JP2003278912A - Method for controlling vehicle transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission controlling method for suppressing any change gear shock or over-speed even when abnormality occurs in a sub transmission during the change gear of the sub transmission and the change gear is not performed correctly in an automatic transmission with a continuously variable transmission as a main transmission connected in series to a stepped transmission as the sub transmission. <P>SOLUTION: Regarding the automatic transmission controlling method, in the automatic transmission with the continuously variable transmission as the main transmission connected in series to the stepped transmission as the sub transmission, when abnormality occurs in an actuator to actuate a tightening mechanism of the sub mechanism during the change gear on the sub transmission side, the shift-down operation by the main transmission is stopped while, in a general practice, the shift-down operation is performed on the main transmission side together with the change gear operation of the sub transmission, the shift-up operation is performed or the change-gear ratio is fixed to suppress abrupt increase of the engine speed, and occurrence of change gear shock or over-speed is suppressed. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method for a vehicle transmission in which an automatic transmission and a stepped transmission are connected in series.

[0002]

2. Description of the Related Art As a control method for such a vehicle transmission, there is one disclosed in Japanese Patent Laid-Open No. 2000-346169, for example. This is because in a transmission mechanism in which a stepped transmission and a continuously variable transmission are arranged in series on the output side of a driving force source, the change amount of the input / output gear ratio is minimized when shifting the stepped transmission. It is intended to control the gear ratio of the multi-speed transmission and thereby suppress the shift shock and improve starting and fuel efficiency.

In this transmission mechanism, when the shifting operation is performed on the stepped transmission side, the transmission ratio on the continuously variable transmission side is controlled so that the amount of change in the input / output transmission ratio is as small as possible. That is, change the stepped transmission from low (deceleration side) to high (acceleration side).
When shifting to, the control is performed so that the gear ratio of the continuously variable transmission is increased (to the deceleration side), while the gear ratio of the continuously variable transmission is changed to the gear ratio from high to low. Control to make it smaller (acceleration side). Thereby, shift shock is suppressed.

[0004]

The shifting operation of the step-variable transmission in this transmission mechanism is performed by engaging and disengaging a clutch provided in the step-variable transmission under the control of a solenoid valve which is an actuator.

Here, when shifting the stepped transmission from the deceleration side to the speed increase side, some abnormality occurs in the actuator,
Consider a case where the gear shifting operation is not performed. At this time, on the continuously variable transmission side, the original gear shifting operation to the deceleration side is continued regardless of the state of the stepped transmission side.

As a result, the fluctuation of the driving force becomes large and the shift shock increases, and there is a possibility that the engine overrev, that is, the engine speed may excessively increase depending on the operating condition of the vehicle. .

In view of the above problems, an object of the present invention is to prevent a gear shift shock or a gear shift shock even when an abnormality occurs in the actuator of the multi-stage transmission during a gear shift operation and the gear shift operation cannot be performed correctly. An object of the present invention is to propose a control method for an automatic transmission capable of suppressing overrev.

[0008]

To this end, the present invention provides an automatic transmission which is a main transmission, a fastening mechanism which is an auxiliary transmission, and a fastening mechanism which operates as described in claim 1. In a vehicle transmission in which an actuator for causing a stepped transmission including a planetary gear mechanism is connected in series,
The shift of the main transmission is performed when the sub-transmission is in a shifting operation or in a speed-increasing state, and when an abnormality occurs in the actuator of the sub-transmission during the downshift operation of the main transmission. The feature is that the down operation is stopped.

[0009]

According to the control method of the vehicular transmission according to the present invention, the automatic transmission is in accordance with the operation of the stepped transmission which is the auxiliary transmission during the shifting operation or in the speed increasing side. Side is performing a downshift operation, that is, a gear shifting operation to the deceleration side, an abnormality occurs in the actuator that operates the engagement mechanism (clutch) of the stepped transmission,
When the correct gear shift operation is not performed, the gear shift operation in the automatic transmission is stopped.

That is, when the gear shift operation is not correctly performed in the stepped transmission, the downshift operation is not performed in the automatic transmission, so that the engine speed and torque are drastically changed due to the downshift operation. It is possible to prevent the increase, and it is possible to suppress shift shock and overrev.

