JP6357403B2 - Control device and control method for automatic transmission - Google Patents

Description

  The present invention relates to an automatic transmission control device and control method.

  In a continuously variable transmission including a variator and a sub-transmission mechanism that is a stepped sub-transmission mechanism, when the through speed ratio, which is the speed ratio of the entire transmission, becomes the mode switching speed ratio, the speed stage of the sub-transmission mechanism is changed to the first speed stage. While changing from the first gear to the second gear, the variator is subjected to gear shift control in the direction opposite to the gear shift direction of the sub-transmission mechanism. The mode switching gear ratio is set to a through gear ratio when the gear ratio of the variator is near the highest level and the gear position of the subtransmission mechanism is the first gear position.

JP 2010-78029 A

  As in the prior art described in Patent Document 1, the mode change gear ratio is set such that the variator is near the highest level. This is because the actual transmission ratio of the variator at the time when the sub-transmission mechanism starts to be shifted by the cooperative shift is set to be near the highest level. This is because the shift shock accompanying the shift of the sub-transmission mechanism during the coordinated shift can be suppressed, and the change in the acceleration G due to the decrease in the engine rotation speed during the shift has the least uncomfortable feeling to the driver.

  On the other hand, in actual shift control, there may be a case where the control target value and the actual control value do not coincide with each other due to variations in the supply hydraulic pressure and mechanical individual differences such as control valves and hydraulic chambers. As a result, the actual transmission ratio of the variator may not be close to the highest level at the time when the shift of the auxiliary transmission mechanism by cooperative deceleration is disclosed. In this case, there is a possibility that the driver feels uncomfortable due to an unintended shift shock or the engine rotation speed stagnating.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a control device and a control method for a continuously variable transmission that can suppress a shift shock and a sense of incongruity to a driver in a coordinated shift.

  According to one embodiment of the present invention, a continuously variable transmission mechanism capable of changing a transmission ratio steplessly, and a continuously variable transmission mechanism connected in series, and switching a plurality of shift stages by engaging and releasing a plurality of frictional engagement elements. An automatic transmission comprising a stepped transmission mechanism, and the stepless transmission mechanism is shifted in a direction opposite to the transmission direction of the stepped transmission mechanism in accordance with the shift of the stepped transmission mechanism. And a control unit that performs a coordinated shift that suppresses a change in the through transmission ratio that is the ratio. The control unit executes coordinated shift when the operating point changes to a mode switching shift line set in advance on a shift map based on the vehicle speed and the input rotational speed of the stepped transmission mechanism. The mode switching shift line with respect to the vehicle speed on the shift map is changed based on a gear ratio of the continuously variable transmission mechanism when the transmission mechanism is in an inertia phase.

  According to the present invention, the mode switching shift line for determining the shift of the stepped transmission mechanism at the time of the cooperative shift is set to the actual speed ratio of the continuously variable transmission mechanism when the stepped transmission mechanism is in the inertia phase (at the end of the torque phase). It can be changed accordingly. By controlling in this way, it is possible to optimize the actual transmission ratio of the stepped transmission mechanism and the continuously variable transmission mechanism at the time of the cooperative transmission regardless of individual differences of the automatic transmission. It is possible to prevent the driver from feeling uncomfortable due to the stagnation of the speed.

It is explanatory drawing which shows the structure of the vehicle carrying the transmission of embodiment of this invention. It is explanatory drawing of an example of the shift map of embodiment of this invention. It is a time chart which shows the shift control performed with the transmission of embodiment of this invention. It is explanatory drawing which shows the state of the actual gear ratio of the variator of embodiment of this invention. It is explanatory drawing which shows the state of the actual gear ratio of the variator of embodiment of this invention. It is a flowchart of the learning control which the controller of embodiment of this invention performs.

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

  FIG. 1 is an explanatory diagram showing the configuration of a vehicle equipped with a transmission 4 according to this embodiment.

  The vehicle includes an engine 1 as a power source. The output rotation of the engine 1 is transmitted to drive wheels via a torque converter 2 with a lock-up clutch, an automatic transmission (hereinafter simply referred to as “transmission 4”), and a final reduction gear 6.

