JP4557534B2 - Kickdown control device for continuously variable transmission - Google Patents

Description

  The present invention relates to a kickdown control device for a continuously variable transmission that controls a gear ratio of a continuously variable transmission mounted on a vehicle at the time of kickdown by a driver.

  As a continuously variable transmission used for a vehicle such as an automobile, there are a belt type and a toroidal type. A belt-type continuously variable transmission has an input-side primary pulley provided on an input shaft, an output-side secondary pulley provided on an output shaft, and a power transmission element such as a belt or a chain spanned between these pulleys. is doing. By changing the groove width of each pulley and changing the winding diameter of the power transmission element, the transmission gear ratio changes steplessly, and the rotation of the input shaft can be transmitted to the output shaft by controlling it to a predetermined rotational speed. it can.

  Such a speed change control device for a continuously variable transmission has a memory in which a normal speed change characteristic map is stored, and refers to the normal speed change characteristic map based on parameters indicating operating conditions such as throttle opening and vehicle speed. Thus, the target rotational speed of the primary pulley is set, and the follow-up control is performed so that the actual primary pulley rotational speed converges on the target rotational speed. For example, when the accelerator pedal is depressed slowly to accelerate the vehicle speed, the target rotational speed of the primary pulley is controlled so that the target gear ratio corresponding to the throttle opening, that is, the gear shift line is obtained.

On the other hand, the control method for the transmission ratio of the continuously variable transmission when the driver depresses the accelerator pedal quickly and greatly in order to suddenly accelerate or kick down the vehicle, is to gradually increase the transmission ratio after setting the transmission ratio to the maximum value. There are systems in which control is performed so that the transmission ratio is reduced to a small value, or when the engine speed increases to some extent, the speed ratio is controlled to be gradually reduced. Further, as disclosed in Patent Document 1, when rapid acceleration is required, a control system that changes the gear ratio stepwise so as to increase the vehicle speed while repeatedly increasing and decreasing the engine speed. There is.
JP-A-5-332426

  However, as described above, in the method in which the speed ratio is gradually decreased after the speed ratio is set to the maximum value or when the engine speed has increased to some extent, the driver increases the acceleration during kickdown acceleration. Even if the accelerator pedal is returned to a certain degree for adjustment, only the rotation increase amount of the primary pulley changes, and the primary pulley always rises as the rotation behavior. For this reason, since the driver tends to accelerate even though the driver returns the accelerator pedal, the driver may feel uncomfortable. Similarly, in the control method described in the publication, even if the driver returns the accelerator pedal to adjust the acceleration of the vehicle, the return operation cannot be reflected in the kick-down control. You will feel uncomfortable.

  On the other hand, when the driver releases the accelerator pedal depression, that is, when the driver is fully released during kickdown acceleration, the conventional control method switches to the normal transmission mode, so the engine speed decreases rapidly. The gear ratio will suddenly change to the high speed side, and the engine brake performance cannot be exhibited. Also, when the accelerator pedal is depressed a predetermined amount from the fully open state, the engine speed will suddenly increase, and the engine speed changes greatly during vehicle acceleration / deceleration operations, and the driver feels uncomfortable. There is.

  An object of the present invention is to improve the driving force of the vehicle by improving the braking force of the engine brake when the accelerator pedal is released during the kickdown acceleration.

  Another object of the present invention is to make it possible to smoothly adjust the acceleration / deceleration of the vehicle without excessively reducing the engine speed even when the accelerator pedal is released during the kickdown acceleration. is there.

A kickdown control device for a continuously variable transmission according to the present invention is a kickdown control device for a continuously variable transmission that changes the rotation of an input side rotator steplessly via a power transmission element and transmits it to an output side rotator. The normal shift control means for performing normal shift control based on the target gear ratio calculated by the parameter indicating the driving state, and the target shift of the normal shift control as the kick down mode at the time of kick down by the driver's depression of the accelerator pedal A kickdown mode shift control means for setting a gear ratio on a lower speed side than the ratio and performing gearshift control based on the gear ratio, and the kickdown mode shift control means A kick-down first mode in which the shift control is performed to a predetermined gear ratio on the stage side, and after the kick-down first mode is finished, than in the kick-down first mode A kick down a second mode to increase the engine speed while shifting the gear ratio of the speed stage, the kick down second mode accelerator pedal while running is fully opened substantially, and opening speed is higher than the first predetermined value Is larger, the kickdown mode is characterized in that the fourth mode of kickdown is used to reduce the decrease in the engine speed as compared with the normal shift control without canceling the kickdown mode.