In the control method for the vehicular transmission according to the present invention, as described in claim 2, after the shift down operation of the automatic transmission which is the main transmission is stopped, the shift up operation, that is, the speed increase is performed. The gear shift operation to the side may be performed, and as described in claim 3, the gear ratio of the main transmission may be fixed to the gear ratio when an abnormality occurs.

As a result, when an abnormality occurs in the gear shifting operation of the stepped transmission that is the sub transmission, the gear shifting operation to the speed increasing side of the main transmission is performed, or the gear ratio of the main transmission is stepped. By fixing the value at the time of occurrence of an abnormality in the transmission, it is possible to suppress a rapid increase in engine speed and torque, and to make the operation and effect of the present invention more remarkable.

When the method according to claim 3 is used,
It is preferable to maintain the gear ratio of the automatic transmission, which is the main transmission, at the gear ratio after the shift-up operation as described in claim 4 or at the gear ratio at the time of occurrence of the abnormality as described in claim 5. Is.

By doing so as well, it is possible to suppress a rapid increase in engine speed and torque,
The effect of the present invention can be made more remarkable.

In the control method for the vehicular transmission according to the present invention, as described in claim 6, the automatic transmission which is the main transmission has a shift schedule, that is, an engine input speed and a vehicle speed corresponding to each gear ratio. As for the relationship between the auxiliary transmission and the auxiliary transmission, it shall include both the case where the auxiliary transmission is performing the correct gear shifting operation and the case where the auxiliary transmission is not performing the correct gear shifting operation. It is preferable that, when occurs, the shift schedule is switched to the one when an abnormality occurs and the gear shift operation is performed based on this shift schedule.

In this case, the shift operation of the main transmission can be performed based on the optimum shift schedule according to the state of the shift operation of the auxiliary transmission, and the effect of the present invention becomes more remarkable. be able to.

According to a seventh aspect of the present invention, there is provided a control method for a vehicle transmission according to the seventh aspect, wherein the main transmission is a continuously variable transmission and the sub-transmission is performed during acceleration of the vehicle. When the main transmission is temporarily switched to the deceleration side in synchronism with the switch to the speed-increasing side, if an abnormality occurs on the auxiliary transmission side during this switching operation, the main transmission is switched to the deceleration side. It is better to stop the operation and switch to the speed increasing side.

That is, when shifting the auxiliary transmission to the speed-increasing side during acceleration of the vehicle, in order to reduce the shift shock and smooth the change of the gear ratio, the main shift is synchronized with this shift operation. The main transmission is shifted to the speed-increasing side when an abnormality occurs on the sub-transmission side when the transmission is temporarily shifted to the deceleration side. As a result, a rapid increase in engine speed and torque can be suppressed, and the effects of the present invention can be made even more prominent.

Further, in the control method of the vehicular transmission according to the present invention, the transmission may include:
An auxiliary transmission having a low speed stage for decelerating the rotation from the prime mover and inputting it to the automatic transmission and a direct transmission stage for directly inputting the rotation from the prime mover to the automatic transmission in front of the automatic transmission. Is provided with a simple planetary gear set, the carrier of the simple planetary gear set is connected to the input shaft of the transmission, one of the sun gear and the ring gear is connected to transmit the rotation from the prime mover, and the other of the ring gear and the sun gear is one-way. By disabling rotation in the direction opposite to that of the prime mover by the clutch, the low speed stage is selected and the same effect as the torque increasing operation is obtained. Any two of the three elements of the simple planetary gear set are configured. The elements are connected to each other by a high speed selection clutch, and the other of the ring gear and the sun gear is rotated in the same direction as the prime mover by releasing the one-way clutch. It is preferable to configure the direct coupled stage chosen to state is obtained by allowing.

By applying the method according to the present invention to the transmission having the above-mentioned structure, it is possible to prevent the engine speed and the torque from rapidly increasing due to the downshift operation in the transmission, and to prevent a shift shock or overrev. It becomes possible to suppress.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a sectional view showing the structure of a vehicle transmission according to an embodiment of the present invention. First, to explain the outline of the transmission path in this device, the rotation from the engine (motor) 1 is transmitted to the forward / reverse switching mechanism 4 via an auxiliary transmission 20 and a transmission input shaft 3 which will be described in detail later. .

