary pulley or the transfer belt and the belt. In addition, the primary pulley, the secondary pulley, and the belt are worn, and the durability of the continuously variable transmission is significantly reduced.

 Therefore, the clamping pressure is increased by a predetermined margin to prevent the occurrence of slip. That is, when the margin is m and the torque input to the continuously variable transmission, that is, the input torque is, the margin m is

 m = (a-1) T,

Is set to Here, a is a constant, and the constant a is set to, for example, 1.4. There is also provided a continuously variable transmission in which the allowance m can be changed according to the driving state, driven state, and the like of the engine (see Japanese Patent Application Laid-Open No. 6-2884848). .

 However, in the conventional continuously variable transmission, the clamping pressure is always increased by the margin m, so that the torque transmission efficiency is reduced accordingly.

 The present invention solves the problems of the conventional continuously variable transmission, improves the durability of the continuously variable transmission, and increases the torque transmission efficiency. It is an object of the present invention to provide a transmission control method and a recording medium on which a program thereof is recorded. Disclosure of the invention

 For this purpose, in the automatic transmission control device of the present invention, the primary pulley, the secondary pulley, a belt stretched between the primary pulley and the secondary bury, and a pinching pressure of the belt are generated. Nipping pressure generating means, running environment detecting means for detecting the running environment of the vehicle, torque fluctuation prediction processing means for predicting a change in transmitted torque during running based on the detected running environment, and prediction results Pressure change processing means for changing the holding pressure based on the pressure.

 In this case, the fluctuation of the transmission torque during traveling is predicted, and the belt clamping pressure is changed based on the prediction result, so that it is possible to prevent the clamping pressure from constantly increasing. Therefore, torque transmission efficiency can be increased, and fuel efficiency can be improved.

Also, since a clamping pressure corresponding to the driving environment is generated, the primary bridge or Can prevent a slip from occurring between the secondary bully and the belt. Therefore, it is possible to prevent the primary pulley, the secondary pulley, and the belt from being worn, so that the durability of the continuously variable transmission can be improved. The gripping pressure change processing means increases the belt gripping pressure when the transmission torque is likely to fluctuate, and lowers the belt gripping pressure when the transmission torque is less likely to fluctuate.

 In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means predicts a fluctuation in transmission torque based on a change in a shift schedule selected based on a traveling environment.

 In still another automatic transmission control device according to the present invention, the travel environment further includes at least a travel area. Then, the torque fluctuation prediction processing unit predicts a fluctuation of the transmission torque based on the traveling area.

 In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means may further include a transmission torque fluctuation in a driving environment in which a sudden change in throttle opening is not expected to occur. Predict that it is difficult.

 In still another automatic transmission control device according to the present invention, a traveling environment in which a rapid change in throttle opening is not expected to occur is a congested road.

 In still another automatic transmission control device according to the present invention, the traveling environment in which a sudden change in throttle opening is not expected to occur is a downhill road.

 In still another automatic transmission control device according to the present invention, the driving environment in which a rapid change in throttle opening is not expected to occur is an expressway.

 In still another automatic transmission control device according to the present invention, the traveling environment includes at least a traveling area and a driving situation. Then, the torque fluctuation prediction processing means predicts the fluctuation of the transmission torque based on at least one of the traveling area and the driving condition.

In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means predicts that the throttle opening is medium to high, and the frequency of accelerator on / off operation is high. Predicts that the transmitted torque is likely to fluctuate in the driving environment In still another automatic transmission control device according to the present invention, the driving environment in which the throttle opening is medium to high and the frequency of accelerator on / off operations is predicted to be high is a mountain road.

 In still another automatic transmission control device of the present invention, the throttle opening is a medium to high opening, and the traveling environment in which the frequency of accelerator on / off operation is predicted to be high is an uphill road.

 In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means predicts that the transmission torque is unlikely to fluctuate in a traveling environment in which the possibility of sudden acceleration is predicted to be low. .

 In still another automatic transmission control device according to the present invention, the traveling environment in which the possibility of sudden acceleration is predicted to be low is a traveling environment in which the vehicle is traveling on a highway and there is no vehicle ahead.

 In still another automatic transmission control device according to the present invention, the traveling environment in which the possibility of sudden acceleration is predicted to be low is a traveling environment in which the vehicle is ahead when the vehicle stops. In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means predicts that the transmission torque is likely to fluctuate in a traveling environment in which it is predicted that there is a high possibility of sudden acceleration. .

 In still another automatic transmission control device according to the present invention, the traveling environment in which the possibility of rapid acceleration is predicted to be high is a traveling environment in which the vehicle is traveling on a highway and a vehicle is ahead.

 In still another automatic transmission control device according to the present invention, the traveling environment includes at least a road surface condition. Then, the torque fluctuation prediction processing means predicts the fluctuation of the transmission torque based on the road surface condition.

 In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing means predicts that the transmission torque is likely to fluctuate in a traveling environment in which a reaction force received from a road surface is predicted to be large. .

In still another automatic transmission control device according to the present invention, the traveling environment in which the reaction force received from the road surface is predicted to be large is a gravel road surface. In still another automatic transmission control device according to the present invention, a traveling environment in which a reaction force received from a road surface is predicted to be large is an icy and snowy road surface.

 In still another automatic transmission control device according to the present invention, the torque fluctuation prediction processing unit predicts that the transmission torque is unlikely to fluctuate in a traveling environment in which a reaction force received from a road surface is predicted to be small. .

 In still another automatic transmission control device according to the present invention, the traveling environment in which the reaction force received from the road surface is predicted to be small is a Miraburn road surface.

 In still another automatic transmission control device according to the present invention, the traveling environment detecting means detects a traveling environment based on operation information.

 In the automatic transmission control method according to the present invention, the traveling environment of the vehicle is detected, the fluctuation of the transmission torque during traveling is predicted based on the detected traveling environment, and the clamping pressure of the belt is changed based on the prediction result. I do.

 In the program of the automatic transmission control method recorded on the recording medium of the present invention, the traveling environment of the vehicle is detected, and based on the detected traveling environment, the fluctuation of the transmission torque during traveling is predicted, and the prediction result is obtained. The gripping pressure of the belt is changed based on. BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a functional block diagram of an automatic transmission control device according to a first embodiment of the present invention, FIG. 2 is a conceptual diagram of a continuously variable transmission according to the first embodiment of the present invention, FIG. FIG. 4 is a block diagram of the automatic transmission control device according to the first embodiment of the present invention. FIG. 4 is a main flow chart showing the operation of the automatic transmission control device according to the first embodiment of the present invention. FIG. 6 is a shift diagram referred to in a normal control process according to the first embodiment of the present invention. FIG. 6 is a first shift diagram referred to in an adaptive control process according to the first embodiment of the present invention. FIG. 7 is a second shift diagram referred to in the adaptive control processing according to the first embodiment of the present invention, and FIG. 8 is referred to in the adaptive control processing according to the first embodiment of the present invention. FIG. 9 is a third shift diagram according to the first embodiment of the present invention. FIG. 10 is a diagram showing the subroutine of the margin correction process in the first embodiment of the present invention, and FIG. 11 is a diagram showing the subroutine of the adaptive control process in FIG. Correction value table according to the first embodiment of the invention FIG. 12 is a main flowchart showing the operation of the automatic transmission control device according to the second embodiment of the present invention, and FIG. 13 is a margin in the second embodiment of the present invention. FIG. 14 is a diagram showing a subroutine of a correction process. FIG. 14 is a diagram showing a correction value table according to the second embodiment of the present invention. FIG. 15 is a margin in the third embodiment of the present invention. FIG. 16 shows a subroutine of a correction process, FIG. 16 shows a correction value table in the third embodiment of the present invention, and FIG. 17 shows a margin correction process in the fourth embodiment of the present invention. FIG. 18 is a diagram showing a correction value table according to the fourth embodiment of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION

 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In this case, the continuously variable transmission of the automatic transmission will be described.