  In the kickdown control device for a continuously variable transmission according to the present invention, during execution of the second kickdown mode, the accelerator pedal returns to the intermediate opening at an opening speed smaller than a second predetermined value equal to or less than the first predetermined value. The kickdown mode is switched to the kickdown third mode in which the target rotational speed of the input side rotating body is reduced without changing the kickdown mode, and the speed ratio is shifted to the high speed side. When the driver's re-acceleration request state is determined during the execution of the 3 mode, the mode is switched to the second kick down mode.

  In the kickdown control device for a continuously variable transmission according to the present invention, when the accelerator pedal is stepped on during execution of the fourth kickdown mode, the engine speed is reduced until the intermediate opening is reached until the accelerator pedal is depressed. It is characterized by switching to a rotation speed maintenance mode that is controlled so as to be maintained at. Furthermore, the kickdown control device for a continuously variable transmission according to the present invention is characterized in that when the amount of depression of the accelerator pedal exceeds the intermediate opening, the kickdown control mode is switched to the second kickdown mode.

  The kickdown control device for a continuously variable transmission according to the present invention provides a vehicle width direction applied to a vehicle body when a brake depression is detected, a steering operation is detected, or a vehicle operation is performed during execution of the fourth kickdown mode. When an increase in acceleration is detected, the degree of decrease in the engine speed is made smaller than when no increase is detected.

  According to the present invention, the accelerator pedal is switched to the kick down mode by greatly depressing the accelerator pedal, and the accelerator pedal is released at a speed equal to or higher than the first predetermined value after switching from the first kick down mode to the second kick down mode. When fully released, the mode is switched to the fourth kickdown mode, and the degree of decrease in the engine speed is set to be smaller than that in the normal shift control, so that the engine brake can be exerted reliably.

  In addition, since the degree of decrease in the engine speed is set to a small value, acceleration / deceleration can be easily adjusted by depressing and releasing the accelerator pedal again, and traveling performance can be improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a schematic diagram showing a drive system of a vehicle equipped with a belt-type continuously variable transmission as an example of an automatic transmission. In this continuously variable transmission, the torque of a crankshaft 2 of an engine 1 serves as a fluid transmission mechanism. A drive-side primary shaft 5 transmitted via the converter 3 and the forward / reverse switching device 4 and a driven-side secondary shaft 6 parallel to the drive-side primary shaft 5 are provided.

  The primary shaft 5 is provided with a primary pulley 7 as an input side rotating body. The primary pulley 7 is a fixed pulley 7a integrated with the primary shaft 5, and a ball spline or the like on the primary shaft 5 opposite thereto. The movable pulley 7b is mounted so as to be slidable in the axial direction, and the cone surface interval of the pulley, that is, the pulley groove width is variable. The secondary shaft 6 is provided with a secondary pulley 8 as an output side rotating body. The secondary pulley 8 is a fixed pulley 8a integrated with the secondary shaft 6, and a movable pulley 7b on the secondary shaft 6 opposite to the fixed pulley 8a. And a movable pulley 8b that is slidably mounted in the axial direction, and the pulley groove width is variable.

  A belt 9 as a power transmission element is stretched between the primary pulley 7 and the secondary pulley 8, and the ratio of the winding diameter of the belt 9 to each pulley is changed by changing the groove width of both pulleys 7 and 8. Is changed, the rotation of the primary shaft 5 is steplessly changed and transmitted to the secondary shaft 6. If the winding diameter of the drive belt 9 around the primary pulley 7 is Rp and the winding diameter around the secondary pulley 8 is Rs, the gear ratio, i.e., the pulley ratio i is i = Rs / Rp.

  The rotation of the secondary shaft 6 is transmitted to the drive wheels 11a and 11b via a gear train having a reduction gear and a differential device 10. In the case of front wheel drive, the drive wheels 11a and 11b are front wheels.

  In order to change the groove width of the primary pulley 7, a plunger 12 is fixed to the primary shaft 5, and a primary cylinder 13 slidably contacting the outer peripheral surface of the plunger 12 is fixed to the movable pulley 7b. A driving oil chamber 14 is formed by the primary cylinder 13 and the primary cylinder 13. On the other hand, in order to change the groove width of the secondary pulley 8, a plunger 15 is fixed to the secondary shaft 6, and a secondary cylinder 16 slidably contacting the outer peripheral surface of the plunger 15 is fixed to the movable pulley 8b. The plunger 15 and the secondary cylinder 16 form a drive oil chamber 17. Each groove width is set by adjusting the primary pressure Pp introduced into the primary side drive oil chamber 14 and the secondary pressure Ps introduced into the secondary side drive oil chamber 17.