  The vehicle includes an oil pump 10 that is driven using a part of the power of the engine 1, a hydraulic control circuit 11 that regulates the hydraulic pressure from the oil pump 10 and supplies the hydraulic pressure to each part of the transmission 4, and hydraulic control A controller 12 that controls the circuit 11 is provided.

  The transmission 4 includes a continuously variable transmission mechanism (hereinafter referred to as “variator 20”) and a stepped transmission mechanism (hereinafter referred to as “sub transmission mechanism”) that is disposed downstream of the variator 20 and provided in series with the variator 20. 30 ”).

  The variator 20 is a belt-type continuously variable transmission mechanism 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, 23b is adjusted, the width of the V groove changes, the contact radius between the V belt 23 and each pulley 21, 22 changes, and the speed ratio vRatio of the variator 20 changes steplessly. To do.

  The subtransmission mechanism 30 is a transmission mechanism having two forward speeds and one reverse speed. The subtransmission mechanism 30 includes a planetary gear mechanism and a plurality of frictional engagement elements 31 (for example, a Low brake, a High clutch, and a Rev brake) that change the linkage state of the planetary gear mechanism.

  When the hydraulic pressure supplied to the frictional engagement elements 31 is adjusted to change the engagement / release state of the frictional engagement elements 31, the gear position of the auxiliary transmission mechanism 30 is changed. For example, if the low brake is engaged and the high clutch and the rev brake are released, the shift stage of the auxiliary transmission mechanism 30 is the first speed. If the High clutch is engaged and the Low brake and Rev brake are released, the gear position of the subtransmission mechanism 30 becomes the second speed having a gear ratio smaller than the first speed. Further, if the Rev brake is engaged and the Low brake and the High clutch are released, the shift speed of the subtransmission mechanism 30 is reverse.

  The controller 12 outputs an output signal of an accelerator opening sensor 41 that detects the opening of the accelerator pedal (hereinafter referred to as “accelerator opening APO”), the input rotational speed of the transmission 4 (= the rotational speed of the primary pulley 21, hereinafter). , “Primary rotational speed Npri”), an output signal from the rotational speed sensor 42, an output signal from the vehicle speed sensor 43, which detects the traveling speed of the vehicle (hereinafter referred to as “vehicle speed VSP”), and the oil of the transmission 4. An output signal of the oil temperature sensor 44 that detects the temperature, an output signal of the inhibitor switch 46 that detects the position of the select lever 45, an output signal of the brake switch 47 that detects that the brake pedal is depressed, and the like are input.

  The controller 12 determines a target speed ratio based on these input signals, and the speed change recorded in advance so that the overall speed ratio (through speed ratio) of the transmission 4 follows this target speed ratio. With reference to a map or the like, a shift control signal for controlling the gear ratio of the variator 20 and the shift speed of the auxiliary transmission mechanism 30 is generated, and the generated shift control signal is output to the hydraulic control circuit 11.

  Based on the shift control signal from the controller 12, the hydraulic control circuit 11 adjusts the required hydraulic pressure from the hydraulic pressure generated by the oil pump 10, and supplies this to each part of the transmission 4. As a result, the gear ratio of the variator 20 and the gear position of the auxiliary transmission mechanism 30 are changed, and the transmission 4 is shifted. The hydraulic control circuit 11 includes a hydraulic sensor 49 that detects the actual hydraulic pressure supplied to the variator 20 and the frictional engagement element 31 of the auxiliary transmission mechanism.

  FIG. 2 is an explanatory diagram of an example of a shift map provided in the controller 12 of the present embodiment.

  In the shift map, the operating point of the transmission 4 is determined in advance based on the vehicle speed VSP and the primary rotational speed Npri, and a shift line is set for each accelerator opening APO.

  The transmission ratio of the transmission 4 is an overall transmission ratio obtained by multiplying the transmission ratio of the variator 20 and the auxiliary transmission mechanism 30, and this overall transmission ratio is hereinafter referred to as a “through transmission ratio”.

  When the transmission 4 is in the low speed mode, the subtransmission mechanism 30 is the first speed, and the speed is changed in the low speed mode ratio range between the low speed mode Low line and the low speed mode Highest line according to the transmission ratio of the variator 20. Can do. The operating point of the transmission 4 at this time moves within the A region or the B region.