The forward / reverse switching mechanism 4 is engaged with the forward clutch 4a during forward traveling in the D range to transmit the engine rotation from the torque converter 2 as it is, and in reverse traveling during the reverse traveling in the R range. 4b
The engine rotation from the torque converter 2 is decelerated, and the engine rotation from the torque converter 2 is transmitted downward. The rotation is not transmitted to the latter stage.

Two toroidal transmission units (a front side toroidal transmission unit 5 and a rear side toroidal transmission unit 6) are coaxially arranged back to back, as will be described later, at the rear stage of the forward / reverse switching mechanism 4. These toroidal transmission units 5 and 6 are respectively input disks.
A similar configuration is provided, including 7 and an output disk 8 coaxially opposed to this, and a pair of power rollers 9 interposed between the corresponding input / output disks 7 and 8. In the illustrated transmission, the forward / reverse switching mechanism 4 and the toroidal transmission units 5 and 6 form a main transmission.

The toroidal transmission units 5 and 6 are coaxially arranged so that the output disks 8 are back-to-back, and in this arrangement, the respective input disks 7 are arranged.
Is rotationally engaged with the main shaft 10 so that the rotation from the forward / reverse switching mechanism 4 is commonly input, and each output disk 8 is rotatably supported on the main shaft 10. Both output disks 8 are integrally connected to each other via a hollow output shaft 11.
An output gear 12 is fixedly mounted on the hollow output shaft 11.

The output gear 12 meshes with the counter gear 14 at the front end of the counter shaft 13, and the rear end of the counter gear 14 is driven through the output gear set 15 to the transmission output shaft 16 coaxially arranged behind the main shaft 10. To combine.

The rotation from the forward / reverse switching mechanism 4 is commonly transmitted to both input disks 7, and the rotation of the input disk 7 reaches the output disk 8 via the corresponding power roller 9, and this rotation is the common output gear 12 Then, it is taken out from the transmission output shaft 16 through the counter gear 14, the counter shaft 13, and the output gear set 15 which are meshed with the gear sequentially.

When shifting, when the power roller 9 is offset in the same phase (in the same shifting direction) synchronously from a neutral position where its own rotation axis intersects with the rotation axes of the input / output disks 7 and 8, the power roller 9 is shifted. Is tilted in the same phase synchronously around the swing axis orthogonal to the power roller rotation axis by the component force during rotation, which causes the contact roller arc diameter of the contact of the power roller 9 with respect to the input / output disks 7 and 8 to be continuous. It is possible to change and perform a predetermined continuously variable transmission. When the gear ratio reaches the command gear ratio, the power roller 9 is returned to the initial stroke position where the offset is 0, so that the power roller 9 does not tilt itself and the command gear ratio can be maintained.

In the transmission shown in the figure, the torque converter in the conventional toroidal type continuously variable transmission is used as the auxiliary transmission 20.
It has been replaced with. This auxiliary transmission 20 is shown in FIG.
The actual configuration is shown in Fig. 2, but with the housing 21, the housing 21 is bonded to the crankshaft of the engine 1 via the drive plate 22, and the following parts are incorporated into the housing 21 to configure the auxiliary transmission 20. ing.

That is, the input shaft (the input shaft of the main transmission) 3 of the forward / reverse switching mechanism 4 which constitutes the main transmission together with the toroidal transmission units 5 and 6 is inserted into the housing 21, and the input is performed as shown in FIG. A simple planetary gear set 23 is mounted on the insertion end of the shaft 3. The simple planetary gear set 23 includes a sun gear 23s, a ring gear 23r, and a plurality of pinions 23p meshing with these gears.
And a carrier 23c that rotatably supports the pinion 23p via a pinion shaft 23t.

The carrier 23c of the simple planetary gear set 23 is connected to the input shaft 3
The drive hub is coupled to the clutch hub 24h of the high speed stage selection clutch 24. The ring gear 23r of the simple planetary gear set 23 is mounted on the hollow fixed shaft 26 via the one-way clutch 25 so that the ring gear 23r cannot rotate in the direction opposite to the rotation of the engine 1. The one-way clutch 25 is the inner race 25 of the one-way clutch 25 as clearly shown in FIG.
i is fixed to the hollow fixed shaft 26 (transmission case) and the outer race 23o is connected to the ring gear 23r.
26 and the ring gear 23r.

