JP2018105443A - Controller and control method of continuously variable transmission with auxiliary transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuously variable transmission with an auxiliary transmission having small dragging torque in cooperative shift control of downshifting the auxiliary transmission.SOLUTION: A variator 20 is configured to upshift in advance in performing cooperative shift control of downshifting an auxiliary transmission 30. In upshift of the variator 20, engine rotation and engine torque are restricted so that the engine rotation and engine torque change along an optimal fuel consumption line of an engine. Further, when restriction control for the engine rotation and engine torque is cancelled to return to normal control, the engine rotation and engine torque are restored at a preset change ratio.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device and a control method for a continuously variable transmission with an auxiliary transmission.

In Patent Document 1, in a continuously variable transmission (hereinafter referred to as “variator”) in which a sub-transmission is connected in series, when changing the shift stage of the sub-transmission, the entire speed of the variator and the sub-transmission is changed. In order to maintain the ratio (hereinafter referred to as “through ratio”) at the target speed ratio, the speed ratio of the variator (hereinafter referred to as “variator ratio”) is changed in a direction opposite to the speed ratio change direction of the auxiliary transmission. A shift mode (hereinafter referred to as “cooperative shift control”) is disclosed.

JP 2011-21716 A

However, in the continuously variable transmission with a sub-transmission, when the sub-transmission is downshifted during cooperative shift control, a large pulling torque due to an inertia torque or the like is generated in the driving force transmitted to the drive wheels, and the shift is performed. There was a risk of shock.

  An object of the present invention is to provide a continuously variable transmission with a sub-transmission in which a pulling torque is reduced during cooperative shift control for down-shifting the sub-transmission. is there.

  The variator is upshifted in advance when performing the coordinated shift control in which the auxiliary transmission downshifts.

  By reducing the pulling torque generated by the inertia torque generated in the driving force transmitted to the driving wheel, the shift shock can be suppressed.

1 is a diagram illustrating a schematic configuration of a vehicle equipped with a continuously variable transmission according to a first embodiment. It is a figure which shows the internal structure of the transmission controller which concerns on Example 1. FIG. It is a figure which shows an example of the speed change map which concerns on Example 1. FIG. 6 is a flowchart showing the contents of a rotation restriction control process executed by the transmission controller of the first embodiment. It is a figure which shows the map for engine speed limitation control. 3 is a time chart at the time of cooperative shift control according to the first embodiment. It is a time chart at the time of cooperative shift control of a comparative example.

[Example 1]
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the following description, the “transmission ratio” of a transmission mechanism is a value obtained by dividing the input rotational speed of the transmission mechanism by the output rotational speed of the transmission mechanism. Further, “lowest speed ratio” means the maximum speed ratio of the transmission mechanism, and “highest speed ratio” means the minimum speed ratio of the speed change mechanism.

  FIG. 1 is a schematic configuration diagram of a vehicle equipped with a continuously variable transmission according to Embodiment 1 of the present invention.

  This vehicle includes an engine 1 as a power source. The output rotation of the engine 1 is simply referred to as “transmission 4”, which includes the torque converter 2 with the lock-up clutch, the first gear train 3, the variator 20, and the auxiliary transmission 30 (hereinafter, the variator 20 and the auxiliary transmission 30 together). ), Transmitted to the drive wheel 7 via the second gear train 5 and the final reduction gear 6. The second gear train 5 is provided with a parking mechanism 8 that mechanically locks the output shaft of the transmission 4 at the time of parking.

  Further, the vehicle includes an engine controller 1 a that controls the engine 1, an oil pump 10 that is driven by using a part of the power of the engine 1, and each part of the transmission 4 that regulates hydraulic pressure from the oil pump 10. And a transmission controller 12 as a control device for controlling the hydraulic control circuit 11 is provided.

  Explaining each configuration, the transmission 4 includes a variator 20 and a sub-transmission 30 provided in series with the variator 20. “To be provided in series” means that the variator 20 and the auxiliary transmission mechanism 30 are provided in series in the same power transmission path. The auxiliary transmission 30 may be directly connected to the output shaft of the variator 20 as in this example, or may be connected via another speed change or power transmission mechanism (for example, a gear train).