  When the transmission 4 is in the high speed mode, the subtransmission mechanism 30 is in the second speed, and the speed ratio in the high speed mode ratio range between the high speed mode Low line and the high speed mode Highest line according to the gear ratio of the variator 20. Can be obtained. The operating point of the transmission 4 at this time moves within the B region or the C region.

  Within this region B, the sub-transmission mechanism 30 can be shifted regardless of whether it is first speed or second speed. On the other hand, in the region exceeding the low speed mode Highest line, the subtransmission mechanism 30 needs to be in the second speed, so that the subtransmission mechanism 30 is shifted from the first speed to the second speed along the low speed mode Highest line. A switching shift line is set.

  When the operating region changes to the mode switching shift line (when reaching the mode switching shift line or changes across the mode switching shift line), that is, the shift line at a certain accelerator opening APO is changed to the mode switching shift line. The controller 12 shifts the auxiliary transmission mechanism 30 from the first speed to the second speed or from the second speed to the first speed.

  During the shift of the sub-transmission mechanism 30, the gear ratio of the variator 20 is changed in the opposite direction to the change of the transmission ratio of the sub-transmission mechanism 30, and the shift is performed so as to suppress the change of the through transmission ratio of the transmission 4. Such a shift can suppress the driver's uncomfortable feeling due to the change in the input rotation caused by the step of the speed ratio of the auxiliary transmission mechanism 30.

  In the embodiment of the present invention, the operation of shifting the change of the transmission ratio of the sub-transmission mechanism 30 and the change of the transmission ratio of the variator 20 so as to be opposite to each other while suppressing the change of the through transmission ratio as described above. This is called “cooperative shifting”. In the coordinated shift according to the present embodiment, the speed ratio of the variator 20 is shifted in the opposite direction to the subtransmission mechanism 30 by a speed ratio corresponding to the amount of change in the speed ratio of the subtransmission mechanism 30, but the through speed ratio changes. Such a shift of the variator 20 may be used.

  For the operation of the controller 12 and the hydraulic control circuit 11, particularly the coordinated shift for controlling the variator 20 and the auxiliary transmission mechanism 30 at the same time, refer to Japanese Patent Application Laid-Open No. 2012-57710 already filed and published by the present applicant. I want to be.

  Next, the control in the mode switching shift line according to the embodiment of the present invention will be described.

  When the sub-transmission mechanism 30 is in the first speed and the operation region changes to the mode switching shift line, the controller 12 shifts the sub-transmission mechanism 30 from the first speed to the second speed. At this time, the speed ratio of the variator 20 is changed so as to suppress the change in the through speed ratio.

  FIG. 3 is a time chart showing the shift control in the mode switching shift line performed in the transmission 4 of the present embodiment.

  The time chart shown in FIG. 3 shows that the sub-transmission mechanism 30 is in the first speed, the accelerator opening APO is substantially constant, the vehicle speed is increased, and the through speed ratio Ratio is gradually changing to the High side. The state of the transmission 4 when it changes to the mode switching shift line in FIG. 2 is shown.

  In FIG. 3, from the top, the through speed ratio Ratio, the actual speed ratio Ratio of the variator 20, the actual speed ratio tRatio of the auxiliary transmission mechanism 30, the torque capacity of the frictional engagement element 31 (Low brake) on the release side of the auxiliary transmission mechanism 30, and Each change in the torque capacity of the frictional engagement element 31 (High clutch) on the engagement side of the auxiliary transmission mechanism 30 is shown in a time chart with time as a horizontal axis.

  When the controller 12 decides to shift the sub-transmission mechanism 30 from the first speed to the second speed (timing t1) when the operation region becomes a mode switching shift line, preparation for changing the frictional engagement element 31 of the sub-transmission mechanism 30 is made. Execute the preparation phase.

  In the preparatory phase, the hydraulic pressure of the frictional engagement element 31 on the engagement side is temporarily increased to perform precharge that suppresses the hydraulic response delay, and then set to the torque transmission start hydraulic pressure and waits. Further, the hydraulic pressure of the disengagement side frictional engagement element 31 is set to a standby hydraulic pressure for release and stands by.