In addition to the above-mentioned clutch hub 24h, the high speed stage selection clutch 24 is provided with a clutch drum 24d rotatably housed in the housing 21, and this clutch drum 24d is driven to the housing 21 via a high speed stage damper 27. Join. The clutch drum 24d is further drivably coupled to the sun gear 23s of the simple planetary gear set 23 via a low speed damper 28.

The high-speed stage selection clutch 24 further includes a clutch piston 24p fitted in a clutch drum 24d so as to be slidable in the axial direction as shown in FIG. 2, and this piston 24p is moved to the left in FIG. When making a stroke, the high-speed stage selection clutch 24 connects the clutch drum 24d and the clutch hub 24h by engaging as shown in FIG. 3, and at this time, the rotation from the high-speed stage damper 27 does not pass through the low-speed stage damper 28. It is directly transmitted to the input shaft 3 via the carrier 23c (high speed: in the direct connection stage selected state) (state of "acceleration side" in the present invention).

However, when there is no hydraulic pressure α to the piston 24p and the high speed stage selection clutch 24 is released as shown in FIG. 1, the rotation from the high speed stage damper 27 is passed through the low speed stage damper 28. The sun gear 23s of the simple planetary gear set 23 is reached. Here, the sun gear 23s rotates in the same direction while decelerating the carrier 23c because the high-speed stage selection clutch 24 is released and the one-way clutch 25 blocks the rotation of the ring gear 23r in the direction opposite to the engine 1. It is driven and the power is transmitted to the input shaft 3 in the low speed stage selected state (the "deceleration side" state in the present invention).

The damper characteristics of the high speed damper 27 are set to the characteristics required in the high speed selected state (direct connection stage selected state), and the low speed damper 28 is required in the low speed selected state. Set it to the characteristic.

Here, supplementary explanation of the actual structure of the forward / reverse switching mechanism 4 shown in FIG. 2 will be given. The forward / backward switching mechanism 4 comprises a simple planetary gear set 4c in addition to the forward clutch 4a and the reverse brake 4b. .

When the forward clutch 4a is engaged by the hydraulic pressure β, the sun gear 4d and the ring gear 4e of the simple planetary gear set 4c are connected to each other so that all the rotating members of the simple planetary gear set 4c are integrally rotated. Locked and unlocked,
By transmitting the rotation from the input shaft 3 to the toroidal transmission units 5 and 6 (see Fig. 1) in the subsequent stage as they are, forward traveling in the D range is enabled. Figure 2 shows the reverse brake 4b.
When it is fastened by the hydraulic pressure γ, the carrier 4f of the simple planetary gear set 4c is fixed to decelerate the rotation from the input shaft 3, and the sun gear 4d reversely transfers it to the toroidal transmission units 5 and 6 in the subsequent stage to reverse the rotation. Allows backward travel in the range.

However, when the vehicle is parked or stopped in the P or N range, both the forward clutch 4a and the reverse brake 4b are released to prevent the rotation from the input shaft 3 from being transmitted to the toroidal transmission units 5 and 6 at the rear stage. Allows parking / stopping.

Next, FIG. 4 shows an embodiment of a control method for a vehicle transmission according to the present invention described above. In such a transmission, control is performed when an abnormality occurs in an actuator of an auxiliary transmission. It is a flow chart which shows a processing procedure. The procedure will be described below. The program shown in this flowchart is executed as one of the subroutines of the control program incorporated in the transmission controller (ATCU) not shown in FIGS.

First, in step S11, it is checked whether or not an abnormality has occurred in an actuator (not shown) that operates the high speed stage selection clutch 24 of the auxiliary transmission 20, and if there is an abnormality, the process proceeds to step S12. If no abnormality has occurred, the process proceeds to step S16.

In a succeeding step S12, it is checked whether or not the auxiliary transmission 20 is in the second speed state or in the speed change operation. If it is determined that the auxiliary transmission 20 is in the 2nd speed state or in the shifting operation, the step
Go to S13. On the other hand, if it is determined that the auxiliary transmission 20 is not in any of the above states, the process proceeds to step S16.

After step S13, processing for coping with the occurrence of an abnormality in the actuator of the auxiliary transmission 20 is performed. First, in step S13, the downshift operation of the main transmission (continuously variable transmission), that is, the shift operation to the deceleration side is stopped.