  The torque converter 3 has a pump-side shell 18 as an input element connected to the crankshaft 2 and a turbine runner 20 as an output element connected to the torque converter output shaft 19. A lockup clutch 22 that engages with a front cover 21 fixed to the side shell 18 is attached, and the torque converter 3 has a lockup clutch. An apply chamber 22a is formed on one side of the lockup clutch 22, and a release chamber 22b is formed on the other side.

  Adjusted hydraulic fluid is supplied to the apply chamber 22a and the release chamber 22b. When the pressure of the hydraulic fluid in the release chamber 22b is reduced, the lockup clutch 22 is engaged with the front cover 21 by the hydraulic pressure supplied to the apply chamber 22a. As a result, a full lockup state, that is, a clutch engagement state is obtained. On the other hand, the hydraulic pressure supplied to the release chamber 22b is increased and the hydraulic oil is circulated in the torque converter 3 from the release chamber 22b through the apply chamber 22a, whereby the lock-up clutch 22 is released and the torque converter 3 is put into an operating state. Become. Then, by adjusting the hydraulic pressure supplied to the release chamber 22b, the lockup clutch 22 enters a slip lockup state in which the lockup clutch 22 slips with respect to the front cover 21, that is, a half clutch state.

  FIG. 2 is a schematic diagram showing a speed change control device for a continuously variable transmission. The drive oil chambers 14 and 17 are supplied with hydraulic oil in an oil pan by an oil pump 23 driven by an engine or an electric motor. It has become. The secondary pressure path 24 connected to the discharge port of the oil pump 23 is communicated with the drive oil chamber 17 and is communicated with the secondary pressure port of the secondary pressure regulating valve 25. The secondary pressure Ps supplied to the drive oil chamber 17 by the secondary pressure adjusting valve 25 is adjusted to a pressure commensurate with the transmission capacity required for the belt 9.

  The secondary pressure passage 24 is connected to the secondary pressure port of the primary pressure adjustment valve 26 via a communication oil passage 27, and the primary pressure port of the primary pressure adjustment valve 26 is connected to the primary side drive oil chamber via the primary pressure passage 28. 14. The primary pressure adjusting valve 26 adjusts the primary pressure Pp to a value corresponding to the target gear ratio, the vehicle speed, etc., and the groove width of the primary pulley 7 is changed to control the gear ratio. The secondary pressure adjustment valve 25 and the primary pressure adjustment valve 26 are proportional solenoid valves, respectively, and the secondary pressure Ps and the primary pressure are controlled by controlling the current values supplied from the transmission control unit 30 to the solenoid coils 25a and 26a. Pp is adjusted. On the other hand, the transmission of the solenoid coil 29a of the proportional solenoid valve 29 for controlling the lockup clutch for adjusting the pressure in the release chamber 22b to set the lockup clutch 22 to the full lockup state, the release state, and the slip state A control signal is sent from the control unit 30.

  The transmission control unit 30 includes a primary pulley rotation speed sensor 31 as an input side rotation speed detection means for detecting the rotation speed of the primary pulley 7 and a detection from a secondary pulley rotation speed sensor 32 for detecting the rotation speed of the secondary pulley 8. A signal is input. Further, an engine speed sensor 33 as an engine speed detection means, a throttle opening sensor 34 for detecting the opening of the throttle valve, a vehicle speed sensor 35 for detecting the traveling speed of the vehicle, and a control lever operated by the driver are selected. Detection signals from the range detection sensor 36 for detecting the travel range, the accelerator opening sensor 37 for detecting depression of the accelerator pedal, and other various sensors 38 of the rotation system are input to the transmission control unit 30.

  The transmission control unit 30 includes a microprocessor CPU that calculates control signals for the solenoid coils 25a, 26a, and 29a based on signals from the respective sensors, control data such as tables, maps, and arithmetic expressions, and control data. A ROM for storing the program, a RAM for temporarily storing data, an input / output port, and the like.

