JPH0549860B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a control device for a continuously variable transmission for a vehicle (hereinafter, "continuously variable transmission" will be referred to as "CVT").

Prior Art In order to increase the controllable shift range in an engine power transmission system that includes a CVT in the power transmission path of the engine, a stepped auxiliary transmission (hereinafter also referred to as an auxiliary transmission) is connected in series with the CVT. Japanese Patent Application No. 123620/1984 has already disclosed the addition of such an element to the power transmission path.

Furthermore, Japanese Patent Application No. 59-149569 describes a power transmission system that includes a CVT and a stepped auxiliary transmission with two forward speeds in series in the power transmission path of an engine. : However, Nin and Nout are the input and output side rotational speeds of the CVT, respectively.)
Discloses that the target input side rotational speed, which is the basis of control, is set according to the shift position such as the D (drive) range or the L (low) range, that is, according to the high speed gear and the low speed gear of the sub-transmission. are doing. The L range in such a power transmission device is basically prepared to handle emergencies, and the gear ratio (=reduction ratio) of the auxiliary transmission in the L range, that is, the low gear, is in the D range, In other words, it is set to a value significantly larger than the gear ratio of the auxiliary transmission in the high speed gear, for example, about 1.8 to 2 times, but the target input side rotation speed in L resin is set to a value that is significantly higher than the target input side rotation speed in D range. Increasing the gear ratio by the same amount as the increase in the gear ratio of the auxiliary transmission will result in extremely poor fuel consumption when driving normally in the L range, so the target input side rotation speed in the L range is the same as the target input speed in the D range. It is appropriate that the value be set to a value slightly higher than the side rotational speed, for example, approximately 1.3 times, so as to improve the power performance in the L range. Therefore, if a shift change is performed between the D range and the D range while driving, the amount of change in the actual input side rotation speed will be larger than the amount of change in the target input side rotation speed. There is a problem in that the difference between the target input side rotational speed and the actual input side rotational speed increases, and the CVT gear change after a shift change becomes rapid, resulting in poor driving sensation.

Problems to be Solved by the Invention An object of the present invention is to provide a CVT for a vehicle in which a target input side rotational speed is set according to a gear position of an auxiliary transmission.
In this control system, the objective is to improve the driving sensation by avoiding sudden gear shifts of the CVT after the shift of the auxiliary transmission is completed.

Means for Solving the Problems In order to achieve this object, the gist of the present invention is to provide a vehicle in which an auxiliary transmission with multiple forward speeds is provided in series with a continuously variable transmission. An input in steady state that corresponds to each of the plurality of gears of the transmission and has a variation width smaller than a variation width of the rotational speed on the input side of the continuously variable transmission corresponding to the gear ratio variation width between the gears. a steady-state target input-side rotational speed calculating means for calculating the side rotational speed; and the actual input-side rotational speed of the continuously variable transmission becomes a steady-state target input-side rotational speed corresponding to the gear position of the auxiliary transmission. A control device for a continuously variable transmission for a vehicle is provided with a gear ratio control means for controlling a gear ratio of the continuously variable transmission, and after a gear shift of the auxiliary transmission, a steady state target before and after the gear shift is determined. A transient target input-side rotational speed that has a larger change range than the input-side rotational speed and gradually approaches the target input-side rotational speed during the steady state is set in place of the target input-side rotational speed during the steady state. The present invention includes transient target input side rotational speed calculation means.

Effects of the Invention With this structure, the transient target input side rotational speed calculation means can calculate, after the shift of the auxiliary transmission, a change width that is larger than the steady state target input side rotational speed after the shift. Since the target input side rotation speed during the transient period, which gradually approaches the target input side rotation speed during the steady state, is set in place of the target input side rotation speed during the steady state, the target input side rotation speed after the shift of the auxiliary transmission is completed. The difference between the input-side rotational speed and the actual input-side rotational speed is reduced, avoiding sudden gear changes of the CVT, and suitably improving driving sensation.