As described above, also in the transmission according to the present invention, when the auxiliary transmission (step-variable transmission) shifts to the speed increasing side, the main transmission (continuously variable transmission) decelerates. The gear shift operation to the side is performed to reduce the shock of gear shift.

However, when an abnormality occurs in the actuator of the auxiliary transmission and correct shift operation is not performed, if the downshift operation is continued on the main transmission side, the above-mentioned problem may occur. . Therefore, in step 13, the downshift on the main transmission side is stopped.

After that, in step S14, the main transmission, which has once stopped the downshift operation, is shifted (shifted up) to the speed increasing side, or the gear ratio of the main transmission is set to indicate the occurrence of an abnormality in the actuator of the auxiliary transmission. The gear ratio is fixed at the time of detection.

The shift of the continuously variable transmission to the speed-increasing side is performed by switching the shift schedule to the one when an abnormality occurs. Here, the shift schedule is a shift line for a specific gear ratio in a shift map showing a shift pattern of the continuously variable transmission, as schematically illustrated in FIG.
It should be noted that, in FIG. 5, the shift schedule on the deceleration side is shown as the inclination of the straight line (shift line) showing the shift schedule is larger, and the shift schedule on the acceleration side is shown as the inclination is smaller.

Now, when an abnormality occurs in the actuator of the auxiliary transmission while the main transmission is performing a gear shifting operation based on the normal shift schedule shown by the solid line in FIG. 5, the shift schedule is shown in step S14. The process of switching to the one indicated by the broken line is performed. That is, it means that the shift schedule up to that time is switched to the one on the higher speed side, and the gear ratio of the main transmission is changed to the gear ratio corresponding to the shifted schedule after this switching.

In step S15, when the main transmission is shifted to the speed-increasing side, the control of this actuator is reset even after the actuator of the sub-transmission is returned to the normal state, and the control is performed again. The previous steps until the actuator is working properly.
If the gear ratio after switching the shift schedule in S14 is maintained and the gear ratio of the main transmission is maintained at the value at the time when the actuator malfunctions, maintain the same gear ratio. Then, the main transmission is controlled, the process is terminated, and the process returns to the main program.

On the other hand, when it is determined that no abnormality has occurred in the actuator of the auxiliary transmission (step S11), and when the abnormality has occurred, the auxiliary transmission is neither in the second speed state nor in the shifting operation (step S11). In step S12), the process proceeds to step S16, the gear shifting operation according to the normal shift schedule, that is, the gear shifting operation to the deceleration side is continued, after which the processing is terminated and the main program is restored.

FIG. 6 is a flow chart showing another embodiment of the control method for the vehicular transmission according to the present invention, particularly showing the processing procedure of the shift control when recovering from the fuel cut. The program shown in this flowchart is also the transmission controller (ATCU).
It is executed as one of the subroutines of the control program incorporated in.

In vehicles equipped with an automatic transmission, fuel cut (F / C) control has been conventionally performed during deceleration for the purpose of improving fuel efficiency and reducing harmful components in exhaust gas. When the fuel cut is performed, the engine rotation speed will be drastically reduced accordingly. However, it is necessary to prevent the engine rotation speed from being extremely reduced to cause engine stall (stalling).

Therefore, the limit value of the engine speed at which engine stall occurs is set as the lower limit value of the engine speed at which fuel cut is possible, and when this speed is reached, fuel supply is restarted (F / C recovery). Number of revolutions).

Actually, when performing recovery after performing the fuel cut, as shown in the time chart of FIG. 7, before the engine speed reaches the F / C recovery speed, the control unit (ECU) The F / C recovery start command is issued from. However, as shown in the figure, there is a time lag between the F / C recovery start command and the actual F / C recovery.Therefore, the engine speed before the F / C recovery is performed is the F / C recovery speed. There is a case where the engine stalls.

The flowchart of FIG. 6 is for performing processing for preventing the occurrence of engine stall in such a case. The procedure will be described below.