FIG. 3 is a shift control characteristic diagram showing the relationship between the target rotational speed Np of the primary pulley 7 and the vehicle speed V in the continuously variable transmission shown in FIGS. 1 and 2, for example, when acceleration is performed with the accelerator pedal fully opened. , the target rotational speed Np of the primary pulley 7 is reached while the point a of the low R _L gear ratio is the largest gear ratio, then slightly along with the shift to overdrive R _O side speed ratio is minimum speed ratio While increasing the rotation, the vehicle speed V is increased and the maximum speed point B is reached. Or releases the accelerator pedal from the state, C remains the gear ratio is fixed to the overdrive side R _O in the case of performing the braking, slowing through D, the gear ratio is an overdrive further along the lowest transmission line Is shifted to the low side to reach point E, and the vehicle stops while braking due to braking. In actual running, according to the running state of the vehicle, it is between the gear ratio R _O of the gear ratio of the low side R _L and the overdrive side, freely gear ratio within the range indicated by E from the code A Is set.

Characteristic diagram respectively speed ratio plurality of thin solid line shows the relationship between the target speed and the vehicle speed in the case of a constant between the overdrive R _O between the low R _L and the point CD between points AE in FIG. 3 is there. A plurality of shift lines indicated by broken lines between the highest shift line between the points AB and the lowest shift line between the points DE are shift characteristic diagrams corresponding to the normal shift control mode, each of which has a predetermined throttle. The relationship between the vehicle speed V corresponding to the opening and the target rotational speed Np of the primary pulley 7 is shown. Map data corresponding to this normal shift control mode control is stored in a memory such as a ROM in the transmission control unit 30. Therefore, in the normal speed change control mode, for example, when the driver depresses the accelerator pedal so that the throttle opening indicated by the point THa in FIG. 3 is reached, the speed change characteristic indicated by the broken speed change line passing therethrough is changed. The ratio is controlled. This shift characteristic is stored in the memory as map data for each throttle opening, for example, when the accelerator pedal is gradually depressed until the throttle opening THb is reached under the condition of the throttle opening THa. Then, the shift control is performed as indicated by the shift characteristic line S based on the map data of the normal shift mode.

  In the present invention, for example, the driver depresses the accelerator pedal large and quickly under the state of the vehicle speed indicated by the symbol F in FIG. When it is determined that the driver is in a state of request for rapid acceleration, that is, a state of request for kick down, the mode shifts to the kick down mode.

  FIG. 4 is a time chart showing changes in engine speed and vehicle speed when the kick down mode is set. When the accelerator pedal is depressed at a predetermined depression speed that is greater than or equal to a predetermined opening degree, the normal shift control is switched to the kick-down mode shift control, and first the kick-down first mode I is set. In the first kickdown mode I, the transmission gear ratio is set to a lower speed side than the target transmission gear ratio of the normal transmission control, and the rotational speed of the primary pulley 7 increases rapidly as indicated by reference characters F to G in FIG. . When a predetermined time has elapsed since the transition to the first kick-down mode I, the kick-down first mode I is switched to the second kick-down mode II at time G, and the kick-down first mode I is executed. When the accelerator pedal is returned, normal shift control is performed. In the second kick-down mode II, the target gear ratio is changed to a higher gear ratio than the target gear ratio in the kick-down first mode I, that is, the gear ratio is set smaller than that in the kick-down first mode I. While increasing the engine speed.

  The shift characteristics of the first kickdown mode I and the second kickdown mode II are stored as map data in the memory in the transmission control unit 30, and the first kickdown mode I and the second kickdown mode II are stored. Is set so that the target rotational speed of the primary pulley 7 always increases.

  When the second kick-down mode II is being executed, for example, at the time indicated by the symbol H in FIG. 3, an operation is performed in which the accelerator pedal is returned to the intermediate opening position at an opening speed smaller than the second predetermined value. When this occurs, the mode is switched to the mode for lowering the target rotational speed of the primary pulley 7 without releasing the kick down mode, that is, the kick down third mode III, the engine rotational speed is decreased, and the target rotational speed of the primary pulley 7 is decreased. At the same time, the gear ratio is shifted to the high speed side. In this way, when the accelerator pedal is gently released to the intermediate opening position, the driver requests speed adjustment after kicking down, but the engine speed decreases in this way. The acceleration during kickdown can be changed only by operating the pedal, so that the gear change according to the driver's intention is possible and the driving feeling is improved. The intermediate opening value that is switched from the second kick-down mode II to the third kick-down mode III is set according to the vehicle speed based on the map data. Further, when the accelerator pedal is fully opened instead of the intermediate opening, the kick down mode is canceled and the mode is switched to the normal transmission mode.