 FIG. 1 is a functional block diagram of an automatic transmission control device according to a first embodiment of the present invention.

 In the drawing, 1 26 is a primary pulley, 1 3 1 is a secondary pulley, 1 3 2 is a belt stretched between the primary pulley 1 2 6 and the secondary bury 1 3 1, and 1 3 5 is a belt 1 3.Hydraulic pressure servo as a pinching pressure generating means for generating pinching pressure of 2.91 is a driving environment detecting means for detecting the driving environment of the vehicle, and 92 is based on the detected driving environment. Torque fluctuation prediction processing means for predicting the fluctuation of the transmission torque, and 93 is a clamping pressure change processing means for changing the clamping pressure based on the prediction result.

FIG. 2 is a conceptual diagram of the continuously variable transmission according to the first embodiment of the present invention. As shown in the figure, the continuously variable transmission 10 includes a belt-type transmission mechanism 102, a forward / reverse switching device 103, a torque converter 106 incorporating a lock-up clutch 105, a countershaft 1 07 and a differential device 109. The torque converter 106 includes a pump impeller 111 connected to an output shaft 110 of an engine (not shown) via a front cover 117, a clutch clutch plate 104 connected to an input shaft 112, and a It is supported via the bin runner 113 connected via the damper spring 120 and the one-way clutch 115. Stator 1 16 is provided. The mouth-up clutch 105 is disposed between the input shaft 112 and the front cover 117. Reference numeral 121 denotes an oil pump that is connected to and driven by the pump impeller 111.

 The transmission mechanism 102 has a primary pulley 1 26, a secondary pulley 13 1, and a metal belt 13 2 stretched between the primary pulley 12 6 and the secondary pulley 13 1 . The primary pulley 1 26 is slidably supported in the axial direction with respect to the fixed shaft 123 fixed to the primary shaft 122 and the primary shaft 122. The secondary pulley 1 31 is composed of a movable sheave 1 2 5, and the secondary pulley 1 3 1 is free to slide in the axial direction with respect to the fixed sheave 1 2 9 fixed to the secondary shaft 1 2 7 and the secondary shaft 1 2 7 The supported movable sheave comprises 130 forces.

 Also, a hydraulic servo 1333 as a first drive means comprising a double piston is provided on the back of the movable sieve 125, and a second servo comprising a single piston is provided on the back of the movable sieve 130. A hydraulic servo 13 5 is provided as a driving means for the motor. The hydraulic servo 135 constitutes a clamping pressure generating means.

 The hydraulic servo 13 3 includes a cylinder member 13 6 and a reaction force support member 13 7 fixed to the primary shaft 12 2, and a cylindrical member 1 fixed to the back of the movable shaft 1 25. A first oil chamber 14 1 force is provided by the cylindrical member 13 9, the reaction force support member 13 7, and the back surface of the movable sheave 125. A second oil chamber 142 is formed by the damper member 136 and the biston member 140. Then, the first and second oil chambers 14 1 and 14 2 are communicated with each other by a communication hole 13 37 a, and the same hydraulic pressure as the hydraulic servo 1 35 As a result, the axial force generated in the hydraulic servo 13 3 is almost twice as large as the axial force generated in the hydraulic servo 13 5.

On the other hand, the hydraulic servo 135 has a reaction force support member 144 fixed to the secondary shaft 127 and a cylindrical member 144 fixed to the back of the movable sheave 130. A single oil chamber 146 is formed by the reaction force support member 144, the tubular member 144, and the back surface of the movable sheave 130, and A spring 147 for preloading is disposed between the force supporting member 143 and the force supporting member 143. The forward / reverse switching device 103 has a double pinion planetary gear 150, a reverse brake B and a direct clutch C. In the double pinion planetary gear 150, the sun gear S and the input pin 112 are connected, and the carrier CR supporting the first and second pinions P 1 and P 2 and the fixed sheave 1 2 3 are formed. The ring gear R and the reverse brake B are connected, and the carrier CR and the ring gear R are connected via the direct clutch C.

 A large gear 151 and a small gear 152 are fixed to the power countershaft 107, and the large gear 1515 is fixed to a gear 1553 fixed to the secondary shaft 127.小 The small gear 155 is combined with the gear 155 fixed to the differential case 166 of the differential device 109. In the differential device 109, the rotation of the differential gear 156 supported by the differential case 166 is performed by the left and right wheels 160, 1 via the left and right side gears 157, 159. 6 It is transmitted to 1.

 Also, on the outer periphery の of the fixed sheave 123, a large number of uneven portions 123a are formed at regular intervals by gear cutting, and are not shown, facing the uneven portions 123a. A primary pulley rotational speed sensor 162 comprising an electromagnetic pick-up fixed to the case is provided. On the outer peripheral green of the fixed sheave 12 9, a number of uneven portions 1 29 a are formed at regular intervals by gear cutting, and the electromagnetic pickup is fixed to the case so as to face the uneven portion 1 29 a. , A vehicle speed sensor 44 is provided. Accordingly, the vehicle speed V representing the running condition of the vehicle can be detected by the vehicle speed sensor 44, and the input pulley rotation speed can be detected by the primary pulley rotation speed sensor 162.

Further, an engine speed sensor 165 composed of an electromagnetic pickup fixed to the case is provided in proximity to the front cover 117, and the engine speed sensor 165 represents an engine load. it is possible to detect the rotational speed N _E.

In the continuously variable transmission 10 having the above configuration, the rotation generated by driving the engine is transmitted to the transmission mechanism 102 via the torque converter 106 and the forward / reverse switching device 103. After the speed is changed in the speed change mechanism 102, the gear The gears are transmitted to the differential device 109 via the gear 15 3, the large gear 15 1, the small gear 15 2 and the gear 15 5. Then, in the forward / reverse switching device 103, when the direct clutch C is engaged with the reverse brake B released, the double vision planetary gear 150 is directly connected and transmitted to the input shaft 112. The rotation is transmitted to primary pulleys 126 as it is, and the vehicle is moved forward. When the direct clutch C is released with the reverse brake B engaged, the rotation transmitted to the input shaft 112 is reversed and the primary pulley 1 is rotated.

It is transmitted to 26 and the vehicle is moved backward.