  After the preparation phase, the process proceeds to the torque phase (timing t2). In the torque phase, the control is executed as a control in the previous stage in which the torque of the output shaft is changed in a state where the rotation speed of the input shaft in the auxiliary transmission mechanism 30 does not change, and the gear ratio is changed.

  After the torque phase, the phase shifts to the inertia phase (timing t3). In the inertia phase, the controller 12 performs a change in the auxiliary transmission mechanism 30 to slightly increase the engagement hydraulic pressure of the engagement-side friction engagement element 31 to engage the friction engagement element 31 and release the release-side friction engagement element 31. . The transition from the torque phase to the inertia phase is, for example, when the hydraulic pressure supplied to the frictional engagement element 31 becomes a predetermined hydraulic pressure or when a predetermined time has elapsed.

  At this time, the gear ratio of the variator 20 is changed in the direction opposite to the change of the gear ratio of the sub-transmission mechanism 30 to perform a shift so as to suppress the change of the through gear ratio of the transmission 4.

  After the inertia phase, the process proceeds to the end phase (timing t4). In the end phase, the engagement capacity of the engagement side frictional engagement element 31 is sufficiently increased and the torque capacity of the release side frictional engagement element 31 is set to the minimum value.

  In such control, in the mode switching shift line for shifting the subtransmission mechanism 30 from the first speed to the second speed, the actual speed ratio vRatio of the variator 20 is set to be close to the highest level at the end of the torque phase. This is because when the variator 20 is near the highest level, the shift shock in the subtransmission mechanism 30 can be suppressed, and the change in the acceleration G caused by the decrease in the engine rotation speed that occurs during the shift of the subtransmission mechanism 30 gives the driver a sense of discomfort. This is because it is the least.

  On the other hand, in actual shift control, there may be a case where the control target value and the actual control value do not coincide with each other due to variations in the supply hydraulic pressure or individual differences between the control valve, the hydraulic chamber, and the like. As a result, when the shift of the subtransmission mechanism 30 is executed by the mode switching shift line, the actual gear ratio vRatio of the variator 20 does not reach the highest level at the end of the torque phase, or before the torque phase ends. The actual gear ratio vRatio may be the highest.

  4 and 5 are explanatory diagrams showing the actual gear ratio vRatio of the variator 20 at the end of the torque phase in the present embodiment.

  FIG. 4 shows a case where the actual gear ratio vRatio of the variator 20 is not at the highest level at the end of the torque phase. In this case, a shift shock is more likely to occur by the difference ΔiP between the actual transmission ratio vRatio of the variator 20 and the highest High.

  FIG. 5 shows a case where the actual speed ratio vRatio of the variator 20 becomes the highest level before the torque phase ends. In this case, the state in which the through speed ratio Ratio of the transmission 4 does not change continues for the time ΔT from when the actual speed ratio vRatio of the variator 20 becomes the highest level to the end of the torque phase. If such a state where the gear ratio is stagnated continues, the driver feels uncomfortable.

  In the embodiment of the present invention, in order to prevent the shift shock at the time of shift and the driver from feeling uncomfortable by ΔiP and ΔT, learning is performed by the following control and the mode switching shift line is changed. To do.

  FIG. 6 is a flowchart of the learning control of the mode switching shift line executed by the controller 12 according to the embodiment of the present invention.

  In step S10, the controller 12 determines whether or not to shift the sub-transmission mechanism 30 from the first speed to the second speed in the shift map in FIG. When the mode change shift line is changed, the process proceeds to step S30. Otherwise, repeat step S10 and wait.

  In step S10, from the viewpoint of learning the shift map, if the mode is changed to the mode switching shift line when rapid acceleration or rapid deceleration is performed, the subsequent processing is not executed. More specifically, for example, when the accelerator opening APO is 2/8 or more and the brake pedal is depressed, step S10 is repeated regardless of whether or not the mode change shift line has been changed.

  In step S20, the controller 12 starts cooperative shift control as shown in FIG. In the coordinated shift control, a preparation phase, a torque phase, an inertia phase, and an end phase are executed.