  In the third kick-down mode III, the target rotational speed lower limit change amount for limiting the amount of decrease in the target rotational speed of the primary pulley 7 is set separately from the target rotational speed lower limit change amount of the normal shift control. For example, by setting the target rotational speed lower limit change amount in the kickdown third mode III to be smaller than the target rotational speed lower limit change amount of the normal shift control, the amount of decrease in the rotational speed of the primary pulley 7 is made smaller than that of the normal shift control. It can be made small, and re-acceleration from cornering can be improved as in the case of winding driving. Conversely, by increasing the target rotational speed lower limit change amount, it is possible to obtain traveling performance like a stepped automatic transmission.

  When the accelerator pedal depression amount is set to the intermediate opening degree as described above and the state in which the kick-down third mode III is set is the predetermined time T1 has elapsed, as shown in FIGS. Then, the control is switched to the second kick-down mode II, and the same shift control from time G to time H is performed. When the kick-down second mode II is being executed, at the time indicated by the symbol K, the accelerator pedal is at a speed equal to or higher than the second predetermined value or a first predetermined value higher than the second predetermined value. When fully opened, that is, when the accelerator is suddenly fully closed, the kickdown mode is switched to the fourth mode IV without releasing the kickdown mode, and the engine speed is reduced. However, it is assumed that the average accelerator opening in the second kick-down mode II is equal to or greater than a predetermined value and the target primary rotational speed at the time point K is equal to or greater than the predetermined value to be switched to the fourth kick-down mode IV. It is a condition.

  The degree of decrease in the engine speed in mode IV is set to a smaller value than in the normal shift control. In this kickdown fourth mode IV, as shown in FIGS. 3 and 4, unlike the kickdown second mode II, the engine speed is reduced, but the rate of change of the engine speed is the kickdown second mode. It is set almost the same as II. For example, in the second kickdown mode II, the increase rate of the engine speed is set to about +200 rpm / s in II, and in the fourth mode IV kickdown, it is set to about -200 rpm / s. Generally, when the driver suddenly fully releases the accelerator pedal during kickdown, the driver requests engine braking. Therefore, since the degree of decrease in the engine speed is set to be smaller than that in the normal shift control in this way, the engine brake can be sufficiently operated, and the engine speed is not rapidly reduced, so that the accelerator pedal is depressed. Acceleration can be improved.

  When it is determined that the target rotational speed of the primary pulley 7 has become a predetermined value or less under the fourth kickdown mode IV, or when it is determined that the mode IV has continued for a predetermined time, the kickdown mode is When it is determined that the accelerator pedal has been largely depressed again, it is switched to the first kickdown mode I or the second kickdown mode II. Further, when the accelerator pedal is slowly depressed at the time indicated by the symbol L under the fourth kick-down mode IV, the engine speed is switched to the rotation speed maintaining mode V. In the rotation speed maintenance mode V, the engine rotation speed is controlled to be maintained at the rotation speed before the accelerator pedal is depressed. Specifically, in the rotation speed maintenance mode V, the change amount of the engine rotation speed is set to be small so that the engine rotation speed is maintained. When the rotation speed maintaining mode V is set and the accelerator pedal depression amount exceeds the intermediate opening at the time indicated by the symbol M, the mode is switched to the kick-down second mode II.

  For example, when the vehicle travels as shown in FIG. 4, the vehicle may have entered a curve from a straight traveling state. When the vehicle enters the corner at the time point K and the accelerator pedal is suddenly fully opened, The vehicle can be reliably braked by the engine brake without excessively reducing the rotational speed, and the vehicle can be quickly accelerated after the point of the symbol L passes the corner.

  The kick-down running shown in FIG. 3 and FIG. 4 is a basic running example, and the accelerator pedal is fully released at a predetermined release speed at the time indicated by the symbol H, for example, in the state of the kick-down second mode II. When the transition condition is established, the kickdown fourth mode IV is switched without passing through the kickdown third mode III. Further, when the transition condition is similarly established under the kickdown third mode III before reaching the time point J, the mode is switched to the kickdown fourth mode IV.

  In the above-described kickdown fourth mode IV, the reduction degree of the engine speed is set to be small, but when the depression of the brake is detected, the steering operation is detected, or When an increase in the acceleration in the vehicle width direction applied to the vehicle body is detected, the driving situation is a situation that requires a particularly strong engine brake. Therefore, the degree of decrease may be made smaller than when the engine brake is not detected.

  The shift control in each kickdown mode described above is performed by reading out map data stored in a memory such as a ROM in the transmission control unit 30 in addition to the map data in the normal shift control mode. Therefore, the transmission control unit 30 has a control function for controlling each mode of the kick-down shift control described above in addition to the normal shift control function.