First, in step S21, various control parameters are read by the ATCU. The control parameters read here are the engine speed, the ABS signal, the rapid deceleration signal, the output shaft speed, the input shaft speed, and the like. Some of these signals are transmitted to the ATCU from a control unit other than the ATCU, as shown in FIG. 8, for example. For example, for the ATCU31, the engine speed is from the electronic control unit (ECU) 32, and the drive wheel speed and ABS signals are from the ABS control unit (ABS C / U) 3.
It is transmitted from 3 respectively.

In the following step S22, it is determined whether or not the vehicle is in a sudden deceleration state, based on the various control parameters read in the previous step S21. At this time, if it is determined that the vehicle is in the rapid deceleration state, the process proceeds to step S22, and if it is determined that the vehicle is not in the rapid deceleration state, the process proceeds to step S26.

In step S23, processing for coping with the sudden deceleration state of the vehicle is performed. That is, the stepped transmission (sub-transmission) or the continuously variable transmission (main transmission) is shifted (downshifted) to the deceleration side. Specifically, the shift operation to the deceleration side is performed by switching the shift schedule, for example.

FIG. 9 shows switching of the shift schedule at this time on the shift map similar to that of FIG. 5 described above. FIG. 9 shows a case where the shift operation along the highest line of the normal shift schedule indicated by the solid line is switched to the shift schedule when the vehicle is in the rapid deceleration state when it is determined that the vehicle is in the rapid deceleration state. In this case, as is clear from the figure, the inclination of the straight line (shift line) indicating the shift schedule becomes large, that is, the shift to the deceleration side is performed.

This shift schedule switching is performed by the ECU
This is done in response to the F / C recovery start command from the. Referring again to FIG. 7, when the shift schedule is switched to the deceleration side, as shown by the solid line in the figure, when the F / C recovery start command is issued, the engine speed rapidly increases and then decreases. At the time F / C recovery actually starts, the engine speed exceeds the F / C recovery speed. As a result, the occurrence of engine stall can be avoided.

After the processing in step S23 is completed, it is determined in step S24 whether or not the rapid deceleration state of the vehicle is completed. At this time, if the rapid deceleration state has ended, step S25
If not completed, the process returns to step S23, and the speed change operation to the deceleration side is performed again.

Thereafter, in step S25, the normal shift schedule is resumed, the normal shift operation is started, and after the shift operation is completed, the main program is restored.

On the other hand, when it is determined in step S22 that the vehicle is not in the rapid deceleration state, the process proceeds to step S26, the gear shifting operation according to the normal shift schedule is continued, and the main program is restored after the gear shifting operation is completed. .

As described above, according to the control method for the vehicle transmission according to the present invention, when the gear shifting operation is not correctly performed in the stepped transmission, the downshift operation is performed in the automatic transmission. Since it does not exist, it is possible to prevent the engine speed and the torque from rapidly increasing due to the downshift operation, and it is possible to suppress shift shock and overrev.

In the above-described embodiment, the case where the main transmission is a toroidal type continuously variable transmission has been described. However, in the control method according to the present invention, the main transmission is a continuously variable transmission of another type. It can also be applied to the case, and the same operational effect as the above-described embodiment can be obtained.

[Brief description of drawings]

FIG. 1 is a schematic diagram showing a configuration of a vehicle transmission device to which a control method according to the present invention is applied.

FIG. 2 shows the actual configuration of the auxiliary transmission in the device of FIG.
It is a half section longitudinal side view shown with a forward-reverse switching mechanism.

FIG. 3 is a schematic side view showing the auxiliary transmission in a high speed stage selected state and the forward / reverse switching mechanism in a forward rotation transmission state.

FIG. 4 is a flowchart showing a control processing procedure when an abnormality occurs in the actuator of the auxiliary transmission according to the embodiment of the method for controlling the vehicle transmission according to the present invention.

5 is a shift schedule of the vehicle transmission controlled by the method according to the present invention, showing a state in which the shift schedule is switched by the processing shown in FIG.

FIG. 6 is a flowchart showing a processing procedure of gear shift control when recovering from a fuel cut according to another embodiment of the method for controlling a vehicle transmission according to the present invention.

7 is a time chart showing a change in engine speed when fuel cut recovery is performed by the control shown in FIG.

FIG. 8 is a block diagram schematically showing a configuration of a control system according to another embodiment of the vehicle transmission control method according to the present invention.

9 is a shift schedule of the vehicle transmission controlled by the method according to the present invention, showing a state in which the shift schedule is switched by the processing shown in FIG.