  The variator 20 is a belt-type continuously variable transmission that includes a primary pulley 21, a secondary pulley 22, and a V-belt 23 that is wound around the pulleys 21 and 22. Each of the pulleys 21 and 22 includes a fixed conical plate, a movable conical plate that is arranged with a sheave surface facing the fixed conical plate, and forms a V-groove between the fixed conical plate, and the movable conical plate. The hydraulic cylinders 23a and 23b are provided on the back of the movable cylinder to displace the movable conical plate in the axial direction. When the hydraulic pressure supplied to the hydraulic cylinders 23a and 23b is adjusted, the width of the V groove changes, the contact radius between the V belt 23 and the pulleys 21 and 22 changes, and the gear ratio vRatio of the variator 20 is stepless. Change.

  The sub-transmission 30 is a transmission mechanism having two forward speeds and one reverse speed. The sub-transmission 30 is connected to a Ravigneaux type planetary gear mechanism 31 in which two planetary gear carriers are coupled, and a plurality of friction elements connected to a plurality of rotating elements constituting the Ravigneaux type planetary gear mechanism 31 and changing their linkage state. Fastening elements (Low brake 32, High clutch 33, Rev brake 34) are provided. When the hydraulic pressure supplied to each of the frictional engagement elements 32 to 34 is adjusted and the engagement / release state of each of the frictional engagement elements 32 to 34 is changed, the gear position of the sub-transmission 30 is changed. For example, if the Low brake 32 is engaged and the High clutch 33 and the Rev brake 34 are released, the shift stage of the sub-transmission 30 becomes the first speed. If the high clutch 33 is engaged and the low brake 32 and the rev brake 34 are released, the speed stage of the sub-transmission 30 becomes the second speed, which is smaller than the first speed. Further, when the Rev brake 34 is engaged and the Low brake 32 and the High clutch 33 are released, the shift stage of the sub-transmission 30 is reverse. In the following description, it is expressed that “the transmission 4 is in the low speed mode” when the shift speed of the sub-transmission 30 is the first speed, and “the transmission 4 is in the high speed mode” when it is the second speed. Express.

  FIG. 2 is a diagram illustrating an internal configuration of the transmission controller according to the first embodiment.

  As shown in FIG. 2, the transmission controller 12 includes a CPU 121, a storage device 122 including a RAM and a ROM, an input interface 123, an output interface 124, and a bus 125 that interconnects them.

The input interface 123 includes an output signal of an accelerator opening sensor 41 for detecting an accelerator pedal opening (hereinafter referred to as “accelerator opening APO”), an input rotational speed of the transmission 4 (= the rotational speed of the primary pulley 21). , Hereinafter referred to as “primary rotational speed Npri”), an output signal from the rotational speed sensor 42, an output signal from the vehicle speed sensor 43 that detects the traveling speed of the vehicle (hereinafter referred to as “vehicle speed VSP”), and the transmission 4. An output signal of the oil temperature sensor 44 for detecting the oil temperature of the oil, an output signal of the inhibitor switch 45 for detecting the position of the select lever, and the like are input.

  The storage device 122 stores a shift control program for the transmission 4 and a shift map (FIG. 3) used in the shift control program. The CPU 121 reads out and executes a shift control program stored in the storage device 122, performs various arithmetic processes on various signals input via the input interface 123, generates a shift control signal, and generates the generated shift control program. A control signal is output to the hydraulic control circuit 11 via the output interface 124. Further, a rotation speed limit signal, which will be described later, is output to the engine controller 1a. Various values used by the CPU 121 in the calculation process and the calculation results are stored in the storage device 122 as appropriate.

  The hydraulic control circuit 11 includes a plurality of flow paths and a plurality of hydraulic control valves. Based on the shift control signal from the transmission controller 12, the hydraulic control circuit 11 controls a plurality of hydraulic control valves to switch the hydraulic pressure supply path, and prepares the necessary hydraulic pressure from the hydraulic pressure generated by the oil pump 10, Is supplied to each part of the transmission 4. As a result, the gear ratio vRatio of the variator 20 and the gear position of the auxiliary transmission 30 are changed, and the transmission 4 is shifted.

  FIG. 3 shows an example of a shift map stored in the storage device 122 of the transmission controller 12.

  On this shift map, the operating point of the transmission 4 is determined based on the vehicle speed VSP and the primary rotational speed Npri. The overall shift obtained by multiplying the slope of the line connecting the operating point of the transmission 4 and the zero point of the lower left corner of the transmission map by multiplying the transmission ratio of the transmission 4 (the transmission ratio vRatio of the variator 20 by the transmission ratio subRatio of the sub-transmission 30). Ratio, hereinafter referred to as “through transmission ratio Ratio”). Similar to the shift map of the conventional belt type continuously variable transmission, a shift line is set for each accelerator opening APO, and the shift of the transmission 4 is selected according to the accelerator opening APO. According to the shift line. For simplicity, FIG. 3 shows a full load line (shift line when accelerator opening APO = 8/8), partial line (shift line when accelerator opening APO = 4/8), coast line ( Only the shift line when the accelerator opening APO = 0) is shown.