Example Embodiments of the present invention will be described with reference to the drawings.

In FIG. 2, the CVT 1 includes a pair of input sheaves 2a, 2b, a pair of output sheaves 4a, 4b,
It also includes a belt 6 that is hung over the sheaves on the input side and the output side to transmit engine power. One input side sheave 2a is provided on the input shaft 8 so as to be movable in the axial direction but fixed in the rotational direction, and the other input side sheave 2b is fixed to the input shaft 8. Further, one output side sheave 4a is fixed to the output shaft 10, and the other output side sheave 4b is provided on the output shaft 10 so as to be movable in the axial direction but fixed in the rotational direction. The opposing surfaces of the input side sheaves 2a, 2b and the opposing surfaces of the output side sheaves 4a, 4b are tapered radially outward to increase the mutual distance, and the cross section of the belt 6 has an isosceles trapezoidal shape. It is formed. The pressing force of the output side sheaves 4a, 4b is controlled to the minimum value that can avoid slipping of the belt 6 and ensure power transmission, and the pressing force of the input side sheaves 2a, 2b
The pressing force determines the gear ratio γ of the CVT 1 (=rotational speed Nin of input shaft 8/rotational speed Nout of output shaft 10). The fluid coupling 12 includes a pump 16 connected to the crankshaft 14 of the engine, and a turbine 18 rotated by oil from the pump 16 and fixed to the input shaft 8. Lockup clutch 22 controls the connection between crankshaft 14 and input shaft 8, and damper 24 absorbs shock and engine torque fluctuations as the lockup clutch is switched from a disengaged state to an engaged state. When the vehicle speed or engine speed exceeds a predetermined value, the lock-up clutch 22 is held in an engaged state to avoid loss of power transmission due to oil in the fluid coupling 12. The oil pump 26 rotates integrally with the pump 16 and pumps oil through a hydraulic control device.
Send to CVT1, fluid coupling 12, etc. Counter axis 2
8 is provided parallel to the output shaft 10 of the CVT 1 and has two gears 30 and 32. The engine power of the output shaft 10 is transmitted through a gear 3 coaxial with the output shaft 10.
4 to the differential gear 36 via the gears 30, 32 on the counter shaft 28, and further to the differential gear 36.
From there, it is sent to the left and right drive wheels via the left and right axle shafts 38, 40. The stepped sub-transmission 42 is CVT
It is provided coaxially with respect to the output shaft 10 of the first output shaft. The sub-transmission 42 is a Lavigneaux type compound planetary gear device 43
The planetary gear device 43 includes first and second sun gears 44 and 46, a first planetary gear 48 that meshes with the first sun gear 44, and a first planetary gear 48 that meshes with the first planetary gear 48 and the second sun gear 46. 2 planetary gears 50, a ring gear 52 that meshes with the first planetary gear 48, and a carrier 54 that rotatably supports the first and second planetary gears 48, 50. The second sun gear 46 serves as an input part of the sub-transmission 42.
It is connected to a shaft 64 that is integral with the output shaft 10 of the CVT 1, and the carrier 54 is connected to the gear 34.
The high speed clutch 56 controls the connection between the shaft 64 and the first sun gear 44, the low speed brake 58 controls the fixation of the first sun gear 44, and the reverse brake 60 controls the fixation of the ring gear 52. .

FIG. 3 shows the operating state of each frictional engagement element of the sub-transmission 42 and the reduction ratio in each range. 〇 means an engaged state, × means a released state, and ρ1 and ρ2 are defined from the following equation.