 Then, the hydraulic servo 13 3 is used to change the effective diameter of the primary pulley 1 26 and the secondary pulley 13 1. That is, when performing the speed change of the upshift, the hydraulic pressure is supplied to the hydraulic servo 13 3, the effective diameter of the primary pulley 12 6 is reduced, and the effective diameter of the secondary pulley 13 1 is increased. As a result, the gear ratio is reduced. Also, when performing a downshift, the hydraulic pressure of the hydraulic servo 13 3 is drained, the effective diameter of the primary pulley 12 6 is increased, and the effective diameter of the secondary pulley 13 1 is reduced. As a result, the gear ratio is increased.

 Further, the hydraulic servo 135 is used to generate a pinching pressure of the belt 132 and change the force. That is, when the hydraulic pressure is supplied to the hydraulic servo 13 5, a clamping pressure corresponding to the hydraulic pressure is generated, and the secondary pulley 13 1 is fixed to the fixed sheave 12 9 and the movable sheave 13 By means of 0, the belt 13 is clamped by the clamping pressure. Then, first and second hydraulic adjustment valves (not shown) are provided in the hydraulic circuit, and the hydraulic pressure generated by the first and second hydraulic adjustment valves is applied to hydraulic servos 1 3 3 and 1 3 5 respectively. Supplied to For this purpose, a solenoid signal generated in an automatic transmission control unit described later is sent to the solenoids of the first and second hydraulic pressure adjustment valves. 1 3 3 is used to change the effective diameter of the primary pulley 1 2 6 and the secondary pulley 1 3 1 and the hydraulic servo 1

3 5 is used to generate and change the clamping pressure of the belt 13 2, but the hydraulic servo 13 5 is used for the primary pulley 12 6 and the secondary pulley. It is used to change the effective diameter of the coil 131, and the hydraulic servo 1350 can also be used to generate and change the clamping pressure of the belt 132.

 In the present embodiment, the hydraulic servos 13 3 and 13 5 are used as the first and second drive means. At least one can be replaced by an electric motor. In this case, at least one of the movable sheaves 125 and 130 is moved in the axial direction by driving the motor, and the primary pulley is adjusted by adjusting the position of the movable sheave 125. The pinching pressure of the belt 132 can be changed by changing the effective diameter of the second pulley 13 and the secondary pulley 131, or by adjusting the position of the movable sieve 130.

 Next, the automatic transmission control device will be described.

 FIG. 3 is a block diagram of the automatic transmission control device according to the first embodiment of the present invention.

 In the figure, reference numeral 12 denotes an automatic transmission control unit that controls the entirety of the continuously variable transmission 10 (FIG. 2), 13 denotes an engine control unit that controls the entirety of an engine (not shown), and 14 denotes a napige unit. It is a session device.

Reference numeral 40 denotes a vehicle / driver operation information detection unit. The vehicle / driver operation information detection unit 40 includes a steering sensor 24, a win force sensor 41, and an accelerator for detecting an accelerator opening degree o. Sensor 42, brake sensor 43, vehicle speed sensor 44 for detecting vehicle speed V, throttle opening sensor 45 for detecting throttle opening 0 indicating the driver's acceleration request, shift lever for which the driver is not shown A shift position sensor 46 that detects the shift range selected by operating the shift operation means such as the above, an oil temperature sensor 61 that detects the ATF temperature, an ABS sensor 62 that detects wheel lock / unlock, vertical Jai port, horizontal Jai port or vibrating gyro sensor 6 3 for detecting a roll angle, a water temperature sensor 6 4 for detecting engine coolant temperature, the flow rate sensor 6 5 for detecting an intake air amount, the oxygen (0 _Z) detects the concentration It has an oxygen sensor 66 that emits, and a kick-down switch 67 that is arranged at an operating portion of an accelerator pedal (not shown). The accelerator sensor 42, the brake sensor 43, the throttle opening sensor 45 and the shift position sensor 46 constitute a driver operation information detecting means for detecting vehicle operation information by the driver. 48 is a forward monitoring device for monitoring the front of the vehicle, 49 is a display line recognition device for recognizing a display line representing the lane of the road, 50 is a peripheral monitoring device for monitoring the periphery of the vehicle, and 51 is a RAM. , 52 is a ROM. The recording means is constituted by the RAM 51 and the ROM 52. Further, a neutral range (N), a forward range (D), a mouth range (L), a reverse range (R), and a parking range (P) can be selected as the shift range. The forward monitoring device 48 is composed of a laser radar, a millimeter-wave radar, an ultrasonic sensor, or a combination thereof, and has an inter-vehicle distance La, an inter-vehicle time Ta, an approach speed V a to a preceding vehicle, a pause. Calculate the approach speed Vb to the location (the entry point from the non-priority road to the priority road, the railroad crossing, the intersection where the red traffic light flashes, etc.), the approach speed to the obstacle, etc. In addition, the peripheral monitoring device 50 captures an image in front of the vehicle with a camera such as a CCD or a C-MOS, processes image data obtained by the capturing, and calculates the number of vehicles in the vicinity and the shape of the road ahead. Judge the position of the white line, the position of the road shoulder, the road surface condition, the road sign, the traffic light, the color of the traffic light, obstacles, etc.

 The navigation device 14 includes a current position detection unit 1 that detects the current position of the vehicle.

5. Data recording unit as a recording medium on which various data such as road data are recorded 1

6. Based on the input information, perform various arithmetic processing such as navigation processing. Navigation processing unit 17, Input unit 34, Display unit 35, Voice input unit 36, Voice output unit 3. 7 and a communication unit 38.

 The current position detector 15 includes a GPS 21, a geomagnetic sensor 22, a distance sensor 23, a steering sensor 24, a beacon sensor 25, a jar mouth sensor 26, an altimeter (not shown), and the like.

The GPS 21 detects the current position on the earth by receiving radio waves generated by artificial satellites, and the geomagnetic sensor 22 measures the geomagnetism to determine the heading of the vehicle. The distance sensor 23 detects the distance between predetermined positions on the road. As the distance sensor 23, for example, a sensor that measures the number of rotations of a wheel (not shown) and detects a distance based on the number of rotations, a sensor that measures acceleration, and detects a distance by integrating the acceleration twice. Etc. can be used. The steering sensor 24 detects a rudder angle. As the steering sensor 24, for example, an optical rotation sensor, a rotation resistance sensor, and a wheel mounted on a rotating portion of a steering wheel (not shown) are used. An attached angle sensor is used.

 The beacon sensor 25 detects a current position by receiving position information from a beacon disposed along the road. The gyro sensor 26 detects the surface turning angular velocity of the vehicle, that is, the turning angle, and can calculate the direction in which the vehicle is facing by integrating the turning angle. As the gyro sensor 26, for example, a gas rate gyro, a vibration gyro, or the like is used. The GPS 21 and the beacon sensor 25 can independently detect the current position. Also, the current position can be detected by combining the distance detected by the distance sensor 23 and the azimuth detected by the geomagnetic sensor 22 and the gyro sensor 26. The current position can also be detected by combining the distance detected by the distance sensor 23 and the steering angle detected by the steering sensor 24.

