JPH05240336A - Transmission controller for vehicle provided with automatic transmission with auxiliary transmission - Google Patents

Abstract

PURPOSE:To carry out control of vehicle condition at an optimum timing by providing first and second speed change action detection means for detecting the speed change action of an auxiliary transmission based on a change in rotational speed of the input shaft side and the output shaft side of a main transmission, and by carrying out control of vehicle condition by selecting either one of the detection means. CONSTITUTION:In a transmission controller consisting of a belt continuously variable transmission(CVT), the transmission gear ratio of which is varied continuously by a hydraulic cylinder, and of an auxiliary transmission to be connected to a rear step of the CVT, which can be switched into a plurality of forward gear steps, a transmission gear ratio detection means for detecting the transmission gear ratio of a main transmission is provided. First and second speed change action judgement means for detecting the speed change action of the auxiliary transmission based on the change in the rotational speed of an input shaft side and of an output shaft side of the main transmission, respectively, are provided, and either one of the judgement means is selected by a selecting means based on the transmission gear ratio of the main transmission detected by the transmission gear ratio detection means. Actual vehicle condition is controlled by a vehicle condition control means based on the speed change action selected by the selecting means.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle equipped with an automatic transmission with an auxiliary transmission.

[0002]

2. Description of the Related Art In a vehicle equipped with an automatic transmission capable of shifting to a plurality of forward gears, when shifting gears, the actual shifting operation is performed based on a change in the input shaft rotational speed of the automatic transmission or the engine rotational speed. Judge the start,
Vehicle state control based on the actual gear shifting operation, for example,
In order to mitigate the shift shock, control is performed to temporarily reduce the output torque of the engine thereafter. For example, the shift control device described in Japanese Patent Laid-Open No. 62-279144 is that.

[0003]

SUMMARY OF THE INVENTION By the way, in a vehicle equipped with an automatic transmission with an auxiliary transmission having a sub-transmission at a rear stage of the main transmission, such as a planetary gear type multi-speed transmission or a continuously variable transmission,
In order to alleviate the shift shock that occurs when the gear stage of the auxiliary transmission is changed, it is conceivable to apply the vehicle state control technique at the time of shifting as described above.

However, in the above-described automatic transmission with an auxiliary transmission, the change state of the input shaft rotation speed of the automatic transmission is different in relation to the gear stage or the gear ratio of the main transmission. When the actual shift operation of the auxiliary transmission is detected based on the state and the vehicle state control is executed,
There is a drawback that the control cannot be executed at an appropriate timing. If it cannot be executed at an appropriate timing as described above, for example, shift shock may not be sufficiently mitigated, and drivability may be impaired.

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle equipped with an automatic transmission with an auxiliary transmission capable of executing vehicle state control at an appropriate timing. To provide a shift control device of the above.

[0006]

The first aspect of the present invention for achieving the above object is to provide a sub-transmission at a rear stage of the main transmission as shown in the schematic diagram of the invention of FIG. A shift control device for a vehicle including an automatic transmission with an auxiliary transmission, comprising: (a) a gear ratio detection means for detecting a gear ratio of the main transmission; and (b) an input shaft of the main transmission. First shift operation detecting means for detecting a shift operation of the sub-transmission based on a change in rotation speed; and (c) a shift operation of the sub-transmission based on a change in an output shaft rotation speed of the main transmission. Second to detect
A speed change operation detecting means, and (d) a speed change operation detected by the first speed change operation detecting means and a second speed change operation detecting means based on the speed change ratio of the main transmission detected by the speed change ratio detecting means. And (e) vehicle state control means for controlling the vehicle state in response to the shift operation selected by the selecting means.

[0007]

With this arrangement, the selection means has the first
The shift operation detected by the shift operation detecting means and the second
Either one of the gear shifting operations detected by the gear shifting operation detecting means is selected based on the gear ratio of the main transmission detected by the gear ratio detecting means, and is selected by the selecting means in the vehicle state control means. Vehicle state control is executed in response to the shift operation.

