JP6753018B2 - Control device for automatic transmission - Google Patents

Description

The present invention relates to a control device for an automatic transmission including an auxiliary transmission mechanism and a continuously variable transmission mechanism.

The technique of Patent Document 1 is known as a control device for an automatic transmission including an auxiliary transmission mechanism and a continuously variable transmission mechanism. In this publication, when the gear ratio of an automatic transmission (hereinafter referred to as a through gear ratio) obtained from both the gear ratio of the auxiliary transmission mechanism and the gear ratio of the continuously variable transmission mechanism is downshifted, the auxiliary transmission mechanism In the case of accompanying downshifting, the auxiliary transmission mechanism is downshifted, and the gear ratio of the continuously variable transmission mechanism is controlled so that the automatic transmission achieves the through gear ratio.

Japanese Unexamined Patent Publication No. 2011-21716

Here, when the auxiliary transmission mechanism is accompanied by a downshift when the through gear ratio is downshifted, the continuously variable transmission mechanism may be downshifted or upshifted. However, in the above-mentioned conventional technique, there is room for further improvement without considering that the shift state in the continuously variable transmission mechanism is different.

Focusing on the above-mentioned problems, the present invention pays attention to the above-mentioned problems, and when the through shift ratio is downshifted with the downshift of the auxiliary transmission mechanism, the automatic transmission that can achieve good shift control by considering the shift state of the continuously variable transmission mechanism. It is an object of the present invention to provide a control device for an aircraft.

For this purpose, the automatic transmission control device of the present invention includes an automatic transmission having a main transmission mechanism capable of steplessly changing the gear ratio, an auxiliary transmission mechanism having a plurality of fixed transmission stages, and the automatic transmission. The main transmission ratio is calculated so that the gear ratio of the automatic transmission obtained by combining the gear ratio of the main transmission mechanism and the gear ratio of the auxiliary transmission mechanism achieves the target gear ratio. A transmission mechanism and a controller for controlling the gear ratio of the auxiliary transmission mechanism are provided, and the controller includes the main transmission mechanism and the controller in order to downshift the gear ratio of the automatic transmission toward the target gear ratio. while both of the subtransmission mechanism is downshifted, the main transmission mechanism is upshift the subtransmission mechanism than during the downshift, it was decided to increase the transmission speed of the main transmission mechanism.

Therefore, the responsiveness at the time of downshift can be improved, and good shift control can be achieved.

It is a schematic system diagram which shows the drive system of the vehicle of Example 1 and its whole control system. In the vehicle of the first embodiment, (a) is a schematic system diagram showing the drive system of the vehicle and its overall control system, and (b) is built in the V-belt type continuously variable transmission in the drive system of the vehicle. It is a fastening logic diagram of the clutch in the auxiliary transmission. This is an example of a shift map stored in the transmission controller of the first embodiment. It is a time chart which shows the downshift at the operation point P1 of Example 1. FIG. It is a time chart which shows the downshift at the operation point P2 of Example 1. FIG. It is a characteristic figure which shows the relationship of the torque when the variator downshifts when the automatic transmission of Example 1 downshifts at a certain vehicle speed. It is a characteristic diagram which shows the relationship of the torque when the variator upshifts when the automatic transmission of Example 1 downshifts at a certain vehicle speed. It is a figure which shows the variator gear ratio Iv before and after downshifting at a certain vehicle speed with the automatic transmission of Example 1. FIG. It is a figure which shows the acceleration change at the time of downshifting at a certain vehicle speed with the automatic transmission of Example 1. FIG. It is a flowchart which shows the shift time control process at the time of downshift of Example 1. It is a prediction accelerator pedal opening degree calculation map of Example 1.

[Example 1]
FIG. 1 is a schematic system diagram showing a vehicle drive system of the first embodiment and an overall control system thereof. The vehicle of FIG. 1 is equipped with the engine 1 as a power source. The engine 1 is started by the starter motor 3. The engine 1 is driven and coupled to the drive wheels 5 via the automatic transmission 4 so as to be appropriately detachable.