 The data recording section 16 records a map data file, an intersection data file, a node data file, a road data file, a photograph data file, and information on facilities such as hotels, gas stations, and sightseeing spot guides in each region. It has a database consisting of facility information data files. Each of the data files includes, in addition to data for searching for a route, a guide map along the searched route on a screen (not shown) of the display unit 35, or a characteristic at an intersection or a route. Various data are recorded for displaying photos, frame diagrams, etc., displaying the distance to the next intersection, the direction of travel at the next intersection, and displaying other guidance information. The data recording section 16 also records various data for outputting predetermined information through the audio output section 37.

By the way, the intersection data file records intersection data about each intersection, the node data file records node data about a node, and the road data file records road data about a road. Road conditions are represented by data, node data and road data. The node data is , Which constitute at least the position and shape of the road in the map data recorded in the map data file, and include the actual road junctions (including intersections, T-junctions, etc.), node points, and each node. It consists of data indicating the links connecting the points. The node point indicates at least the position of a turning point on the road, and the branch point and the node point are represented by at least latitude, longitude and altitude.

 According to the road data, for the road itself, the width, slope, cant, bank, road surface condition, number of lanes on the road, points where the number of lanes decreases, points where the width decreases, etc. Is the radius of curvature, intersections, intersections, corner entrances, etc. For road attributes, railroad crossings, highway exit ramps, highway toll booths, road types (national roads, general roads, highways, etc.) Urban roads, mountain roads, uphill roads, downhill roads, congested roads, etc. are constructed.

 Further, the navigation processing unit 17 includes a CPU 31 that controls the entire navigation device 14, a RAM 32 that is used as a single memory when the CPU 31 performs various arithmetic processes, and In addition to the control program, it comprises a ROM 33 as a recording medium on which various programs for searching for a route to the destination, traveling guidance on the route, determining a specific section, and the like are recorded. The input unit 34, the display unit 35, the audio input unit 36, the audio output unit 37, and the communication unit 38 are connected to the application processing unit 17.

 The data recording section 16 and ROM 33 are constituted by a magnetic core, a semiconductor memory, and the like (not shown). In addition, various recording media such as a magnetic tape, a magnetic disk, a floppy disk, a magnetic drum, a CD, an MD, a DVD, an optical disk, an IC card, and an optical card are used as the data recording unit 16 and the ROM 33. You can also.

In the present embodiment, various programs are recorded in the ROM 33, and various data are recorded in the data recording unit 16, but the programs and data are stored in the same external device. It can also be recorded on a recording medium. In this case, for example, a flash memory can be provided in the nomination processing unit 17 and the program and data can be read from the external recording medium and written in the flash memory. Therefore, by replacing the external recording medium, Grams and data can be updated. Further, a control program or the like of the automatic transmission control unit 12 can be recorded on the external recording medium. In this way, programs recorded on various recording media can be started and various processes can be performed based on the data.

 Further, the communication section 38 is for transmitting and receiving various data to and from an FM transmitter, a telephone line, and the like. For example, information such as traffic congestion and traffic accident information by an information sensor (not shown) or the like is provided. , Detect GPS 21 detection error D—Receive various data such as GPS information.

 The input section 34 is for correcting the current position at the start of traveling or inputting a destination, and is provided separately from the display section 35 as the input section 34. Keyboard, mouse, barcode reader, light pen, remote control device for remote operation, etc. can be used. Further, the input unit 34 may be constituted by a touch panel for inputting by touching a key or a menu displayed as an image on the screen of the display unit 35.

 On the screen of the display unit 35, operation guidance, an operation menu, operation keys, a route to a destination, guidance along a traveling route, and the like are displayed. As the display unit 35, a CRT display, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.

 The voice input unit 36 is constituted by a microphone (not shown) or the like, and can input necessary information by voice. Further, the voice output unit 37 includes a voice synthesizer and a speaker (not shown), and outputs sound information, for example, guide information and speed change information composed of voice synthesized by the voice synthesizer from the speaker, and operates Inform others. Note that, in addition to the voice synthesized by the voice synthesizer, various sounds and various kinds of guidance information previously recorded on a recording medium such as a tape or a memory can be output from a speaker.

In the navigation device 14 having the above-described configuration, the display processing means (not shown) of the CPU 31 opens a guidance screen on the screen of the display unit 35 by performing display processing, and displays the current position and the surroundings on the guidance screen. Display the map. And entered by the driver When the power unit 34 is operated to set a destination, the route search processing means (not shown) of the CPU 31 searches for a route from the current position to the destination by performing a route search process. When the route is searched, the display processing means opens the guide screen by performing display processing, displays the current position, a map of the surrounding area and the searched route on the guide screen, and starts the route guidance. I do. Therefore, the driver can drive the vehicle according to the route guidance.

 Further, the automatic transmission control unit 12 includes, as a driving environment, vehicle information and operation information from a vehicle / driver operation information detection unit 40, navigation information from a navigation processing unit 17, and a forward monitoring device. The vehicle environment information is read from the peripheral monitoring device 50 and the vehicle surrounding information, environmental information and display information are read as necessary, and the continuously variable transmission 10 is controlled. The vehicle / driver operation information detecting unit 40, the navigation processing unit 17, the forward monitoring device 48, the display line recognizing device 49, and the surrounding monitoring device 50 are used to detect the driving environment 91 1 ( (Fig. 1).

As the vehicle information, the vehicle speed V detected by the vehicle speed sensor 44, the throttle opening 0 detected by the throttle opening sensor 45, and the engine detected by the engine rotation speed sensor 16 5 rotational speed N _E, the engine rotational speed N engine rotation speed variation calculated based on the _E, the vehicle speed change calculated based on the vehicle speed V (acceleration and deceleration), ATF temperature detected by the oil temperature sensor 61 The wheel lock 'unlock detected by the ABS sensor 62, the vertical gyro, horizontal gyro or roll angle detected by the vibration gyro sensor 63, the engine water temperature detected by the water temperature sensor 64, the flow rate sensor 65 It is possible to use the amount of intake air detected by the sensor, the oxygen concentration detected by the oxygen sensor 66, and the like.

The operation information includes an accelerator opening ατ detected by the accelerator sensor 42, an accelerator pedal depression speed Ve calculated based on the accelerator opening α, a kick-down on / off information, a kick-down switch 6 Kickdown on / off information detected by 7; brake on / off information detected by a brake switch (not shown); stepping strength or stepping speed of a brake pedal (not shown) detected by the brake sensor 43; not shown Brake oil pressure sensor The stepping strength or stepping speed of the brake pedal, the steering angle detected by the steering sensor 24, or the steering speed calculated based on the steering angle, the winker off detected by the winker sensor 41. , Winker right on or Win power left on, Power (spot) mode detected by mode switch not shown, Normal (economy) mode, Snow (hold) mode or auto mode, Not shown Wiper off, intermittent on, continuous (oral) on or continuous (high) on, detected by wiper switch, small light on, detected by light switch (not shown), headlight (oral) on, hand light (High) On or auto-on, N.S. switch (not shown) Therefore, the detected shift range and the like can be used.