[Explanation of symbols] 1 engine (motor) 3 Automatic transmission input shaft 4 Forward / reverse switching mechanism 5 Front side toroidal transmission unit 6 Rear toroidal transmission unit 7 Input disc 8 output discs 9 power rollers 10 spindle 11 Hollow output shaft 12 output gears 13 counter shaft 14 counter gear 15 Output gear set 16 Transmission output shaft 20 Sub transmission 21 housing 22 drive plate 23 Simple planetary gear set 23c career 23r ring gear 23s sun gear 24 high speed selection clutch 24h clutch hub 24d clutch drum 24p clutch piston 25 one-way clutch 26 Hollow fixed shaft 27 High-speed damper 28 Low speed damper 31 Automatic Transmission Control Unit (ATCU) 32 Electronic Control Unit (ECU) 33 ABS control unit (ABS C / U)

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16H 59:44 F16H 59:44 63:06 63:06 F term (reference) 3J028 EA18 EA21 EB04 EB21 EB33 EB50 EB62 FB03 FC12 FC23 FC63 GA01 3J062 AA01 AB06 AB16 AB35 AC02 BA21 CG03 CG13 CG33 CG55 CG62 CG82 3J552 MA02 MA07 MA09 MA21 MA26 PA02 PA23 PB01 RA15 SB12 SB13 VA32Z VA37Z VC01Z

Claims (8)

[Claims] 1. A stepped transmission including an automatic transmission that is a main transmission, a fastening mechanism that is an auxiliary transmission, an actuator that operates this fastening mechanism, and a planetary gear mechanism that are connected in series. In the above-mentioned vehicle transmission, when the auxiliary transmission is in a shifting operation or in a speed increasing state, and an abnormality occurs in an actuator of the auxiliary transmission during a downshift operation of the main transmission. A method for controlling a transmission for a vehicle, characterized in that the downshift operation of the main transmission is stopped. 2. The method according to claim 1, wherein the shift-up operation is performed after the shift-down operation of the main transmission is stopped. 3. The method according to claim 1, wherein after the downshift operation of the main transmission is stopped, the gear ratio in the main transmission is fixed to the gear ratio when the abnormality occurs in the actuator. A method for controlling a transmission having a feature. 4. The method according to claim 3, wherein the gear ratio of the main transmission is fixed and then a shift-up operation is performed. 5. The method according to claim 3, wherein the gear ratio of the main transmission is maintained fixed. 6. The method according to claim 1, wherein the main transmission comprises a shift schedule during normal operation of the actuator and a shift schedule during abnormal operation of the actuator, and the main transmission of the main transmission during abnormal operation of the actuator. A method for controlling a transmission, wherein a shift-up operation is performed based on a shift schedule when the actuator operates abnormally. 7. The main transmission is a continuously variable transmission, and when the auxiliary transmission is switched to a speed increasing side during acceleration of a vehicle, the main transmission is temporarily operated in synchronization with the switching operation. The method for shifting to the deceleration side according to claim 1, wherein when an abnormality occurs in the actuator of the auxiliary transmission during the shifting operation, the shifting operation for the deceleration side of the main transmission is stopped and the speed is increased. And a control method for a vehicle transmission. 8. The method according to claim 1, wherein the transmission automatically outputs the rotation from the low speed stage and the prime mover before decelerating the rotation from the prime mover and inputting to the automatic transmission before the automatic transmission. An auxiliary transmission having a direct coupling stage for inputting to the transmission is provided, the auxiliary transmission is provided with a simple planetary gear set, the carrier of the simple planetary gear set is connected to the input shaft of the transmission, and one of the sun gear and the ring gear is connected. By connecting so as to transmit the rotation from the prime mover and making the other of the ring gear and the sun gear unrotatable in the opposite direction to the prime mover by the one-way clutch, the low speed stage is selected and the same action as the torque increasing action is obtained. The two elements of the above-mentioned three elements of the simple planetary gear set are connected to each other by a high-speed stage selection clutch, and the ring gear and the sun gear are connected to each other. A method for controlling a transmission for a vehicle, characterized in that the other one is configured to be rotatable in the same direction as a prime mover by releasing the one-way clutch so that the direct connection stage selection state is obtained.