  When the transmission 4 is in the low speed mode, the transmission 4 has a low speed mode lowest line obtained by maximizing the transmission ratio vRatio of the variator 20, and a low speed mode highest line obtained by minimizing the transmission ratio vRatio of the variator 20. You can shift between them. At this time, the operating point of the transmission 4 moves in the A region and the B region. On the other hand, when the transmission 4 is in the high speed mode, the transmission 4 has the maximum low speed line obtained by maximizing the transmission ratio vRatio of the variator 20 and the maximum high speed mode obtained by minimizing the transmission ratio vRatio of the variator 20. You can shift between the lines. At this time, the operating point of the transmission 4 moves in the B region and the C region.

  The gear ratio of each gear stage of the sub-transmission 30 is such that the gear ratio corresponding to the low-speed mode highest line (low-speed mode maximum high gear ratio) corresponds to the high-speed mode lowest line (high-speed mode lowest gear ratio). ) Is set to be smaller than. Accordingly, a low speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the low speed mode and a high speed mode ratio range that is a range of the through speed ratio Ratio of the transmission 4 that can be taken in the high speed mode are partially obtained. When the operating point of the transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the transmission 4 can select either the low-speed mode or the high-speed mode. ing.

  The transmission controller 12 refers to this shift map and sets the through speed ratio Ratio corresponding to the vehicle speed VSP and the accelerator opening APO (the driving state of the vehicle) as the reaching through speed ratio DRatio. The reaching through speed ratio DRatio is a target value that the through speed ratio Ratio should finally reach in the driving state. Then, the transmission controller 12 sets a target through speed ratio tRatio that is a transient target value for causing the through speed ratio Ratio to follow the arrival through speed ratio DRatio with a desired response characteristic, and the through speed ratio Ratio is The variator 20 and the auxiliary transmission 30 are controlled so as to coincide with the target through speed ratio tRatio.

  When the operating point of the transmission 4 moves from the B region to the A region, the transmission controller 12 performs the downshift control of the auxiliary transmission 30 and the upshift control of the variator 20 or the operation of the transmission 4. When the point moves from the B region to the C region, the transmission controller 12 starts upshift control of the auxiliary transmission 30 and downshift control of the variator 20. That is, the transmission controller 12 performs a shift of the auxiliary transmission mechanism 30 and performs a cooperative shift control for changing the transmission ratio vRatio of the variator 20 in a direction opposite to the direction in which the transmission ratio subRatio of the auxiliary transmission mechanism 30 changes.

In the coordinated shift control, when the operating point of the transmission 4 moves from the B region to the C region, the transmission controller 12 changes the gear position of the sub-transmission 30 from the first speed to the second speed (hereinafter, “ The speed ratio vRatio of the variator 20 is changed to the large speed ratio side. Conversely, when the operating point of the transmission 4 moves from the B region to the A region, the transmission controller 12 changes the gear position of the auxiliary transmission mechanism 30 from the second speed to the first speed (hereinafter referred to as “2-1”). The speed change ratio vRatio of the variator 20 is changed to the lower speed change ratio side.

  The reason why the coordinated shift control is performed is to suppress the driver's uncomfortable feeling due to the change in the input rotation caused by the step of the through speed ratio Ratio of the transmission 4.

  FIG. 4 is a flowchart showing the contents of the rotation restriction control process executed by the transmission controller of the first embodiment.

When the operating point of the transmission 4 moves from the B region to the A region in the high speed mode, the transmission controller 12 starts processing when determining the necessity of 2-1 shift (downshift) of the sub-transmission 30. .
However, there is a request for immediate warming control of the engine, the vehicle speed is equal to or higher than the predetermined vehicle speed (vehicle speed range that can be driven only when the auxiliary transmission 30 is in the second speed), and the accelerator opening (APO) is 0 deg (the driver requests acceleration). Is not performed), the rotational speed limit control (that is, the upshift of the variator 20) is not executed.

  In step S11, it is determined whether or not the rotation speed limit control is being executed.