 The navigation information includes road shape, road attributes, number of lanes, intersection shape, turn information or regional information, time (season) detected by GPS 21 and communication unit recorded in data recording unit 16. 3 VICS traffic congestion level obtained by 8; D-GPS information or traffic congestion information by FM multiplex broadcasting; map information by satellite broadcasting; map information obtained by a mobile phone (not shown); traffic congestion information; It is possible to use ETC information, toll settlement information, map information, intersection information or town information, inter-vehicle information detected by SS radio, etc. acquired by DSRC (not shown).

 Further, as the vehicle environment information, the following distance La, the inter-vehicle time Ta detected by the forward monitoring device 48, the preceding vehicle traveling lane or obstacle, and the surrounding vehicles detected by the peripheral monitoring device 50 The number, the shape of the road ahead, the position of the white line, the position of the shoulder of the road, the state of the road surface, the road sign, the traffic light, the color of the traffic light, and obstacles can be used. As the vehicle surrounding information, an obstacle detected by an ultrasonic sensor (not shown), an obstacle detected by a microwave sensor (not shown), an obstacle detected by a camera (not shown), and the like can be used.

 Further, as the environmental information, an outside air temperature detected by an outside air temperature sensor (not shown), an amount of solar radiation detected by an unshown solar radiation sensor, or the like can be used.

In addition, as the display information, the color of the traffic light detected by the beacon sensor 25 Can also be used.

 Next, the operation of the automatic transmission control device will be described.

FIG. 4 is a main flowchart showing the operation of the automatic transmission control device according to the first embodiment of the present invention, and FIG. 5 is a shift line referred to in a normal control process according to the first embodiment of the present invention. FIG. 6 is a first shift diagram referred to in the adaptive control process according to the first embodiment of the present invention, and FIG. 7 is an adaptive control process according to the first embodiment of the present invention. FIG. 8 is a third shift diagram referred to in the adaptive control processing in the first embodiment of the present invention, and FIG. 9 is a first shift diagram of the first embodiment of the present invention. FIG. 13 is a fourth shift diagram referred to in the adaptive control process in the embodiment. Incidentally, in FIG. 5-FIG. 9, the vehicle speed V on the horizontal axis, Aru the vertical axis represents the engine rotational speed N _E.

First, the automatic transmission control unit 12 (FIG. 3) determines the control mode selected by the driver. That is, it is determined whether the driver has operated the mode selection switch (not shown) to select the normal control mode or the adaptive control mode. Then, when the normal control mode is selected, the normal control processing means (not shown) of the automatic transmission control unit 12 performs the normal control processing, and as the shift control information, the selected shift range, vehicle speed V, throttle opening. The engine speed and engine speed _NE are read, the shift schedule corresponding to the shift diagram is set with reference to the shift diagram shown in FIG. 5 recorded in the ROM 52, and the selected shift range is set. based on the vehicle speed V and the throttle opening degree 0 of di-, goal value of the engine rotational speed N _E, i.e., to calculate a target engine rotational speed N _E *.

Then, the normal control processing means compares the engine rotational speed N _E and the target engine Rotation speed N _E *, to generate a shift output based on the comparison result, it outputs a predetermined gear ratio. When the engine rotational speed N _E is higher Ri good target engine rotational speed N _E *, performs shift of the shift-up by a predetermined gear ratio, Wenjin rotational speed

N _E and the target engine rotational speed N _e * when are equal, the transmission is not performed, when the engine Rotation speed N _E is lower than the target engine rotational speed N _E *, performs a shift of shea Futodaun with a predetermined gear ratio.

In addition, in the above-mentioned shift diagram, as shown in FIG. L 1, a line L 2 representing the minimum speed ratio, throttle opening 5 1 0 0% a maximum engine rotational speed N _E when it, i.e., the line L 3 which represents the maximum operating rotation speed, slot minimum engine rotational speed when torr opening 0 is 0% N _E, i.e., shift region surrounded by a line L 5 which represents the limit value of the line L 4, and the vehicle speed V represents the minimum operating rotation speed AR 1 is set.

Therefore, when depressing the accelerator pedal by the driver (not shown), throttle accordance opening of increases, the vehicle speed V and engine Rotation speed N _E force rather varies along from the origin to the line L 1, followed by the driver When the accelerator pedal depression amount is maintained at a constant value, the vehicle speed V increases from line L1 to line L2 while the throttle opening is maintained at a constant value. During this time, the gear ratio gradually decreases. When the vehicle speed V reaches the line L 2, a steady state is formed, the vehicle is caused to run at the desired vehicle speed V and the engine rotational speed N _E.

Further, when the driver from the steady state loosen the accelerator pedal, as the throttle opening degree 0 is small, the vehicle speed V and the engine speed N _E changes along the line L 2, throttle opening degree 0 0 [%], The vehicle speed V changes along the line L4. During this time, the gear ratio gradually increases. When the vehicle speed V reaches the line L 1, Later, to reach the origin changing vehicle speed V and the engine ethene speed N _E along該線L 1.

 On the other hand, when the adaptive control mode is selected, the adaptive control processing means (not shown) of the automatic transmission control unit 12 performs the adaptive control processing, and performs the driving recorded in the ROM 52 based on a predetermined control logic. A shift map corresponding to the environment is selected, and a shift schedule is set based on the shift map.

That is, the adaptive control processing means reads the traveling environment detected by the traveling environment detecting means 91 (FIG. 1). Subsequently, the traveling area determining means of the adaptive control processing means determines an area where the vehicle travels, that is, a traveling area, based on the traveling environment. In the present embodiment, a road attribute is read as the driving environment, and the driving area determined based on the road attribute is an urban road, a congested road, a suburban road, or a mountain road. It is determined whether the road is an uphill road, a highway, etc. And the shift schedule setting processing means of the adaptive control processing means is

A shift map corresponding to the determined traveling area is selected, and a shift schedule is set based on the selected shift map with reference to the selected shift map.

The shift schedule setting processing means selects, for example, when the driving area is an urban area or a congested road, selects the first shift map Ml shown in FIG. 6, and when the driving area is a suburban road. 7.Select the second shift map M2 shown in FIG. 7, and if the traveling area is a mountain road or an uphill road, select the third shift map M3 shown in FIG. If the driving area is an expressway, select the fourth shift map M4 shown in FIG. 9 The first shift map M1 is suitable for driving a vehicle at a medium speed or a low speed. ing . The speed change area AR 11 surrounded by the lines L 11 to L 14 is set so that the engine speed _NE is in a low speed range, and the line L 13 representing the maximum operating speed and the minimum in line L 1 4 representing the rotational speed, the engine rotational speed N _E is set their respective lower than the line L 3, L 4, the line 1 as the vehicle speed V is lower in 4 engine plane耘速degree N _E Be reduced.

 The second shift map M2 is suitable for driving the vehicle at a medium speed or a high speed. In addition to the line L 11 representing the maximum gear ratio, the line L 12 representing the minimum gear ratio, and the lines L 13 and L 14, the gear ratio increases when the vehicle speed V exceeds a predetermined value. A speed change area AR 12 surrounded by a line L 15 that regulates the movement is set. In this case, the vehicle can be driven at a medium speed of 50 [km / h] or more and less than 80 [kmZh] with a reduced gear ratio.