ρ1=Zs1/Zr ρ2=Zs2/Zr where Zs1 is the number of teeth of the first sun gear 44, Zs2
is the number of teeth of the second sun gear 46, and Zr is the number of teeth of the ring gear 52. That is, in the low gears of L and D ranges, the first sun gear 44 is fixed by the low gear brake 58, so engine power is transmitted at a reduction ratio of 1+ρ1/ρ2, and in the high gears of L and D ranges, the first sun gear 44 is fixed by the low gear brake 58. is engaged and the planetary gear unit 43 rotates as a unit, thereby transmitting engine power at a reduction ratio of 1. In the R range, the ring gear 52 is fixed by the reverse brake 60, so the reduction ratio is 1. Engine power is transmitted by reverse rotation of -1/ρ2.

4 to 6 are detailed views of the hydraulic control device. The oil pump 26 pressurizes the oil sucked in through the strainer 72 and supplies it to the line pressure oil path 74. The slot valve 76 generates a throttle pressure Pth related to the intake throttle opening θ at the output port 78. The spool 77 of the throttle valve 76 receives an acting force that increases as the throttle opening θ increases from the throttle cam 79 and a throttle pressure Pth as a feedback pressure from the control port 81 oppositely. Controls connection with output port 78. The manual valve 80 has its axial position controlled in relation to the L (low), D (drive), N (neutral), R (reverse), and P (parking) ranges of the shift lever, and is connected to the line pressure oil passage 74. The first line pressure Pl1 is sent to port 83 when in R range, to port 85 when in L range, and to port 85 when in D range.
87, respectively.

The relief valve 89 has a function as a safety valve that releases oil from the line pressure oil passage 74 when the first line pressure Pl1 of the line pressure oil passage 74 exceeds a predetermined value.

The secondary hydraulic oil passage 82 is connected to the line pressure oil passage 74 via an orifice 84 and a port 85 from which excess oil of the primary regulator valve 198 is discharged, and the secondary pressure regulator valve 86 is The control chamber 90 is connected to the secondary hydraulic oil passage 82 via the hydraulic oil passage 88, and the connection between the secondary hydraulic oil passage 82 and the port 94 is controlled in relation to the oil pressure in the control chamber 90 and the load of the spring 92. control to maintain the secondary hydraulic pressure Pz of the secondary hydraulic oil passage 82 at a predetermined value.
The lubricating oil passage 95 is connected to the secondary hydraulic oil passage 82 via a port 94 or an orifice 97. The lock-up control valve 96 is connected to the secondary hydraulic oil passage 8.
2 are selectively connected to the engagement and release sides of a lockup clutch 22 in parallel with the fluid clutch 12. The solenoid valve 100 controls the connection between the control chamber 102 of the lock-up control valve 96 and the drain 104, and when the solenoid valve 100 is off (de-energized), the secondary hydraulic oil passage 82 is connected to the release side of the lock-up clutch 98.
When the solenoid valve 100 is on (energized), the secondary hydraulic pressure Pz is transmitted to the engagement side of the lock-up clutch 98 and the oil cooler 106 to transmit the engine power via the fluid clutch 12. Secondary oil pressure Pz is supplied from the oil passage 82 and engine power is transmitted via the lockup clutch 98. Cooler bypass valve 107 controls cooler pressure.