The variator CVT of the automatic transmission 4 is a V-belt type continuously variable transmission mechanism composed of a primary pulley 6, a secondary pulley 7, and a V-belt 8 (endless flexible member) spanned between these pulleys 6 and 7. .. The V-belt 8 adopts a configuration in which a plurality of elements are bundled by an endless belt, but it may be a chain method or the like and is not particularly limited. The primary pulley 6 is coupled to the crankshaft of the engine 1 via the torque converter T / C, and the secondary pulley 7 is coupled to the drive wheels 5 via the clutch CL and the final gear set 9 in sequence. In this embodiment, the elements (clutch, brake, etc.) that connect and disconnect the power transmission path are collectively referred to as a clutch. FIG. 1 conceptually shows the power transmission path, and the high clutch H / C, the reverse brake R / B, and the low brake L / B provided in the auxiliary transmission 31 described later are collectively referred to as a clutch. It is described as CL. When the clutch CL is engaged, the power from the engine 1 is input to the primary pulley 6 via the torque converter T / C, and then through the V-belt 8, the secondary pulley 7, the clutch CL and the final gear set 9, the drive wheels 5 Reach and drive.

During engine power transmission, the pulley V-groove width of the primary pulley 6 is reduced and the pulley V-groove width of the secondary pulley 7 is increased to increase the winding arc diameter between the V-belt 8 and the primary pulley 6 and at the same time the secondary. Reduce the diameter of the winding arc with the pulley 7. As a result, the variator CVT upshifts to the High side pulley ratio (High side gear ratio). When the upshift to the high gear ratio is performed to the limit, the gear ratio is set to the maximum gear ratio.

Conversely, by increasing the pulley V-groove width of the primary pulley 6 and reducing the pulley V-groove width of the secondary pulley 7, the winding arc diameter between the V-belt 8 and the primary pulley 6 is reduced, and at the same time, the secondary pulley 7 and the secondary pulley 7. Increase the diameter of the winding arc. As a result, the variator CVT downshifts to the Low side pulley ratio (Low side gear ratio). When the downshift to the low gear ratio is performed to the limit, the gear shift is set to the minimum gear ratio.

The variator CVT has a primary rotation speed sensor 6a that detects the rotation speed of the primary pulley 6 and a secondary rotation speed sensor 7a that detects the rotation speed of the secondary pulley 7, and the rotation speed detected by both rotation speed sensors. The actual CVT rotational speed Iv is calculated based on the above, and the hydraulic control of each pulley is performed so that the actual CVT rotational speed Iv becomes the target CVT rotational speed Iv *.

The engine controller 22 controls the output of the engine 1, and the transmission controller 24 uses the oil from the mechanical oil pump O / P driven by the engine as a medium to control the speed change of the variator CVT and the speed change control of the auxiliary transmission 31. It controls the engagement and release of the clutch CL.

FIG. 2A is a schematic system diagram showing the vehicle drive system of the first embodiment and its overall control system, and FIG. 2B is built into the automatic transmission 4 in the vehicle drive system of the first embodiment. It is a fastening logic diagram of the clutch CL (specifically, H / C, R / B, L / B) in the auxiliary transmission 31. As shown in FIG. 2A, the auxiliary transmission 31 rotatably supports the composite sun gears 31s-1 and 31s-2, the inner pinion 31pin, the outer pinion 31pout, the ring gear 31r, and the pinion 31pin, 31pout. It is composed of a labinho type planetary gear set consisting of a carrier 31c.

Of the composite sun gears 31s-1 and 31s-2, the sun gear 31s-1 is coupled to the secondary pulley 7 to act as an input rotation member, and the sun gear 31s-2 is placed coaxially with the secondary pulley 7 but rotates freely. Try to get.

The inner pinion 31pin is meshed with the sun gear 31s-1, and the inner pinion 31pin and the sun gear 31s-2 are meshed with the outer pinion 31pout, respectively.
The outer pinion 31pout meshes with the inner circumference of the ring gear 31r and couples the carrier 31c to the final gear set 9 so as to act as an output rotating member.
The carrier 31c and the ring gear 31r can be appropriately coupled by the high clutch H / C which is the clutch CL, the ring gear 31r can be appropriately fixed by the reverse brake R / B which is the clutch CL, and the sun gear 31s-2 can be appropriately fixed by the clutch CL. It can be fixed appropriately by a certain low brake L / B.

In the auxiliary transmission 31, the high clutch H / C, the reverse brake R / B, and the low brake L / B are fastened in the combination indicated by the circle in FIG. 2 (b), and the others are × in FIG. 2 (b). By releasing as indicated by the mark, the forward first speed, the second speed, and the reverse gear can be selected. When the high clutch H / C, reverse brake R / B and low brake L / B are all released, the auxiliary transmission 31 is in a neutral state without power transmission, and when the low brake L / B is engaged in this state, the auxiliary transmission 31 is in a neutral state. The transmission 31 is in the forward 1st speed selection (deceleration) state, and when the high clutch H / C is engaged, the auxiliary transmission 31 is in the forward 2nd speed selection (direct connection) state, and when the reverse brake R / B is engaged, the auxiliary transmission 31 is in the forward 1st speed selection (deceleration) state. The transmission 31 is in the reverse selection (reverse) state.