  In the coordinated shift control, the controller 12 determines whether or not the actual transmission ratio vRatio of the variator 20 is the highest (step S30). If the actual transmission ratio vRatio of the variator 20 is the highest, in step S40. The count of ΔT is started and the process proceeds to step S50. The actual gear ratio vRatio may be obtained from the hydraulic pressure supplied to the variator 20 or may be obtained from the gear positions of the rotation speed sensor 42, the vehicle speed sensor 43, and the auxiliary transmission mechanism 30.

  If the actual gear ratio vRatio of the variator 20 is not at the highest level, in step S50, the controller 12 determines whether or not the torque phase has ended. Until the torque phase ends, the process returns to step S30, and the processes of steps S30 to S50 are repeated.

  If it is determined in step S50 that the torque phase has ended, the controller 12 calculates the value of ΔT that started counting in step S40 in step S60. If the actual gear ratio vRatio of the variator 20 is not at the highest level by the end of the torque phase, ΔT is zero.

  Next, the process proceeds to step S <b> 70, and the controller 12 calculates ΔiP, which is a deviation between the actual speed ratio vRatio at the time when the torque phase is completed and the speed ratio of the variator 20 at the highest level. If the actual gear ratio vRatio of the variator 20 is the highest level before the end of the torque phase, ΔiP is zero.

  Next, the controller 12 changes the mode switching shift line in the shift map based on ΔT calculated in step S60 or ΔiP calculated in step S70.

Specifically, the controller 12 shifts the mode at a higher vehicle speed as ΔiP increases, that is, as the deviation between the actual transmission ratio vRatio at the end of the torque phase and the transmission ratio at the highest level increases. Change the mode switching shift line (delay the mode switching shift line). For example, a map of the accelerator opening APO, the actual gear ratio vRatio of the variator, ΔiP and the change amount of the mode switching shift line is prepared in advance, and the change amount of the mode switching shift line corresponding to ΔiP (the first change) 1 predetermined amount) may be determined.

Further, the controller 12 shifts the mode switching shift line on the lower vehicle speed side as ΔT increases, that is, as the time from when the actual gear ratio vRatio reaches the highest level to the end of the torque phase increases. Thus, the mode switching shift line is made faster (the mode switching shift line is made faster). Similarly, at this time, a map of the accelerator opening APO, the actual gear ratio vRatio of the variator, ΔT, and the change amount of the mode switching shift line is prepared in advance, and based on this map, the mode switching shift line corresponding to ΔT is prepared. The change amount (second predetermined amount) may be determined.

  With the processing in FIG. 6, the controller 12 changes the mode switching shift line based on the actual gear ratio vRatio at the end of the torque phase in the coordinated shift.

  In this way, in the shift line set for each accelerator opening shown in FIG. 2, the shift point of the corresponding mode switching shift line is changed for the shift line for each accelerator opening APO. The controller 12 shifts the auxiliary transmission mechanism 30 when the shift line of the accelerator opening APO changes to the changed shift point next time. In this way, the mode switching shift line is learned.

  In the present embodiment, the learning control is performed when the accelerator opening APO is substantially constant and changes to the mode switching shift line. Here, when the access opening degree APO is changed between the timings t1 and t3 in FIG. 3 due to, for example, kick down or release of the accelerator pedal, the learning process is not performed. This is because an accurate learning result cannot be obtained by changing the transmission torque capacity of the frictional engagement element.

  In the learning control, the shift point of the mode switching shift line is changed in each of the shift lines set for each accelerator opening APO.

  When the shift point of the mode switching shift line is changed at a certain accelerator opening APO, the mode switching shift line adjacent to the accelerator opening APO is linear with other accelerator openings corresponding to the change. Interpolate.

  For example. In the example shown in FIG. 2, it is assumed that the mode switching shift line is changed from the point F to the point G as a result of learning at the accelerator opening APO (= 4/8). In this case, linear correction is performed on the adjacent mode switching shift line as indicated by a one-dot chain line R shown in FIG. By changing the mode switching shift line in this way, the shift point of the mode switching shift line at the adjacent accelerator opening APO does not change stepwise, and shift shock can be suppressed.