The gear ratio control device 108 includes first and second spool valves 110, 112, and first and second electromagnetic valves 114, 116. First solenoid valve 1
14 is off, the first spool valve 110
The spool of is pressed toward the spring 118 by the secondary hydraulic pressure Pz of the chamber 117, and the first line pressure Pl1 of the port 119 is applied to the second spool valve 112 through the port 120 of the first spool valve 110. port 122, port 124 and drain 12
The connection with 6 has been severed. First solenoid valve 114
is on, the hydraulic pressure in the chamber 117 is discharged through the drain 128 of the first solenoid valve 114, and the first
The spool of the spool valve 110 is pushed toward the chamber 117 by the spring 118, and there is no line pressure Pl at the port 120, and the port 124 is connected to the drain 126.
connected to. Further, during the period when the second solenoid valve 116 is off, the spool of the second spool valve 112 is pressed toward the spring 130 by the secondary hydraulic pressure Pz of the chamber 128, and the connection between the ports 122 and 132 is cut off. , port 134 is connected to port 136. Ports 132 and 134 are oil passages 138
It is connected to the input side hydraulic cylinder of CVT1 via. During the period when the second solenoid valve 116 is on, the hydraulic pressure in the chamber 128 is discharged from the drain 139 of the second solenoid valve 116, and the spool of the second spool valve 112 is pressed toward the chamber 128 by the spring 130. port 122 is connected to port 132;
The connection between ports 134 and 136 is severed. Port 136 is connected to port 1 via oil passage 142.
It is connected to 24. Orifice 140 is the second
When the solenoid valve 116 is turned off, a small amount of oil is guided from the port 122 to the port 132. Therefore, the first
The second solenoid valve 114 is off and the second solenoid valve 116 is off.
During the period when is on, oil is quickly supplied to the input hydraulic cylinder of the CVT 1, and the gear ratio γ decreases. During the period when the first solenoid valve 114 is off and the second solenoid valve 116 is off, oil is supplied to the input hydraulic cylinder of the CVT 1 from the orifice 1.
40, and the gear ratio γ of the CVT 1 gradually decreases. When the first solenoid valve 114 is on and the second solenoid valve 116 is on, the CVT
Oil is not supplied to or discharged from the input hydraulic cylinder of CVT 1, and the gear ratio γ of CVT 1 is maintained constant. During the period when the first solenoid valve 114 is on and the second solenoid valve 116 is off, the oil in the input hydraulic cylinder 46 is discharged from the drain 126, so the gear ratio γ of the CVT 1 rapidly increases.

The gear ratio detection valve 146 is shown in detail in FIG. Sleeves 148, 150 are coaxially disposed within valve bore 152 and are axially secured by snap spring 154. A rod 156 passes through the end of the sleeve 148 and has a spring seat 158 secured thereto. Another rod 160 is coupled at both ends to the input movable pulley 2a and the rod 156, respectively, and moves the rod 156 in the axial direction by a displacement equal to the axial displacement of the input movable pulley 2a. The spool 162 has lands 164 and 166 and is fitted within the sleeve 150 so as to be movable in the axial direction. Land 164 is land 164 and 1
The land 166 has a passage 172 that communicates a space 168 between the land 166 and the oil chamber 170 to the oil chamber 170.
The opening area of the port 174 of the sleeve 150 is controlled. Port 174 is connected to drain 176 through a space around the outer circumference of sleeve 148 .
Oil chamber 170 is output port 1 that generates control pressure Pc
78, and the output port 178 is connected to the orifice 18.
0 to the line pressure oil passage 74.
A spring 182 is provided between the spring receiver 158 and the sleeve 150 and biases the rod 156 in a direction to push the rod 156 out of the sleeve 148.
8 and the flange 186 of the spool 162 to bias the spool 162 toward the oil chamber 170. As the amount of displacement of the input movable pulley 2a of the CVT 1 with respect to the input fixed pulley 32 increases, the speed ratio γ increases. As the rod 156 is pushed out of the sleeve 148 due to the increase in displacement of the input side movable pulley 2a, the spring 1 is pushed out in the direction of the oil chamber 170.
The biasing force exerted on the spool 162 by 84 is reduced.
As a result, the spool 162 moves toward the rod 156, and the land 166 increases the opening area of the port 174 to increase the oil discharge flow rate, so that the gear ratio pressure Pγ of the output port 178 decreases. Since the gear ratio pressure Pγ is generated by controlling the amount of hydraulic medium discharged from the output port 178, the upper limit is defined as the line pressure Pl. The broken lines in FIGS. 8 and 9 illustrate two relationships between the gear ratio pressure Pγ and the gear ratio γ. First line pressure as described below
Pl1 decreases as the gear ratio γ decreases, but the gear ratio γ1 makes the gear ratio pressure Pγ equal to the line pressure Pl1 (this gear ratio γ1 is a function of the throttle pressure Pht and therefore the engine torque Te). When the gear ratio decreases to , Pγ=Pl1 in the gear ratio range below that. In Figures 8 and 9, the two-dot chain line indicates the first line pressure.
This is the ideal value of Pl1, and T1>T2.