The automatic transmission 4 in FIG. 2A releases the variator CVT (secondary pulley) by releasing all clutches CL (H / C, R / B, L / B) and neutralizing the auxiliary transmission 31. The 7) and the drive wheel 5 can be separated.

The automatic transmission 4 in FIG. 2 (a) is controlled by using the oil from the engine-driven mechanical oil pump O / P as the operating medium, and the transmission controller 24 is the line pressure solenoid 35 and the lockup solenoid 36. , Primary pulley pressure solenoid 37-1, secondary pulley pressure solenoid 37-2, low brake pressure solenoid 38, high clutch pressure & reverse brake pressure solenoid 39 and switch valve 41 to control the control of the variator CVT as follows. To do. The transmission controller 24 has a signal from the accelerator pedal opening sensor 27 (see FIG. 1) that detects the accelerator pedal depression amount (accelerator pedal opening) APO, and a signal from the vehicle speed sensor 32 that detects the vehicle speed VSP. And the signal from the acceleration sensor 33 that detects the vehicle acceleration / deceleration G is input.

The line pressure solenoid 35 responds to a command from the transmission controller 24 and adjusts the oil from the mechanical oil pump O / P to the line pressure PL corresponding to the vehicle required driving force. The lockup solenoid 36 responds to a lockup command from the transmission controller 24 and directs the line pressure PL to the torque converter T / C as appropriate, so that the torque converter T / C can be moved between the input / output elements as required. Put it in a directly connected lockup state. The primary pulley pressure solenoid 37-1 adjusts the line pressure PL to the primary pulley pressure in response to the CVT gear ratio command from the transmission controller 24, and supplies this to the primary pulley 6, thereby V of the primary pulley 6. The groove width and the V-groove width of the secondary pulley 7 are controlled so that the CVT gear ratio matches the command from the transmission controller 24 to realize the CVT gear ratio command from the transmission controller 24. The secondary pulley pressure solenoid 37-2 adjusts the line pressure PL to the secondary pulley pressure in response to the clamping force command from the transmission controller 24, and supplies this to the secondary pulley 7, so that the secondary pulley 7 becomes the V-belt 8 Clamp so as not to slip.
The low brake pressure solenoid 38 is engaged by supplying the line pressure PL as the low brake pressure to the low brake L / B when the transmission controller 24 issues the first speed selection command of the auxiliary transmission 31. , Realize the 1st speed selection command.
The high clutch pressure & reverse brake pressure solenoid 39 is a switch valve that uses the line pressure PL as the high clutch pressure & reverse brake pressure when the transmission controller 24 issues the second speed selection command or the backward selection command of the auxiliary transmission 31. Supply to 41.

At the time of the 2nd speed selection command, the switch valve 41 directs the line pressure PL from the solenoid 39 to the high clutch H / C as the high clutch pressure, and by engaging this, the 2nd speed selection command of the auxiliary transmission 31 is issued. Realize.
At the time of the reverse selection command, the switch valve 41 directs the line pressure PL from the solenoid 39 to the reverse brake R / B as the reverse brake pressure, and by engaging this, the reverse selection command of the auxiliary transmission 31 is realized.

[About shift control processing]
Next, the shift control process will be described. FIG. 3 is an example of a shift map stored in the transmission controller 24 of the first embodiment. The transmission controller 24 controls the automatic transmission 4 according to the driving state of the vehicle (vehicle speed VSP, primary rotation speed Npri, accelerator pedal opening APO in the first embodiment) with reference to this shift map. In this shift map, the operating point of the automatic transmission 4 is defined by the vehicle speed VSP and the primary rotation speed Npri. The inclination of the line connecting the operating point of the automatic transmission 4 and the zero point in the lower left corner of the shift map is the overall gear ratio obtained by multiplying the gear ratio Iv of the variator CVT by the gear ratio Isub of the auxiliary transmission 31. It corresponds to the gear ratio Ith, hereinafter referred to as "through gear ratio").