  As described above, in the embodiment of the present invention, a variator 20 that is a continuously variable transmission mechanism capable of changing a transmission gear ratio steplessly, and a plurality of friction fastening elements 31 are connected to and released from a plurality of friction fastening elements 31. The variator 20 is shifted in the direction opposite to the shifting direction of the sub-transmission mechanism 30 as the sub-transmission mechanism 30 is shifted. And a controller 12 that is a control unit that performs a coordinated shift that suppresses a change in the through speed ratio that is the speed ratio of the entire transmission 4. The controller 12 executes the coordinated shift when the operating point changes to a mode switching shift line set in advance on the shift map based on the vehicle speed and the input rotational speed of the transmission 4, and in the coordinated shift, Based on the gear ratio of the variator when 30 becomes the inertia phase, the mode switching shift line for the vehicle speed on the shift map is changed.

  In the embodiment of the present invention, the mode switching shift line for determining the shift of the auxiliary transmission mechanism 30 at the time of the coordinated shift is set to the time when the auxiliary transmission mechanism 30 enters the inertia phase (at the end of the torque phase). The variator 20 can be changed according to the actual gear ratio. By controlling in this way, the actual speed ratio of the variator 20 at the end of the torque phase of the subtransmission mechanism 30 in the coordinated shift can be optimized regardless of the individual difference of the transmission 4. Further, it is possible to prevent the driver from feeling uncomfortable or the like due to the stagnation of the engine rotation speed (effect corresponding to claims 1 and 7).

  Further, the controller 12 sets the mode switching shift line based on the deviation between the actual speed ratio of the variator 20 and the maximum speed ratio of the variator 20 when the auxiliary speed change mechanism 30 enters the inertia phase (when the torque phase ends). change. By controlling in this way, it is possible to perform learning so that the gear ratio of the variator 20 becomes the highest when the subtransmission mechanism 30 enters the inertia phase. Since the actual speed ratio can be optimized, the occurrence of a speed change shock can be suppressed (effect corresponding to claim 2).

  Furthermore, the controller 12 changes the mode switching shift line based on the time from when the gear ratio of the variator 20 reaches the highest level until the auxiliary transmission mechanism 30 enters the inertia phase. By controlling in this way, it is possible to perform learning so as to reduce the time from when the variator 20 reaches the highest level to the inertia phase, and the actual transmission ratio between the variator 20 and the auxiliary transmission mechanism 30 during the cooperative shift. Therefore, it is possible to prevent the driver from feeling uncomfortable due to the stagnation of the engine speed, and to improve the fuel efficiency of the engine (effect corresponding to claim 3).

  Further, the controller 12 shifts at a higher vehicle speed side when the transmission ratio of the variator 20 when the auxiliary transmission mechanism 30 is in the inertia phase is lower than the highest transmission ratio of the variator 20. As the time until the auxiliary transmission mechanism 30 enters the inertia phase after the gear ratio of the variator 20 reaches the highest level is changed, the speed is changed on the lower vehicle speed side. The mode change shift line is changed by a predetermined amount so that By controlling in this way, the actual transmission ratio of the variator 20 at the end of the torque phase of the auxiliary transmission mechanism 30 in the coordinated transmission is optimized to the high vehicle speed side or the low vehicle speed side regardless of the individual difference of the transmission 4. (Effect corresponding to claim 4).

  Further, the predetermined amount is a map of a deviation between the transmission ratio of the variator 20 and the highest transmission ratio of the variator 20, or until the auxiliary transmission mechanism 30 enters the inertia phase after the transmission ratio of the variator 20 becomes the highest. Therefore, the actual transmission ratio of the variator 20 at the end of the torque phase of the auxiliary transmission mechanism 30 in the coordinated shift is set to the high vehicle speed side or the low vehicle speed side regardless of the individual difference of the transmission 4. (Effects corresponding to claim 5).

  Furthermore, the coordinated shift in the present embodiment is a case where the subtransmission mechanism 30 is an upshift. Thereby, the actual gear ratio of the variator 20 at the end of the torque phase of the auxiliary transmission mechanism 30 in the upshift can be optimized to the high vehicle speed side or the low vehicle speed side (effect corresponding to claim 6).

  The embodiment of the present invention has been described above, but the above embodiment is merely one example of application of the present invention, and the technical scope of the present invention is limited to the specific configuration of the above embodiment. is not.