The cut-off valve 190 has a chamber 194 communicating with the control chamber 102 of the lock-up control valve 96 via an oil passage 192, and a spool 1 that moves in relation to the oil pressure in the chamber 194 and the spring force of a spring 195.
96, and when the solenoid valve 100 is off, that is, when the lock-up clutch 22 is in the released state (when changing gears in the auxiliary transmission 42, the lock-up clutch is closed to absorb the shock of the power transmission system). 22 is in the open state), and is in the closed state to prevent the gear ratio pressure Pγ from being transmitted to the primary regulator valve 198.

The primary regulator valve 198 as a first line pressure generating means has a port 200 supplied with the throttle pressure Pth, a port 202 supplied with the gear ratio pressure Pγ, and a port 204 connected to the line pressure oil path 74. , a port 206 connected to the suction side of the oil pump 26, and a port 210 supplied with the first line pressure Pl1 via an orifice 208, which move in the axial direction to connect the ports 204 and 206. Spool 212 to control, spool 2 in response to throttle pressure Pth
12 toward port 202
4, and a spring 216 that biases the spool 212 toward the port 202. Spool 21
The areas of the two lands from the bottom of 2 are A1 and A2, the area of the land of the spool 214 that receives the throttle pressure Pth is A3, and the acting force of the spring 216 is W1.
When each is defined, the following formula is established.

Cut-off valve 190 opens and port 202
When the gear ratio pressure Pγ is at
If the gear ratio pressure Pγ does not arrive at In the figure, they are indicated by solid lines and dashed-dotted lines, respectively.

The sub-primary regulator valve 220 as a second line pressure generating means receives the first line pressure Pl1 from the input port 222, which is led from the port 85 of the manual valve 80, at the L and D ranges.
an output port 224 where a line pressure Pl2 of spool 232 that controls the connection of
A spool 236 that receives Pth and urges the spool 232 toward the port 226, and a spool 23
2 toward port 226. If the areas of the two bottom lands of the spool 232 are defined as B1 and B2, the area of the land of the spool 236 that receives the throttle pressure Pth is defined as B3, and the acting force of the spring 238 is defined as W2, the following equation holds true.

Pl2=(B3・Pht+W2−B1・Pγ)/(B2−B1) ……(3) Figure 10 shows the relationship between the second line pressure Pl2 generated by the sub-primary regulator valve 220 and its ideal value. It shows.

The shift valve 250 has an input port 252 to which the second line pressure Pl2 is introduced in the D and L ranges, output ports 254 and 256, and an orifice 258, and a port connected to a discharge oil passage 261 that ends at a drain 260. 262, the first port from port 87 of manual valve 80 when in D range.
a control port 264 supplied with line pressure Pl1 of
Other control ports 266, 268, drain 27
0, a spool 272, and a spring 274 that biases the spool 272 toward the port 268. Control ports 266 and 268 are orifices 27
6 leads the secondary hydraulic pressure Pz to the control port 2
The oil pressure at 66,268 is controlled by a solenoid valve 278. The areas of the two bottom lands of the spool 272 are S1 and S2, and S1<S2. Further, whether the solenoid valve 278 is turned on or off is controlled in relation to the driving parameters of the vehicle, and when the solenoid valve 278 is turned on, oil is discharged from the drain 280.

When spool 272 is in the spring 274 position, input port 252 is connected to output port 254 and output port 256 is connected to port 262. Accordingly, the second line pressure Pl2 is supplied from the output port 254 to the accumulator 282 having the piston 281 and the high speed clutch 56, and the sub-transmission 42 is set to the high speed.