[0008]

As described above, one of the gear shifting operation detected by the first gear shifting operation detecting means and the gear shifting operation detected by the second gear shifting operation detecting means is based on the gear ratio of the main transmission. As a result, regardless of the gear ratio of the main transmission, the actual start time point of the gear shifting operation of the sub transmission is accurately detected, and the vehicle state control means executes the vehicle state control at an appropriate timing. It

[0009]

A second aspect of the present invention is characterized in that, as shown in the schematic diagram of FIG. 2, an auxiliary transmission is provided at the rear stage of the main transmission. A shift control device for a vehicle including an automatic transmission with an auxiliary transmission, comprising:
(a) first shift operation detecting means for detecting a start point of a shift operation of the auxiliary transmission based on a change in input shaft rotation speed of the main transmission; and (b) output shaft rotational speed of the main transmission. Second shift operation detecting means for detecting a start point of a shift operation of the auxiliary transmission on the basis of the change of, and (c) the start point of the shift operation detected by the first shift operation detecting means and the second shift operation. A determination unit that determines the earliest start point of the shift operation detected by the operation detection unit as the start point of the shift operation, and (d) responds to the start point of the shift operation determined by the determination unit. And vehicle state control means for controlling the vehicle state.

[0010]

In this way, the determination means has the first
The earliest starting point of the gear shifting operation detected by the gear shifting operation detecting means and the second gear shifting operation detecting means is determined to be the starting point of the gear shifting operation, and in the vehicle state control means, the determining means determines that. The vehicle state control is executed in response to the determined start point of the shift operation.

[0011]

As described above, the earliest one of the starting points of the shifting operation detected by the first shifting operation detecting means and the second shifting operation detecting means is the starting point of the shifting operation. As a result of the determination and the vehicle state control being executed from the determined starting point, the actual start time point of the gear shifting operation of the auxiliary transmission is accurately detected regardless of the gear ratio of the main transmission, and the control means is provided. The vehicle state is executed at an appropriate timing.

Here, the vehicle state control based on the actual gear shifting operation includes torque down control for temporarily reducing the output of the engine in the actual gear shifting process, and gear ratio of the continuously variable transmission in the actual gear shifting process. The control includes fixing control and control for releasing the lockup clutch in the actual shift process.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described in detail below with reference to the drawings.

FIG. 3 is a skeleton diagram of an FF vehicle transverse transaxle to which a control device according to an embodiment of the present invention is applied, and FIG. 4 is a block diagram showing a configuration example of the control device. In FIG. 3, the power of the engine 10 includes a fluid coupling 12 with a lock-up clutch, a forward / reverse switching device 14, and a belt type continuously variable transmission (hereinafter referred to as CVT).
It is adapted to be transmitted to wheels 26 connected to a drive shaft 24 via 16, the auxiliary transmission 18, the reduction gear device 20, and the differential gear device 22.

The fluid coupling 12 is the engine 1
Pump impeller 30 connected to zero crankshaft 28
A turbine impeller 32 that is rotated by oil from the pump impeller 30; an output shaft 34 that is connected to the turbine impeller 32 such that it cannot rotate relative to the turbine impeller 32; and a damper 36 that is provided on the output shaft 34. A lock-up clutch 38 is provided. The pump impeller 30 includes a hydraulic pump 40.
Are connected to generate hydraulic pressure for operating the hydraulic actuators of the respective parts. In the fluid coupling 12, when the hydraulic oil is supplied to the disengagement side oil chamber 46 and the hydraulic oil in the engagement side oil chamber 48 is discharged, the lockup clutch 38 is released, and conversely, the engagement side oil chamber is released. When the hydraulic oil is supplied to the chamber 48 and the hydraulic oil in the release side oil chamber 46 is discharged, the lockup clutch 3
8 is engaged, and the crank shaft 28 and the output shaft 34 are directly connected.