 The third shift diagram M3 is suitable for increasing the gear ratio and increasing the driving force to drive the vehicle. Then, a speed change area AR13 surrounded by the lines 11 to L14 is set, and the speed ratio of the line 12 is made larger than the theoretical minimum speed ratio of the line L2. As a result, the reduction of the gear ratio is prohibited, and the maximum gear ratio can be achieved even at 50 [km / h].

Further, the fourth shift diagram M4 is suitable for driving the vehicle at high speed. Then, in addition to the lines L11 to L14, the speed change area AR14 surrounded by the line 15 and the line L16 that regulates the vehicle speed V from exceeding the limit value is set. . in this case , It is possible to achieve a maximum speed ratio at 8 0 [k mZ h] or more, it is possible to suppress the higher engine Rotation speed N _E, it is the child prevents the noise is generated .

 By the way, in the continuously variable transmission 10 (FIG. 2), if the clamping pressure of the belt 132 is high, the torque transmission efficiency is reduced. Therefore, if the clamping pressure of the belt 132 is reduced by reducing the clamping pressure of the belt 132, the vehicle may be pushed up by unevenness of the road or the accelerator pedal may be suddenly depressed. However, the transmission torque may fluctuate more than a predetermined value. As a result, a slip occurs between the primary pulley 1 26 or the secondary pulley 13 1 and the belt 13 2, and the primary pulley 12 6, the secondary pulley 13 1 and the belt 13 2 The durability of the continuously variable transmission 10 is significantly reduced due to wear.

 Therefore, usually, as described above, based on the input torque T and the constant a (= 1.4), a predetermined margin m is

 m = (a — 1) X T,

, And the clamping pressure is increased by the allowance m to prevent the occurrence of slip.

 Also, if necessary, allowance m

 m = (a-1) Χ Τ ι + b

Can also be set to Note that b is a constant. It is also possible to calculate in advance a margin m corresponding to the vehicle speed V, the input torque T I, the input pulley rotation speed, and the like, map the calculated margin m, and record it in the ROM 52.

 However, if the force holding pressure is always increased by the margin m, the torque transmission efficiency will be reduced accordingly.

Therefore, the spare amount correction processing unit (not shown) of the automatic transmission control unit 12 performs a spare amount correction process, and the torque variation prediction processing unit 92 of the spare amount correction processing unit includes the detected traveling environment. Based on, the fluctuation of the transmission torque during running is predicted. Then, the clamping pressure change processing unit 93 of the margin correction processing unit corrects the margin m based on the prediction result of the torque fluctuation prediction processing unit 92, and changes the clamping pressure. Next, the flowchart will be described.

Step S 1 It is determined whether the driver has selected the normal control mode or the adaptive control mode. When the normal control mode is selected, the process proceeds to step S2, and when the adaptive control mode is selected, the process proceeds to step S3. Step S2 Perform normal control processing and end the processing.

Step S3 Perform adaptive control processing.

Step S4 Perform the margin correction processing and end the processing.

 Next, the subroutine of the margin correction processing in step S4 in FIG. 4 will be described.

 FIG. 10 is a diagram showing a subroutine of a margin correction process according to the first embodiment of the present invention, and FIG. 11 is a diagram showing a correction value table according to the first embodiment of the present invention.

 The torque fluctuation prediction processing means 92 (FIG. 1) determines whether the vehicle is traveling forward, and if the vehicle is traveling forward, based on the shift schedule set in the shift schedule setting processing. Predict whether the transmission torque fluctuates during traveling, and if the transmission torque fluctuates easily, how much it fluctuates. Then, the clamping pressure change processing means 93 corrects the margin m based on the prediction result of the torque fluctuation prediction processing means 92, and changes the clamping pressure of the belt 1332. That is, when the transmission torque is likely to fluctuate, the clamping pressure is increased, and when the transmission torque is difficult to vary, the clamping pressure is decreased. For this reason, the correction value of the allowance m is determined by variations in the hydraulic pressure supplied to the hydraulic servos 133, 135, variations in the engine torque, variations in the performance of the torque converter 106, and This is set in consideration of the reaction force received from the engine, the margin for suppressing the engine torque from fluctuating when the accelerator pedal depression amount changes abruptly, and the like.

For example, if the shift diagram selected by the shift schedule setting processing means is the first shift diagram M1, it is predicted that the transmission torque will not fluctuate during traveling, and the margin m is corrected by the correction value 1. If the selected shift diagram is the second shift diagram M2, it is predicted that the transmission torque will not fluctuate during traveling, and the margin m is not corrected. If the shifted diagram is the third shifting diagram M3, It is predicted that the transmission torque is likely to fluctuate during running, and the margin m is corrected by the correction value 2 and increased to m + 52, and the selected shift diagram is the fourth shift diagram M4. In this case, it is predicted that the transmission torque is not likely to fluctuate during traveling, and the margin m is corrected by the correction value 3 and reduced to m_ <J3.

 The correction values <J1 to 3 are set in advance according to the degree of fluctuation of the transmission torque. In the present embodiment, it is determined whether the driving area is an urban area, a congested road, a suburban road, a mountain road, an uphill road, a highway, or the like. Since the shift diagram is selected based on the following equation, the correction values 1 to (? 3) are set by predicting how the transmission torque varies in each driving area. The situation where the transmission torque fluctuates greatly in each driving area includes the situation immediately after the change from deceleration to the acceleration, the situation immediately after the change from the acceleration to the deceleration, and the case of overtaking the preceding vehicle on the highway. Depress the brake pedal (not shown) when the steering wheel is operated while the accelerator pedal is depressed, or when the vehicle accelerates after passing a corner on a curved road. When the steering wheel is operated after passing through the road, or when the vehicle is accelerated after passing through a corner of a curved road, the steering wheel is operated while the brake pedal (not shown) is depressed, or the vehicle passes through a corner of a curved road When accelerating the vehicle after the acceleration, the accelerator pedal may be depressed after the brake pedal is released.

 In this way, fluctuations in the transmission torque during traveling are predicted, and when the transmission torque fluctuates, the margin m is increased. When the clamping pressure is increased and the transmission torque is less likely to fluctuate, the margin m is reduced. However, since the holding pressure is reduced, it is possible to prevent the holding pressure from constantly increasing. Therefore, torque transmission efficiency can be increased, and fuel efficiency can be improved.

Further, since a clamping pressure corresponding to the traveling environment is generated, it is possible to prevent a slip from being generated between the primary pulley 126 or the secondary pulley 131 and the belt 132. Therefore, it is possible to prevent the primary pulley 1 26, the secondary pulley 13 1 and the belt 13 2 from being worn, thereby improving the durability of the continuously variable transmission 10 (FIG. 2). be able to. Next, the flowchart will be described.

Step S4-11-1 It is determined whether the vehicle is traveling forward. If the vehicle is traveling forward, proceed to step S4-2. If it is not traveling forward, return.