When the spool 272 is in the port 268 position, the input port 252 is connected to the output port 256 and the output port 254 is connected to the drain 270. Therefore, the second output from output port 256
The line pressure Pl2 is supplied to the low speed accumulator 58, and the auxiliary transmission 42 is set to the low speed.

In the case of the L range, the first line pressure Pl1 is not introduced to the control port 264, so the solenoid valve 27
8 is turned off, the spool 272 initially has an area
By the secondary hydraulic pressure Pz acting on the land of S2, and then by the secondary hydraulic pressure Pz acting on the land of area S1,
However, when the solenoid valve 278 is turned on, the oil pressure in the control ports 266 and 268 decreases, so the spool 272 is moved toward the port 268 by the spring 274. That is, in the L range, the sub-transmission 42 can be switched between a high gear position and a low gear position by turning the solenoid valve 278 on and off.

In the D range, the first line pressure Pl1 is introduced to the control port 264, so once the spool 272 is at the position on the spring 274 side, the first line pressure Pl1 from the control port 264 acts on the land with an area S2. Regardless of whether the solenoid valve 278 is turned on or off after that, the spool 272 is held in the position on the spring 274 side, and therefore the sub-transmission 42 is held in the high speed gear.

The shift timing valve 290 has a control port 292 that communicates with the high-speed clutch 56, and a spool 294 whose axial position is controlled by the oil pressure of the control port 292, and which is used for upshifting from a low speed to a high speed. Clutch 5 for high speed gear
6 and the flow rate of oil discharged from the low speed brake 58.

The solenoid valves 100, 114, 116, and 278 are guided by the secondary hydraulic pressure Pz from the secondary hydraulic oil passage 82, and control the discharge of the secondary hydraulic pressure Pz. In the hydraulic control device disclosed in Japanese Patent Application No. 59-12017, the solenoid valve is guided by the throttle pressure Pth. Therefore, in the conventional device, the spring force and solenoid suction force of the solenoid valve must be set to cope with the maximum throttle pressure, which has the disadvantage of increasing the size of the solenoid valve. There are problems in that the responsiveness of the spool of the spool valve deteriorates and the setting of the spring force acting on the spool becomes complicated. In this embodiment, by using the secondary hydraulic pressure Pz, these problems are solved and the degree of freedom in design is improved.

FIG. 11 is a control block diagram. The electronic control device 310 controls the intake throttle opening θ, the vehicle speed V,
Parameters such as the input side rotational speed Nin of the CVT 1, the engine cooling water temperature Tw, and the shift position are received as input signals, and the solenoid valves 100, 114, 116, and 278 of the hydraulic control device 312 are controlled via the amplification stage 314. do.

FIG. 12 is a routine for selecting the control mode of CTV1. First, the shift control computer is initialized (step 330), then the detected values from various sensors are read (step 332), diagnosis is performed to check whether various devices are operating normally (step 334), and fuel injection is performed. Mutual control with the engine control computer that controls the amount and ignition timing (step 336), engagement of the lock-up clutch 22,
Lockup control (step
338), or the shift control (step 340) that controls the shift section including the CVT 1 and the sub-transmission 42. The gear change control includes the gear ratio control of the CVT 1 (step 342) and the switching control between the low speed gear and the high gear gear of the auxiliary transmission 42 (step 344). CVT1 so that the input side rotation speed
normal D range control and L range control (step 346) to control the gear ratio γ of
348), and the gear ratio γ of CVT1 so that when the vehicle is shifted to N range, the next D range or L range is smoothly shifted.
N range control (step 350) is included. The present invention is directed to the auxiliary transmission 42 in step 348.
Regarding transmission CVT control.