  If the transmission controller 12 determines that the rotation speed limit control is being executed, the process proceeds to step S12. If it is determined that the rotation speed limit control is not being executed, the process proceeds to step S23.

  In step S12, the transmission controller 12 determines whether or not the permission to continue the rotation speed limit control has been issued.

  If the transmission controller 12 determines that permission to continue the rotation speed limit control has been issued, the process proceeds to step S13. If it is determined that permission to continue the rotation speed limit control has not been issued, the process proceeds to step S15.

  In step S13, the transmission controller 12 calculates a “rotation speed limit value” and a “torque limit value” based on the vehicle speed and a rotation speed limit control map described later, and the process proceeds to step S14.

  In step S14, the transmission controller 12 selects the target rotational speed that is the normal required rotational speed value or the smaller of the calculated rotational speed limit value, and the engine torque is the normal required torque value or the calculated torque limit value that is smaller. Is selected and output to the engine controller 1a, the rotation speed limit control (that is, the upshift of the variator 20) is continued, and the process of step S12 is repeated.

If the transmission controller 12 determines in step S12 that permission to continue the rotation speed limit control has not been issued, the process proceeds to step S15.
In step S15, the transmission controller 12 calculates the return target rotation speed from the previous target rotation speed and the return rotation inclination, and calculates the return target torque from the previous target torque and the return torque inclination. The process proceeds to S16.

  In step S16, the transmission controller 12 selects the target rotational speed that is the normal required rotational speed or the smaller return target rotational speed, and selects the target torque that is the normal required torque or the smaller return target torque. Then, the process proceeds to step S17.

  In step S17, the transmission controller 12 compares and determines the target rotational speed selected in step S16 and the normal required rotational speed. If the target rotational speed is greater than the normal required rotational speed, the process proceeds to step S18. If the target rotational speed is smaller than the normal required rotational speed, the process proceeds to step S19.

In step S18, the transmission controller 12 outputs to the engine controller 1a so as to return to the target rotation speed and target torque selected in step S16 with a preset inclination (change rate) at the time of return, thereby limiting the rotation speed. Control (ie, upshifting of variator 20) is terminated.
Steps S15 to S18 are performed in parallel with the coordinated shift control.

  In step S19, the transmission controller 12 continues the rotation speed limit control (that is, the upshift of the variator 20), and repeats the process of step S12.

  If the transmission controller 12 determines in step S11 that the rotation speed limit control is not being executed, the process proceeds to step S20, and the transmission controller 12 determines whether or not the rotation speed limit control is permitted. judge.

  If the transmission controller 12 determines that the rotation speed limit control is permitted, the process proceeds to step S21. If it is determined that the rotation speed limit control is not permitted, the process proceeds to step S23.

  In step S21, the transmission controller 12 calculates a “revolution speed limit value” and a “torque limit value” based on the vehicle speed and a limit control map described later, and the process proceeds to step S22.

  In process step S22, the transmission controller 12 selects the target rotational speed as the normal required rotational speed value or the smaller of the calculated rotational speed limit value, and sets the engine torque as the normal required torque value or the calculated torque limit value. The smaller one is selected and output to the engine controller 1a to start execution of the rotational speed limit control, that is, the upshift of the variator 20 is started, and the process of step S12 is repeated.

  If the transmission controller 12 determines in step S20 that the rotation speed limit control is not permitted, the process proceeds to step S23. In step S23, the transmission controller 12 sets the normal rotation speed as the target rotation speed. Is selected as the target torque, and is output to the engine controller 1a, and the process is terminated.

  FIG. 5 is a diagram showing a map for engine speed limit control.

The horizontal axis is the engine speed, and the vertical axis is the engine torque.
When performing engine speed limit control, values on the optimum fuel consumption line are selected for both the speed limit value and the torque limit value.

  FIG. 6 is a time chart at the time of cooperative shift control of the first embodiment, and FIG. 7 is a time chart at the time of cooperative shift control of the comparative example.