In this shift map, a shift line is set for each accelerator pedal opening APO, as in the shift map of the conventional belt-type continuously variable transmission, and the shift of the automatic transmission 4 depends on the accelerator pedal opening APO. It is performed according to the selected transmission line. For the sake of simplicity in FIG. 3, the full load line (shift line when the accelerator pedal opening APO = 8/8), partial line (shift line when the accelerator pedal opening APO = 4/8), coast Only the line (shift line when accelerator pedal opening APO = 0/8) is shown.

When the automatic transmission 4 is in the low speed mode, the automatic transmission 4 is obtained by setting the gear ratio of the variator CVT to the lowest gear ratio and the gear ratio of the low speed mode lowest line and the variator CVT to the highest gear ratio. It is possible to shift between the highest lines in the low speed mode. At this time, the operating point of the automatic transmission 4 moves in the A region and the B region. On the other hand, when the automatic transmission 4 is in the high-speed mode, the automatic transmission 4 sets the gear ratio of the variator CVT to the lowest gear ratio and sets the gear ratio of the high-speed mode lowest line and the variator CVT to the highest gear ratio. It is possible to shift between the highest high speed lines in the obtained high speed mode. At this time, the operating point of the automatic transmission 4 moves in the B region and the C region.

The gear ratio of each gear of the auxiliary transmission 31 is such that the gear ratio corresponding to the highest line in low speed mode (highest gear ratio in low speed mode) corresponds to the lowest gear ratio in high speed mode (lowest gear ratio in high speed mode). Is set to be smaller than. As a result, the range of the through gear ratio Ith of the automatic transmission 4 that can be taken in the low speed mode (“low speed mode ratio range” in the figure) and the range of the through gear ratio Ith of the automatic transmission 4 that can be taken in the high speed mode (in the figure). , "High-speed mode ratio range") partially overlaps, and when the operating point of the automatic transmission 4 is in the B region sandwiched between the high-speed mode lowest line and the low-speed mode highest line, the automatic transmission 4 is Both low-speed mode and high-speed mode can be selected.

Further, on this shift map, the mode switching shift line for shifting the auxiliary transmission 31 is set so as to overlap the highest line in the low speed mode. The through gear ratio corresponding to the mode switching gear ratio (hereinafter referred to as "mode switching gear ratio mRatio") is set to a value equal to the low speed mode maximum gear ratio. The mode switching shift line is set in this way because the smaller the gear ratio of the variator CVT, the smaller the input torque to the auxiliary transmission 31, and the shift shock when shifting the auxiliary transmission 31 can be suppressed. ..

Then, when the operating point of the automatic transmission 4 crosses the mode switching shift line, that is, when the actual value of the through gear ratio Ith changes across the mode switching gear ratio mRatio, the transmission controller 24 is referred to as the variator CVT. Coordinated shifting is performed by both the auxiliary transmissions 31 to switch between the high-speed mode and the low-speed mode.

Next, the shift state when shifting from the high-speed mode to the low-speed mode will be described in detail. FIG. 3 shows a certain operating point Px. At this time, when the driver depresses the accelerator pedal and the operating point Px straddles the mode switching gear ratio mRatio, the downshift of the through gear ratio Ith accompanied by the downshift of the auxiliary transmission 31 is performed. Here, the case where the accelerator pedal is depressed slightly is referred to as P1, and the case where the accelerator pedal is depressed greatly is referred to as P2.

FIG. 4 is a time chart showing the downshift at the operation point P1 of the first embodiment, and FIG. 5 is a time chart showing the downshift at the operation point P2 of the first embodiment. As shown in FIG. 4, when the accelerator pedal depression is small, the downshift amount of the through gear ratio Ith is small. Therefore, when the gear ratio Isub of the auxiliary transmission 31 is downshifted, the CVT gear ratio Iv of the variator CVT is increased. It may shift. On the other hand, as shown in FIG. 5, when the accelerator pedal depression amount is large, the downshift amount of the through gear ratio Ith is large, so that the gear ratio Isub of the auxiliary transmission 31 is downshifted and the CVT gear ratio of the variator CVT is large. Iv may also be downshifted.

FIG. 6 is a characteristic diagram showing the relationship of torque when the variator downshifts when the automatic transmission of the first embodiment downshifts at a certain vehicle speed. In this characteristic diagram, the horizontal axis represents the speed change speed of the variator CVT, and the vertical axis represents the torque. When the variator CVT is downshifted, the clutch input torque fluctuation Tcl, which is the sum of the input torque fluctuation Tin to the variator CVT and the inertia shuttle Ti, is stable at a relatively low value regardless of the shifting speed. In other words, when the variator CVT is downshifted, even if the shift speed is increased, the effect on the clutch input torque fluctuation Tcl that causes shift shock is small.