FIG. 13 and FIG. 14 are diagrams explaining the control principle. A shift change from the L range to the D range is performed at time t1, and accordingly, a shift from a low gear to a high gear is started in the auxiliary transmission 42, and the shift ends at time t2. time
At time t3, a shift change from the D range to the L range is performed, and along with this, the auxiliary transmission 42 starts shifting from a high gear to a low gear, and at time t4
Shifting ends at . Ninol and Ninoh are the target input side rotational speeds in steady state in the L range and the D range, respectively, that is, the target input side rotational speeds corresponding to the low gear and high gear of the auxiliary transmission 42. L before time t1 and before time t3, respectively.
Since the range and D range are in steady state, the actual input side rotational speed Nin is approximately Ninol, respectively.
Located in Ninoh. As the sub-transmission 42 shifts, Nin
changes by the amount corresponding to the change in the reduction ratio of the auxiliary transmission 42, but the difference between Ninol and Ninoh is smaller than this corresponding amount, so at times t2 and t4
A large difference occurs between Nin and the target input side rotational speed Ninoh or Ninol corresponding to the gear position of the auxiliary transmission 42 after shifting. In the conventional device, the target input side rotational speed Nino is immediately set to Ninoh and Ninol after time t2 and time t4, respectively.
The difference between Nino and Nin was large, and the CVT1 was changed rapidly, and Nin changed rapidly as shown by the broken line, which was disadvantageous in terms of driving sensation. On the other hand, in the embodiment of the present invention, the target input side rotational speeds Nino during the transition after times t2 and t4 are Ninoh and Nino, respectively.
Ninol is set separately from Ninol, and since Nino changes gradually from a value approximately equal to Nin at times t2 and t4 as shown by the two-dot chain line, Nin also changes gradually as shown by the solid line, that is, CVT1
sudden gear changes are avoided. Let ΔNino be the difference between the target input side rotational speed Nino after times t2 and t4 and the target input side rotational speeds Ninoh and Ninol corresponding to the gears of the auxiliary transmission 42 after times t2 and t4,
ΔNino decreases by ΔNinox every predetermined time.
ΔNino at times t2 and t4 is
The difference between Nin and the target input side rotational speeds Ninoh and Ninol corresponding to the gears of the auxiliary transmission 42 after times t2 and t4 is equal to ΔNinoc, and ΔNino becomes zero after an appropriate amount of time has passed from times t2 and t4. .

FIG. 1 is a functional block diagram of the present invention. The auxiliary transmission shift end detection means 356 detects the end of the shift of the auxiliary transmission 42, the input side rotational speed sensor 358 detects the actual input side rotational speed Nin, and the actual constant target input side rotational speed calculation means 360 , auxiliary transmission 4
2, the intake throttle opening θ, the vehicle speed V, etc. at steady state, that is, the sub-transmission 4.
The target input side rotational speeds Ninol and Ninoh when a sufficiently long time has elapsed since the end of the second shift are calculated.
The difference calculating means 102 calculates the difference ΔNinoc between the actual input side rotational speed Nin at the end of the shift of the sub-transmission 42 and the steady-state target input side rotational speed Ninol or Ninoh. The correction amount calculation means 364 is
At the end of the shift of the sub-transmission 42, ΔNinoc is substituted for ΔNino, and ΔNinox is decreased at predetermined time intervals, such that the correction amount ΔNino
Calculate. The transient target input side rotational speed calculation means 366 calculates ΔNino after the shift of the auxiliary transmission 42 is completed.
Target input side rotation speed for steady state until becomes zero.
Ninol or the sum of Ninoh and ΔNino Ninol+
Substitute ΔNino or the difference Ninoh−ΔNino (target input side rotational speed during transition) to the target input side rotational speed Nino. The gear ratio control means 368 has Nino and Nin
The inflow and outflow of oil in the input side hydraulic cylinder of CVT1 is controlled based on the difference between
Bring Nin closer to Nino.