  In the above embodiment, the variator 20 includes a belt-type continuously variable transmission mechanism. The variator 20 is a continuously variable transmission mechanism in which a chain is wound around 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 mechanism 30 is a transmission mechanism having two stages of first speed and second speed as the forward shift stage. However, the sub-transmission mechanism 30 is a shift stage having three or more stages as the forward shift stage. A transmission mechanism having stages may be used.

DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter 4 Transmission 10 Oil pump 11 Hydraulic control circuit 12 Controller 20 Variator (continuously variable transmission mechanism)
30 Sub-transmission mechanism (stepped transmission mechanism)
31 Friction fastening element

Claims (7)

A continuously variable transmission mechanism capable of changing a gear ratio steplessly, and a stepped transmission mechanism connected to the continuously variable transmission mechanism and capable of switching a plurality of shift stages by fastening and releasing a plurality of frictional engagement elements. An automatic transmission,
Along with the shift of the stepped transmission mechanism, the continuously variable transmission mechanism is shifted in a direction opposite to the shift direction of the stepped transmission mechanism to suppress a change in the through transmission ratio that is the transmission ratio of the entire automatic transmission. A control unit that performs coordinated shifting;
With
The controller is
When the operating point changes to a mode switching shift line set in advance on a shift map based on the vehicle speed and the input rotational speed of the stepped transmission mechanism , the cooperative shift is executed,
In the cooperative shift,
Control of the automatic transmission, wherein the mode switching shift line for the vehicle speed on the shift map is changed based on a gear ratio of the continuously variable transmission mechanism when the stepped transmission mechanism enters an inertia phase. apparatus. The automatic transmission control device according to claim 1,
The controller is
Changing the mode switching shift line based on a deviation between the gear ratio of the continuously variable transmission mechanism and the highest gear ratio of the continuously variable transmission mechanism when the stepped transmission mechanism is in an inertia phase. A control device for an automatic transmission. A control device for an automatic transmission according to claim 1 or 2,
The controller is
An automatic transmission characterized in that the mode switching shift line is changed on the basis of a time from when the gear ratio of the continuously variable transmission mechanism reaches the highest level until the stepped transmission mechanism enters an inertia phase. Control device. A control device for an automatic transmission according to claim 2 or 3,
The controller is
When the gear ratio of the continuously variable transmission mechanism is lower than the highest gear ratio of the continuously variable transmission mechanism when the stepped transmission mechanism is in the inertia phase, the higher vehicle speed side Changing the mode switching shift line by a first predetermined amount so that shifting is performed at
The mode switching shift line is set so that the speed change is performed on the lower vehicle speed side as the time until the stepped transmission mechanism becomes the inertia phase after the transmission ratio of the continuously variable transmission mechanism becomes the highest level is increased. A control device for an automatic transmission, wherein the second predetermined amount is changed. The automatic transmission control device according to claim 4,
The first predetermined amount is changed based on a map of deviation between the transmission ratio of the continuously variable transmission mechanism and the highest transmission ratio of the continuously variable transmission mechanism ,
The second predetermined amount, and wherein said the gear ratio of the continuously variable transmission mechanism becomes the most High, the <br/> the stepwise variable transmission mechanism is changed on the basis of the time until the inertia phase Automatic transmission control device. A control device for an automatic transmission according to any one of claims 1 to 5,
In the coordinated shift, the stepped transmission mechanism is an upshift. A continuously variable transmission mechanism capable of changing a gear ratio steplessly, and a stepped transmission mechanism connected to the continuously variable transmission mechanism and capable of switching a plurality of shift stages by fastening and releasing a plurality of frictional engagement elements. As the automatic transmission and the stepped transmission mechanism shift, the continuously variable transmission mechanism is shifted in a direction opposite to the transmission direction of the stepped transmission mechanism, and a through speed ratio that is a speed ratio of the entire automatic transmission. A control unit that performs a coordinated shift that suppresses changes in the automatic transmission,
When the operating point changes to a mode switching shift line set in advance on a shift map based on the vehicle speed and the input rotational speed of the stepped transmission mechanism , the cooperative shift is executed,
In the coordinated shift, the mode switching shift line for the vehicle speed on the shift map is changed based on a gear ratio of the continuously variable transmission mechanism when the stepped transmission mechanism enters an inertia phase. Control method of automatic transmission.

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