FIG. 7 is a characteristic diagram showing the relationship of torque when the variator upshifts when the automatic transmission of the first embodiment downshifts at a certain vehicle speed. When the variator CVT is upshifted, the clutch input torque fluctuation Tcl, which is the sum of the input torque fluctuation Iin to the variator CVT and the inertia shuttle Ti, becomes a relatively high value regardless of the shifting speed. In other words, when the variator CVT is upshifted, the clutch input torque fluctuation Tcl that causes shift shock is constantly large, and the higher the shift speed, the greater the torque fluctuation may occur.

FIG. 8 is a diagram showing a variator gear ratio Iv before and after downshifting at a certain vehicle speed of the automatic transmission of the first embodiment. In this figure, the horizontal axis is the accelerator pedal opening APO_before before shifting, and the vertical axis is the variator gear ratio Iv. The variator gear ratio before shifting is Iv_before, and the variator gear ratio after shifting is Iv_after. The region where Iv_before is lower than Iv_after represents the region where the variator CVT is downshifted (hereinafter referred to as the downshift region), and the region where Iv_before is higher than Iv_after is the region where the variator CVT is upshifted. (Hereinafter referred to as an upshift region.). As shown in FIG. 8, when the accelerator pedal opening APO_before before shifting is smaller than the predetermined opening APO_before1, a downshift occurs, and when it is large, an upshift occurs.

FIG. 9 is a diagram showing a change in acceleration when the automatic transmission of the first embodiment downshifts at a certain vehicle speed. In this figure, the horizontal axis is the accelerator pedal opening APO_before before shifting, and the vertical axis is the acceleration change ΔG. Here, since the horizontal axis of FIG. 9 has the same parameters as that of FIG. 8, when APO_before1 set in FIG. 8 is superimposed on FIG. 9, the acceleration change ΔG becomes a relatively narrow range near 0 in the downshift region. It can be seen that the acceleration change ΔG occurs in a relatively wide range away from 0 in the upshift region while it is converged.

From the above results, the inventor found that when the through gear ratio Ith is downshifted, the auxiliary transmission 31 is downshifted and the variator CVT is upshifted, an acceleration change ΔG is likely to occur, and the variator CVT is down. It has been found that when shifting, the acceleration change ΔG is unlikely to occur regardless of the shifting speed.

Here, if the shift time of the variator CVT is shortened regardless of the shift direction of the variator CVT in order to ensure the responsiveness of the downshift, the shift shock may worsen when the variator CVT is upshifting. There is. On the other hand, if the shift time of the variator CVT is lengthened regardless of the shift direction of the variator CVT in order to suppress the shift shock, there is a possibility that sufficient responsiveness cannot be ensured.

Therefore, in the first embodiment, based on the above findings, when the shift shock is not affected even if the shift time is shortened, specifically, when the variator CVT is downshifted, the shift speed is shortened to reduce the shift speed. The responsiveness was improved, and when the shift shock was relatively large, specifically, when the variator CVT was upshifted, the shift time was lengthened as compared with when the variator CVT was downshifted, and the shift shock was suppressed.

FIG. 10 is a flowchart showing the downshift shift time control process of the first embodiment.
In step S1, it is determined whether or not the operating point Px has passed the mode switching gear ratio mRatioi from the bottom to the top on the map of FIG. 3, and if it has passed, it is determined that the auxiliary transmission 31 is downshifted. Proceed to S2, otherwise end this control flow.
In step S2, the predicted accelerator pedal opening APO (n + 1) is calculated by the following formula based on APO and ΔAPO.
APO (n + 1) = APO + α
Here, α is an APO correction amount. FIG. 11 is a predicted accelerator pedal opening degree calculation map of the first embodiment. ΔAPO is taken on the horizontal axis, and it is judged that the larger the ΔAPO, the larger the position of the final operating point moves, and a large α is set.