FIG. 15 is a flowchart of the CVT control routine. It is determined whether or not there is an input of the shift signal of the auxiliary transmission 42 (step 374), and if there is no input, normal D range control is performed (step 376). If the shift signal of the sub-transmission 42 is input, it is determined whether or not the shift of the sub-transmission 42 has been completed (step 378). If so, if the auxiliary transmission 42 is changing gears.
Execute CVT control (step 380). Since the CVT control during gear shifting of the sub-transmission 42 is not related to the present invention, a description thereof will be omitted. If the shift of the sub-transmission 42 has been completed, the difference between the actual input-side rotation speed Nin and the steady-state target input-side rotation speed Ninol or Ninoh corresponding to the gear position after the shift of the sub-transmission 42.
Substitute Nin-Ninol or Ninoh-Nin for the correction amount ΔNino (step 382). ΔNino is 0
(step 384), and if Nino = 0, the CVT control after the shift of the auxiliary transmission 42 is terminated and the process proceeds to step 386, and if ΔNino has not yet reached 0, the amount of decrease ΔNinox is calculated. (step)
386), and ΔNino is decreased by the decreasing amount ΔNinox (step 388). Target input side rotational speed Ninol or Ninoh corresponding to the gear position after shifting of the sub-transmission 42
The value corrected by ΔNino Ninol + ΔNino or
Substitute Ninoh - ΔNino to the target input side rotational speed Nino (step 390). After the shift of the sub-transmission 42 is completed, the shift of the CVT 1 is controlled so that Nin becomes equal to Nino calculated in step 390.

Although the present invention has been described with reference to the embodiments shown in the drawings, it will be obvious to those skilled in the art that the present invention is not limited thereto and can be implemented with various modifications and variations.

[Brief explanation of the drawing]

Fig. 1 is a functional block diagram of the present invention, Fig. 2 is a skeleton diagram of the entire engine power transmission path, Fig. 3 is a chart showing the operating state of the friction engagement device in each range, and Figs. 4 to 6 are A detailed diagram of the hydraulic control device, FIG. 7 is a detailed diagram of the gear ratio detection valve, FIGS. 8 and 9 are graphs showing the characteristics of the first line pressure,
Figure 10 is a graph showing the line pressure characteristics of Figure 2, Figure 11 is a control block diagram, and Figure 12 is a graph showing the line pressure characteristics of Figure 2.
Diagram showing the CVT control mode selection routine, No. 13
and FIG. 14 are diagrams showing the control principle of the present invention,
FIG. 15 is a flowchart of the CVT control routine. 1...CVT, 42...Sub-transmission, 356...
Sub-transmission shift end detection means, 358... Input side rotation speed sensor, 360... Steady state target input side rotation speed calculation means, 364... ΔNino calculation means,
366...Target input side rotation speed calculation means, 368
...speed ratio control means.

Claims (1)

[Scope of Claims] 1. In a vehicle in which an auxiliary transmission with a plurality of forward speeds is provided in series with a continuously variable transmission, each of the auxiliary transmissions corresponds to a plurality of speeds of the auxiliary transmission, and is steady-state target input-side rotational speed calculation means for calculating a steady-state input-side rotational speed having a change width smaller than a change width of the input-side rotational speed of the continuously variable transmission corresponding to a change width of the gear ratio; a gear ratio control means for controlling the gear ratio of the continuously variable transmission so that the actual input side rotational speed of the continuously variable transmission becomes a steady state target input side rotational speed according to the gear position of the auxiliary transmission; A control device for a continuously variable transmission for a vehicle, comprising: after a gear shift of the auxiliary transmission, the change width is larger than the target input side rotation speed in a steady state before and after the shift, and the target input in the steady state is For a vehicle, the vehicle is characterized in that it includes transient target input side rotational speed calculation means for setting a transient target input side rotational speed that gradually approaches the side rotational speed in place of the steady state target input side rotational speed. Control device for continuously variable transmission.