Step S4-2: Correct the margin m according to the shift schedule and return.

 Next, a second embodiment of the present invention will be described.

 FIG. 12 is a main port diagram showing the operation of the automatic transmission control device according to the second embodiment of the present invention.

 In this case, the normal control processing means (not shown) of the automatic transmission control unit 12 (FIG. 3) performs the same normal control processing as in the first embodiment. Next, the spare amount correction processing means (not shown) of the automatic transmission control unit 12 performs a spare amount correction process, and determines whether the transmission torque is likely to fluctuate during traveling based on the traveling environment, If the transmission torque fluctuates easily, predict how much it fluctuates, and correct the allowance m based on the prediction result.

 Next, the flowchart will be described.

Step S1 1 Perform normal control processing.

Step S12: Perform the margin correction processing and end the processing.

 Next, a subroutine of the margin correction processing in step S12 of FIG. 12 will be described.

 FIG. 13 is a diagram showing a subroutine of a margin correction process according to the second embodiment of the present invention, and FIG. 14 is a diagram showing a correction value table according to the second embodiment of the present invention.

 The torque fluctuation prediction processing means 92 (FIG. 1) of the margin correction processing means determines whether or not the vehicle is traveling forward, and reads the navigation information as the traveling environment if the vehicle is traveling forward, The traveling area is determined based on the navigation information. In this case, it is determined whether the driving area is an urban area, a congested road, a mountain road, an uphill road, a downhill road, a highway, etc. .

Then, the torque fluctuation prediction processing means 92 transmits the transmission torque during traveling based on the traveling area. If the torque force tends to fluctuate, and if the transmitted torque tends to fluctuate, it is predicted how much the torque torque will fluctuate. The clamping pressure change processing means 93 of the margin correction processing means 93 Based on the prediction result of 2, the margin m is corrected, and the clamping pressure is changed.

 For example, if it is determined that the traveling area is an urban area, it is predicted that the transmission torque will not fluctuate easily during traveling, and the margin m is not corrected.If it is determined that the road is a congested road, the operation of the accelerator pedal is performed. It is unlikely that the amount will change drastically, and it is predicted that the transmission torque will not fluctuate easily during driving.The surplus amount m is corrected by the correction value 11 by 1 and reduced to m-δ 11, and the mountain road is When the accelerator pedal is depressed, the accelerator pedal is depressed in a medium or large amount, that is, the throttle opening is medium to high, and the accelerator is turned on and off (depressing the accelerator pedal or releasing the accelerator pedal). Operation) is frequent, and it is predicted that the transmission torque will fluctuate easily during driving. The margin m is corrected by the correction value 1 2 and increased to m + tf 12 to determine that it is an uphill road. The slot It is predicted that the tor opening is medium to high, the accelerator on / off operation is frequent, and the transmission torque is likely to fluctuate during running, and the margin m is increased by correcting it by the correction value 13 to m. When it is determined that the vehicle is on a downhill road, it is predicted that the accelerator pedal operation, for example, the stepping amount is unlikely to change suddenly, and that the transmission torque is unlikely to fluctuate during traveling. If the margin m is corrected by the correction value (J 14 and reduced to m—δ 14), and it is determined that the vehicle is on an expressway, the accelerator pedal operation, for example, the amount of depression may suddenly change. It is predicted that the transmission torque is not likely to fluctuate during traveling, and the margin m is corrected by the correction value 15 to reduce it to m _ 15. The correction values 11 to 15 are transmitted as follows. Set in advance according to the degree of torque fluctuation Next, a flowchart will be described.

Step S12-1: It is determined whether the vehicle is traveling forward. If the vehicle is traveling forward, the process proceeds to step S12_2. If the vehicle is not traveling forward, the process returns.

Step S12-2: The traveling area is determined based on the navigation information.

Step S1 2—3 Correct the allowance m according to the driving area and return. Next, a third embodiment of the present invention will be described.

 FIG. 15 is a diagram showing a subroutine of a margin correction process according to the third embodiment of the present invention, and FIG. 16 is a diagram showing a correction value table according to the third embodiment of the present invention.

 The torque fluctuation prediction processing means 9 2 (FIG. 1) of the margin correction processing means determines whether or not the vehicle is traveling forward. If the vehicle is traveling forward, navigation information and vehicle environment information are used as the traveling environment. Is read, and at least one of the traveling area and the driving condition is determined based on the navigation information and the vehicle environment information. In this case, it is determined whether the driving area is a highway or an urban area, and the driving situation is based on the preceding vehicle lane, and there is no vehicle ahead (no preceding vehicle). It is determined whether there is a vehicle in front of the vehicle (there is a vehicle in front), whether there is a vehicle ahead when the vehicle is stopped (there is a vehicle in front when the vehicle is stopped), and the like. If only the driving area is determined, only the navigation information is read, and if only the driving situation is determined, only the vehicle environment information is read.

 The torque fluctuation prediction processing means 92 determines whether or not the transmission torque is likely to fluctuate during traveling based on at least one of the traveling area and the driving condition. Predicting the degree of fluctuation, the clamping pressure change processing means 93 of the margin correction processing means corrects the margin m based on the prediction result of the torque fluctuation prediction processing means 92, and changes the clamping pressure. I do.

For example, if it is determined that there is no vehicle ahead on a highway, it is predicted that the vehicle will be driven mainly at a constant vehicle speed V, is unlikely to accelerate suddenly, and the transmission torque will not fluctuate during traveling. The margin m is corrected by the correction value << 5 2 1 to reduce it to m−2 1, and when driving on an expressway, if it is determined that the vehicle is ahead, it accelerates suddenly for overtaking It is highly probable that the transmission torque is likely to fluctuate during driving, and the margin m is corrected by the correction value 22 to increase it to m + 5 2 2. If it is predicted that the transmission torque will not fluctuate easily, and if the margin m is not corrected, and it is determined that there is a vehicle ahead when the vehicle is stopped, it is unlikely that the vehicle will suddenly start, and it is predicted that the transmission torque will not fluctuate during traveling Then, the margin m is corrected by the correction value 23 to make it smaller and m−5 2 to 3. The correction values (J21 to <53) are set in advance according to the degree of fluctuation of the transmission torque. Next, the flowchart will be described.

Step S12-1 1 It is determined whether the vehicle is traveling forward. If the vehicle is traveling forward, proceed to step S12-1-2. If not, return.

Step S12—12 Determine at least one of the traveling area and the driving condition based on the navigation information and the vehicle environment information.

Step S12-13 Correct the allowance m in accordance with at least one of the traveling area and the driving situation, and return.

 Next, a fourth embodiment of the present invention will be described.

 FIG. 17 is a diagram showing a subroutine of a margin correction process in the fourth embodiment of the present invention, and FIG. 18 is a diagram showing a correction value table in the fourth embodiment of the present invention.