In step S3, the target primary pulley rotation speed Npri * is calculated based on the shift map shown in FIG. 3, the predicted accelerator pedal opening APO (n + 1) calculated in step S2, and the vehicle speed VSP. As a result, the target through gear ratio Ith * is calculated.
In step S4, the target variator gear ratio Iv * is calculated from the following equation based on the gear ratio Isub of the auxiliary transmission 31 after the downshift and the target through gear ratio Ith * calculated in step S3.
Iv * ＝ Ith * ／ Isub

In step S5, it is determined whether or not the variator CVT is downshifted from the actual gear ratio Iv of the current variator CVT and the target variator gear ratio Iv *. If the variator CVT is downshifted, the process proceeds to step S6. Goes to step S7.
In step S6, the shift time of the variator CVT is set to be shortened. In other words, the speed change speed of the variator CVT is controlled to be faster than when the variator CVT is upshifted. By increasing the shift speed at the time of downshifting of the variator CVT, the progress of the replacement shift in the auxiliary transmission 31 is also promoted, so that the overall shift can proceed faster. As a result, a highly responsive downshift can be achieved without aggravating the shift shock.
In step S7, the shift time of the variator CVT is set to the normal setting. In other words, the speed change speed of the variator CVT is controlled to be slower than when the variator CVT is downshifted. As a result, downshifting can be achieved while suppressing shift shock by securing the shift time.

As described above, in Example 1, the following effects can be obtained.
(1) An automatic transmission 4 having a variator CVT (main transmission mechanism) capable of continuously changing the gear ratio and an auxiliary transmission 31 (auxiliary transmission mechanism) having a plurality of fixed transmission stages, and an automatic transmission Calculate the target through gear ratio Ith * (target gear ratio), and combine the variator gear ratio Iv of the variator CVT and the gear ratio Isub of the auxiliary transmission 31 to achieve the target through gear ratio Iv *. It is equipped with a transmission controller 24 that controls the gear ratio of the transmission 31, and the transmission controller 24 includes a variator CVT and an auxiliary transmission so that the automatic transmission 4 downshifts toward the target through gear ratio Ith *. When downshifting both 31s, it was decided to increase the speed change speed of the variator CVT as compared with the case where the variator CVT was upshifted and the auxiliary transmission 31 was downshifted.
Therefore, the responsiveness at the time of downshift can be improved, and good shift control can be achieved.

(Other embodiments)
Although the present invention has been described above based on each embodiment, the present invention is not limited to the above configuration, and other configurations are also included in the present invention.
For example, in the first embodiment, the speed change speed of the variator CVT is controlled to be high in step S6, but the speed change speed of the auxiliary transmission 31 may be controlled to be high. Specifically, the shifting speed of the variator CVT may be increased by setting the fastening pressure of the low brake L / B to a high value and accelerating the downshift to the 1st speed.
Further, in the first embodiment, in the shift map of FIG. 3, the mode switching shift line and the low speed mode highest line are matched, but if it is within the B region, the mode switching shift line is set at another position. May be good.
Further, in the first embodiment, the variator CVT and the auxiliary transmission 31 are arranged in order from the viewpoint of the engine, but the order may be changed.

1 engine (power source)
2 Electric motor (power source)
3 Starter motor
4 V belt type continuously variable transmission
5 drive wheels
6 Primary pulley
7 Secondary pulley
8 V belt
CVT variator (continuously variable transmission)
T / C torque converter
9 Final gear set
19 Accelerator pedal
22 engine controller
24 transmission controller
27 Accelerator pedal opening sensor
O / P oil pump
31 Sub-transmission
CL clutch
H / C high clutch
R / B reverse brake
L / B low brake
32 Vehicle speed sensor

Claims (2)

An automatic transmission having a main transmission mechanism capable of steplessly changing the gear ratio and an auxiliary transmission mechanism having a plurality of fixed transmission stages.
The target gear ratio of the automatic transmission is calculated so that the gear ratio of the automatic transmission obtained by combining the gear ratio of the main transmission mechanism and the gear ratio of the auxiliary transmission mechanism achieves the target gear ratio. A controller that controls the gear ratios of the main transmission mechanism and the auxiliary transmission mechanism,
With
It said controller, in order to speed ratio of the automatic transmission is down shifted toward the target transmission gear ratio, while both the said main transmission mechanism subtransmission mechanism is downshifted, the main transmission mechanism A control device for an automatic transmission, characterized in that the speed change speed of the main transmission mechanism is increased as compared with the time when the auxiliary transmission mechanism is upshifted and downshifted. In the control device for the automatic transmission according to claim 1,
In the controller, when the automatic transmission downshifts toward the target gear ratio, if both the main transmission mechanism and the auxiliary transmission mechanism downshift, the main transmission mechanism upshifts and the auxiliary transmission shifts. A control device for an automatic transmission, characterized in that the speed change speed of the auxiliary transmission mechanism is increased as compared with the case where the mechanism is downshifted.

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