  It should be noted that the determination value of the opening degree of the accelerator pedal for starting the transition to the kickdown first mode or determining the release of the kickdown mode is the vehicle speed and the road surface when the engine coolant temperature is equal to or higher than a predetermined value. Retrieval is performed from the map data of the gradient, and each value is set to increase as the vehicle speed and the road surface gradient increase. On the other hand, when the temperature of the coolant is lower than a predetermined value, each determination value is retrieved from the table data of the vehicle speed, and is set to increase as the vehicle speed increases.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. For example, the continuously variable transmission shown in FIG. 1 is a belt type, but the present invention may be applied to control of a continuously variable transmission of a type that uses a chain as a power transmission medium. The present invention may be applied to control of a toroidal continuously variable transmission in which a power roller is disposed as a power transmission element between an input side disk and an output side disk as an output side rotating body.

It is the schematic which shows the drive system of the vehicle provided with the belt-type continuously variable transmission as an example of an automatic transmission. It is the schematic which shows the transmission control apparatus of a continuously variable transmission. FIG. 6 is a shift control characteristic diagram showing a relationship between a target speed of a primary pulley and a vehicle speed in a continuously variable transmission. 6 is a time chart showing changes in engine speed and vehicle speed when the kick-down mode is set.

Explanation of symbols

1 Engine 3 Torque converter 7 Primary pulley 8 Secondary pulley 9 Belt 22 Lock-up clutch 30 Transmission control unit 31 Primary pulley rotation speed sensor 32 Secondary pulley rotation speed sensor 33 Engine rotation speed sensor 34 Throttle opening sensor 35 Vehicle speed sensor 36 Range detection Sensor 37 Accelerator opening sensor

Claims (6)

A step-down transmission kickdown control device that continuously changes the rotation of the input-side rotator through a power transmission element and transmits the change to the output-side rotator,
Normal shift control means for performing normal shift control based on a target gear ratio calculated by a parameter indicating a driving state;
Kick-down mode shift control means for setting a gear ratio on the lower gear side than the target gear ratio of normal gear shift control as kick-down mode and kicking control based on the gear ratio when kicking down by the driver's accelerator pedal depression And
The kick down mode shift control means includes:
A kick-down first mode in which shift control is performed to a predetermined gear ratio on the low speed side when it is determined that kick-down is performed;
A second kickdown mode for increasing the engine speed while shifting to a higher gear ratio than the first kickdown mode after completion of the first kickdown mode;
When the accelerator pedal is substantially fully released during execution of the second kickdown mode and the release speed is higher than the first predetermined value, the normal speed change is performed without canceling the kickdown mode. A kickdown control device for a continuously variable transmission, characterized by having a fourth kickdown mode that is smaller than the control.
  2. The kickdown control device for a continuously variable transmission according to claim 1, wherein, during execution of the second kickdown mode, the accelerator pedal has an intermediate opening at an opening speed smaller than a second predetermined value equal to or less than the first predetermined value. When the state is returned to the step, the kickdown mode is switched to the third kickdown mode in which the target rotational speed of the input side rotator is reduced and the gear ratio is shifted to the high speed side without releasing the kickdown mode. Transmission kickdown control device.   The kickdown control device for a continuously variable transmission according to claim 2, wherein when the driver's reacceleration request state is determined during execution of the third kickdown mode, the second mode is switched to the second kickdown mode. A continuously variable transmission kickdown control device.   The kickdown control device for a continuously variable transmission according to any one of claims 1 to 3, wherein when the accelerator pedal is depressed during execution of the kickdown fourth mode, the engine speed is reached until an intermediate opening is reached. A kickdown control device for a continuously variable transmission, characterized in that the number is switched to a rotation speed maintenance mode for controlling the rotation speed to be maintained at a rotation speed before the accelerator pedal is depressed.   5. The continuously variable transmission kick-down control device according to claim 4, wherein when the accelerator pedal depression amount exceeds the intermediate opening, the kick-down second mode is switched to the kick-down second mode. Down control device. 5. The kickdown control device for a continuously variable transmission according to claim 4, wherein when the brake depression is detected, the steering operation is detected, or the vehicle width applied to the vehicle body during execution of the fourth kickdown mode. A kickdown control device for a continuously variable transmission, wherein when the increase in the acceleration in the direction is detected, the degree of decrease in the engine speed is made smaller than when the acceleration is not detected.

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