The operation of the first embodiment will be described with reference to FIG.
At time t1, the transmission controller 12 determines the necessity for the 2-1 downshift of the sub-transmission 30, and when the rotation speed limit control is permitted, the execution of the speed limit control, that is, the validator 20 is performed. Start upshifting.
Next, when the transmission controller 12 determines the end of the rotation speed limit control at time t2, the cooperative shift control is executed, that is, the shift stage of the sub-transmission 30 is shifted 2-1 (downshift), The shift ratio vRatio of the variator 20 is started to change (upshift) to the smaller shift ratio.
The engine rotation and the engine torque at this time are limited by the inclination at the time of returning to the rotation limit control.
When the transmission controller 12 determines that the shift of the auxiliary transmission mechanism 30 and the variator 20 is completed at time t3, the routine shifts to normal shift control.
While the rotational speed limiting control before the cooperative shift control is performed, the through-ratio ratio DRatio changes to the lower speed ratio by changing the speed ratio vRatio of the variator 20 to the lower speed ratio. Even if the increase in force is suppressed to a small level and a pulling torque is generated by an inertia torque or the like that is generated at the time of cooperative shift control, the torque step is suppressed to be small.

  In contrast, in the comparative example in which the rotation speed limitation control shown in FIG. 7 is not performed, the cooperative shift control is started with a high driving force. Will occur and a shift shock will occur.

Next, the function and effect will be described.
The control device and control method for the continuously variable transmission with auxiliary transmission according to the first embodiment have the following effects.

(1) The variator was upshifted in advance when performing coordinated shift control in which the auxiliary transmission downshifts.
Therefore, the pulling torque due to the inertia torque generated during the coordinated shift control can be reduced, so that the shift shock can be suppressed.

(2) During the upshift of the variator in advance, the engine rotation and engine torque are limited so that the engine rotation and engine torque change along the optimal fuel consumption line of the engine.
Therefore, the influence on the fuel consumption can be minimized.

(3) When returning to normal control by releasing the rotation restriction control that limits the engine rotation and engine torque during the upshift of the prior variator, the engine rotation and engine torque are restored at a preset change rate. I did it.
Thus, sudden changes in the engine state can be avoided.

(4) The rotation limit control that limits the engine rotation and the engine torque during the upshift of the variator in advance is performed when the preset conditions are satisfied.
Specifically, there is no request for immediate warming control of the engine, the vehicle speed is equal to or lower than a predetermined vehicle speed, and the accelerator opening is equal to or lower than 0 deg.
Therefore, in the case of a priority condition, priority is given to that, so that adverse effects on the vehicle can be suppressed.

As mentioned above, although the form for implementing this invention was demonstrated based on the Example, the specific structure of this invention is not limited to the structure shown in the Example, The range which does not deviate from the summary of invention. Such design changes are included in the present invention.

For example, although the belt-type continuously variable transmission mechanism is provided as the variator 20 in the above embodiment, the variator 20 is a continuously variable transmission mechanism in which a chain is wound around the pulleys 21 and 22 instead of the V-belt 23. There may be. Alternatively, the variator 20 may be a toroidal continuously variable transmission mechanism in which a tiltable power roller is disposed between the input disk and the output disk.

In the above-described embodiment, the sub-transmission 30 is a transmission mechanism having two speeds of first speed and second speed as the forward speed. However, the sub-transmission 30 has three or more speeds as the forward speed. A transmission mechanism having stages may be used.

Further, although the auxiliary transmission 30 is configured using the Ravigneaux type planetary gear mechanism, it is not limited to such a configuration. For example, the auxiliary transmission 30 may be configured by combining a normal planetary gear mechanism and a frictional engagement element, or a plurality of power transmission paths configured by a plurality of gear trains having different gear ratios, and these powers You may comprise by the frictional engagement element which switches a transmission path.

Further, although the hydraulic cylinders 23a and 23b are provided as actuators for displacing the movable conical plates of the pulleys 21 and 22 in the axial direction, the actuators are not limited to those driven by hydraulic pressure but may be electrically driven. Good.

4 ... Transmission 11 ... Hydraulic control circuit 12 ... Transmission controller (transmission control device)
20 ... Variator (continuously variable transmission)
21 ... Primary pulley 22 ... Secondary pulley 23 ... V belt 30 ... Sub-transmission

Claims (14)