 The torque fluctuation prediction processing means 9 2 (FIG. 1) of the margin correction processing means determines whether the vehicle is traveling forward, and if the vehicle is traveling forward, the vehicle environment information of the vehicle environment information is used as the traveling environment. The road surface condition is read, and the road surface condition is determined based on the road surface condition. In this case, the road surface conditions are asphalt road surface, concrete road surface, gravel road surface (jaw road), ice / snow road surface (snow road or snow / ice mixed road), or mirror. It is determined whether the vehicle is on a burn road or the like. Since the road surface condition is also recorded as road data in the current position detector 15 (FIG. 3), it is possible to read the navigation information to determine the road surface condition.

 The torque fluctuation prediction processing means 92 predicts whether or not the transmitted torque is likely to fluctuate during traveling based on the road surface condition, and if the transmitted torque is likely to fluctuate, how much it will fluctuate. The holding pressure change processing means 93 of the amount correction processing means corrects the margin m based on the prediction result of the torque fluctuation prediction processing means 92, and changes the holding pressure.

For example, if it is determined that the vehicle is traveling on an asphalt or concrete road, it is predicted that the transmission torque will not fluctuate during traveling. Predicted that the reaction force received from the road surface is large due to the resistance, and the transmission torque is likely to fluctuate during traveling. If it is judged that the vehicle is on an icy and snowy road surface, the wheels receive resistance when riding over snow and the reaction force received from the road surface is large, and the transmission torque tends to fluctuate during running. Predicted, the margin m is corrected by the correction value 532 to increase it to m + 32, and when it is determined that the vehicle is on a Millerburn road surface, the friction coefficient of the road surface is small and the torque that can be transmitted by the wheels is reduced. Is predicted to be small, and the reaction force received from the road surface is small, and it is expected that the transmitted torque force will not fluctuate easily during traveling. The margin m is corrected by the correction value 33 and reduced to m-33. The correction values 31 to 53 3 are set in advance according to the degree of fluctuation of the transmission torque.

 Next, the flowchart will be described.

Step S1 2—2 1 It is determined whether the vehicle is traveling forward. If the vehicle is traveling forward, proceed to step S12-2-2. If it is not traveling forward, return.

Step S12_2_22 Determine the road surface condition based on the vehicle environment information.

Step S12—2 3 Correct the allowance m according to the road surface condition and return. The present invention is not limited to the above-described embodiment, and various modifications are made based on the gist of the present invention. It is possible to do so without excluding them from the scope of the present invention. Industrial applicability

 The present invention can be used for a continuously variable transmission in which a belt is stretched between a primary pulley and a secondary pulley.

Claims

The scope of the claims 1. A primary pulley, a secondary bury, a belt stretched between the primary pulley and the secondary pulley, a clamping pressure generating means for generating a clamping pressure of the belt, and a traveling environment detection for detecting a traveling environment of the vehicle. Means, torque fluctuation prediction processing means for predicting a change in transmission torque during traveling based on the detected traveling environment, and clamping pressure change processing means for changing the clamping pressure based on the prediction result. An automatic transmission control device, comprising:  2. The automatic transmission according to claim 1, wherein the clamping pressure change processing means increases the clamping pressure of the belt when the transmission torque is likely to fluctuate, and decreases the clamping pressure of the belt when the transmission torque is difficult to vary. Machine control device.  3. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing unit predicts a fluctuation of a transmission torque based on a change in a shift schedule selected based on a traveling environment.  4. The automatic transmission control device according to claim 1, wherein the driving environment includes at least a driving area, and the torque fluctuation prediction processing unit predicts a fluctuation of a transmission torque based on the driving area.  5. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing means predicts that the transmission torque is unlikely to fluctuate in a traveling environment in which a rapid change in throttle opening is not expected to occur.  6. The automatic transmission control device according to claim 5, wherein the driving environment in which a rapid change in the throttle opening is not expected is a traffic jam.  7. The automatic transmission control device according to claim 5, wherein the traveling environment in which a rapid change in throttle opening is not expected to occur is a downhill road.  8. The automatic transmission control device according to claim 5, wherein the driving environment in which a rapid change in throttle opening is not expected is a highway. 9. The driving environment according to claim 1, wherein the driving environment includes at least a driving region and a driving condition, and the torque fluctuation prediction processing unit predicts a fluctuation of a transmission torque based on at least one of the driving region and the driving condition. The automatic transmission control device according to claim 1. 10. The torque fluctuation prediction processing means predicts that the transmission torque is likely to fluctuate in a driving environment in which the throttle opening is a medium to high opening and the frequency of accelerator on / off operation is predicted to be high. 2. The automatic transmission control device according to 1.  11. The automatic transmission control device according to claim 10, wherein the driving environment in which the throttle opening is a medium to high opening and the frequency of accelerator on / off operations is predicted to be high is a mountain road. 12. The automatic transmission control device according to claim 10, wherein the throttle opening is a middle to high opening, and the traveling environment in which the frequency of accelerator on / off operations is predicted to be high is an uphill road. 13. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing unit predicts that the transmission torque is unlikely to fluctuate in a traveling environment in which the possibility of sudden acceleration is predicted to be low.  14. The automatic transmission control device according to claim 13, wherein the driving environment in which the possibility of sudden acceleration is predicted to be low is a driving environment in which the vehicle is running on a highway and there is no vehicle ahead. 15. The automatic transmission control device according to claim 13, wherein the traveling environment in which the possibility of sudden acceleration is predicted to be low is a traveling environment in which the vehicle is ahead when the vehicle is stopped.  16. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing unit predicts that the transmission torque is likely to fluctuate in a traveling environment in which it is predicted that there is a high possibility of sudden acceleration.  17. The automatic transmission control device according to claim 15, wherein the driving environment in which the possibility of sudden acceleration is high is a driving environment in which the vehicle is traveling on a highway and a vehicle is ahead. 18. The automatic transmission control device according to claim 1, wherein the traveling environment includes at least a road surface condition, and the torque fluctuation prediction processing unit predicts a fluctuation of a transmission torque based on the road surface condition.  19. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing unit predicts that the transmission torque is likely to fluctuate in a traveling environment in which a reaction force received from a road surface is predicted to be large. 20. The automatic transmission control device according to claim 19, wherein the traveling environment in which the reaction force received from the road surface is predicted to be large is a gravel road surface. 21. The automatic transmission control device according to claim 19, wherein the traveling environment in which the reaction force received from the road surface is predicted to be large is an icy and snowy road surface.  22. The automatic transmission control device according to claim 1, wherein the torque fluctuation prediction processing unit predicts that the transmission torque is unlikely to fluctuate in a traveling environment in which a reaction force received from a road surface is predicted to be small.  23. The automatic transmission control device according to claim 22, wherein the traveling environment in which the reaction force received from the road surface is predicted to be small is a mirror burn road surface.  24. The automatic transmission control device according to claim 1, wherein the traveling environment detecting means detects a traveling environment based on operation information.  25. The feature is that the running environment of the vehicle is detected, the fluctuation of the transmission torque during running is predicted based on the detected running environment, and the belt clamping pressure is changed based on the prediction result. Automatic transmission control method.  26. The driving environment of the vehicle is detected, the fluctuation of the transmission torque during running is predicted based on the detected running environment, and the belt clamping pressure is changed based on the prediction result. Recording medium storing a program for an automatic transmission control method.