An engine, a continuously variable transmission (hereinafter referred to as “variator”) capable of changing the gear ratio steplessly, and a variator are provided in series with the first shift step as the forward shift step. A control device for a continuously variable transmission with a sub-transmission comprising a sub-transmission having a second gear having a smaller gear ratio than the first gear.
Based on the driving state of the vehicle, an attainment through speed ratio, which is a target value to be reached by the overall speed ratio of the variator and the sub-transmission (hereinafter referred to as “through speed ratio”), is set. ,
A target through speed ratio that is a transient target value for causing the through speed ratio to follow the attained through speed ratio with a predetermined transient response is set based on the attained through speed ratio,
Coordination for changing the gear ratio of the variator in the direction opposite to the direction of change of the gear ratio of the sub-transmission while changing the gear ratio of the sub-transmission mechanism so that the through gear ratio becomes the target through gear ratio. Shift control,
Upshifting the variator in advance when performing coordinated shift control in which the auxiliary transmission downshifts,
A control device for a continuously variable transmission with a sub-transmission. A control device for a continuously variable transmission with an auxiliary transmission according to claim 1,
The engine rotation and the engine torque are changed so that the engine rotation and the engine torque change along the optimal fuel consumption line of the engine during the upshifting of the variator when performing the cooperative shift control in which the sub-transmission is downshifted. Limit,
A control device for a continuously variable transmission with a sub-transmission. A control device for a continuously variable transmission with a sub-transmission according to claim 2,
When releasing the engine rotation and engine torque limit control and returning to normal control, the engine rotation and engine torque are returned at a preset change rate.
A control device for a continuously variable transmission with a sub-transmission. A control device for a continuously variable transmission with a sub-transmission according to claim 1 or 2,
Upshift control of the advance variator when performing the cooperative shift control in which the auxiliary transmission downshifts is performed when a preset condition is satisfied,
Control device for continuously variable transmission with auxiliary transmission A control device for a continuously variable transmission with a sub-transmission according to claim 4,
The preset condition is that there is no request for immediate warming control of the engine.
A control device for a continuously variable transmission with a sub-transmission. A control device for a continuously variable transmission with a sub-transmission according to claim 4,
The preset condition is that the vehicle speed is a predetermined vehicle speed or less.
A control device for a continuously variable transmission with a sub-transmission. A control device for a continuously variable transmission with a sub-transmission according to claim 4,
The preset condition is when the accelerator opening is 0 deg or more.
A control device for a continuously variable transmission with a sub-transmission. An engine, a continuously variable transmission (hereinafter referred to as “variator”) capable of changing the gear ratio steplessly, and a variator are provided in series with the first shift step as the forward shift step. A control device for a continuously variable transmission with a sub-transmission comprising a sub-transmission having a second gear having a smaller gear ratio than the first gear.
Based on the driving state of the vehicle, an attainment through speed ratio, which is a target value to be reached by the overall speed ratio of the variator and the sub-transmission (hereinafter referred to as “through speed ratio”), is set. ,
A target through speed ratio that is a transient target value for causing the through speed ratio to follow the attained through speed ratio with a predetermined transient response is set based on the attained through speed ratio,
Coordination in which the speed ratio of the variator is changed in a direction opposite to the direction of change of the speed ratio of the auxiliary transmission mechanism while changing the speed ratio of the auxiliary transmission mechanism so that the through speed ratio becomes the target through speed ratio. Shift control,
Upshifting the variator in advance when performing coordinated shift control in which the auxiliary transmission downshifts,
A control method for a continuously variable transmission with a sub-transmission. A method for controlling a continuously variable transmission with a sub-transmission according to claim 8,
The engine rotation and the engine torque are changed so that the engine rotation and the engine torque change along the optimal fuel consumption line of the engine during the upshifting of the variator when performing the cooperative shift control in which the sub-transmission is downshifted. Limit,
A control method for a continuously variable transmission with a sub-transmission. A method for controlling a continuously variable transmission with a sub-transmission according to claim 9,
When releasing the engine rotation and engine torque limit control and returning to normal control, the engine rotation and engine torque are returned at a preset change rate.
A control method for a continuously variable transmission with a sub-transmission. A method for controlling a continuously variable transmission with a sub-transmission according to claim 8 or 9,
Upshift control of the advance variator when performing the cooperative shift control in which the auxiliary transmission downshifts is performed when a preset condition is satisfied,
A control method for a continuously variable transmission with a sub-transmission. A control method for a continuously variable transmission with a sub-transmission according to claim 11,
The preset condition is that there is no request for immediate warming control of the engine.
A control method for a continuously variable transmission with a sub-transmission. A control method for a continuously variable transmission with a sub-transmission according to claim 11,
The preset condition is that the vehicle speed is a predetermined vehicle speed or less.
A control method for a continuously variable transmission with a sub-transmission. A control method for a continuously variable transmission with a sub-transmission according to claim 11,
The preset condition is when the accelerator opening is 0 deg or more.
A control method for a continuously variable transmission with a sub-transmission.

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