The forward / reverse switching device 14 is a double pinion type planetary gear device which is selectively switched between a forward gear stage and a reverse gear stage in accordance with an operation position of a shift lever 142, which will be described later. It is arranged on the opposite side of the coupling 12. The output shaft 34 of the fluid coupling 12 extends through the shaft center of the input shaft 58 of the CVT 16 to the opposite side, and the planetary gear device has a sun gear 50 provided on the output shaft 34 so as not to rotate relative to the sun gear 50. 50, a pair of planet gears 54 and 56 that mesh with one and the other of the sun gear 50 and the ring gear 52 and mesh with each other, and rotatably support the planet gears 54 and 56. The CVT 16 also includes a carrier 60 that is connected to the input shaft 58 of the CVT 16 such that the carrier 60 cannot rotate relative to the input shaft 58. A multi-plate type forward clutch C1 is provided between the sun gear 50 and the carrier 60, and a multi-plate type reverse brake B1 is provided between the ring gear 52 and the housing 64. Engagement control is performed by the forward hydraulic actuator 42 and the reverse hydraulic actuator 44, respectively. When the forward clutch C1 is engaged in the state where the reverse brake B1 is released, the output shaft 34 and the carrier 60 are relatively non-rotatably connected and the input shaft 58 is rotated integrally with the output shaft 34 to move forward. When the clutch C1 is released and the reverse brake B1 is engaged, the rotation of the ring gear 52 is blocked and the carrier 6
Further, the input shaft 58 is decelerated and rotated in the direction opposite to the output shaft 34, that is, the direction in which the vehicle is moved backward.

The CVT 16 includes the input shaft 58 and an output shaft 70 parallel to the input shaft 58.
8. The output shaft 70 is provided with a drive-side variable pulley 72 and a driven-side variable pulley 74, and a transmission belt 76 is wound between the variable pulleys 72 and 74. The variable pulleys 72 and 74 have the input shaft 5
8 and the fixed rotating body 7 fixed to the output shaft 70, respectively.
8 and 80, and movable rotating bodies 82 and 84 provided on the input shaft 58 and the output shaft 70 so as to be movable in the axial direction and not to rotate relative to each other, respectively. By being moved in the axial direction by the hydraulic cylinders 86 and 88 arranged on the rear surface side, the V groove width, that is, the hanging diameter (effective diameter) of the transmission belt 76 is changed, and the gear ratio γ (= The rotation speed N _in of the input shaft 58 / the rotation speed N _out of the output shaft 70 is changed.

The sub-transmission 18 is composed of a single pinion type planetary gear device, and is connected to the output shaft 70 in a non-rotatable manner with a sun gear 90 rotatably arranged concentrically with the output shaft 70. A ring gear 92, a sun gear 90 and a planet gear 94 meshed with the ring gear 92, and a carrier 98 that rotatably supports the planet gear 94 and is non-rotatably connected to the second output shaft 96. I have it. A multi-plate high speed stage clutch C2 is provided between the sun gear 90 and the carrier 98, and a one-way clutch 102 and a multi-plate low speed stage brake B2 are provided between the sun gear 90 and the housing 64. They are provided in series. Engagement control of the high speed gear clutch C2 and the low speed gear brake B2 is controlled by a high speed gear hydraulic actuator 106 and a low speed gear hydraulic actuator 108, respectively. In the low-speed gear stage established by the engagement of the low-speed stage brake B2, the one-way clutch 1
02 prevents rotation of the sun gear 90 in the opposite direction to the ring gear 92 in the positive torque drive state, but permits rotation in the same direction as the ring gear 92 in the negative torque drive (engine braking) state to allow the drive wheel 26 to rotate. The power transmission path for transmitting the rotational force to the engine 10 side is released. Accordingly, when the high speed gear clutch C2 is released and the low speed gear brake B2 is engaged, the low speed gear position is established. In this state, when the output shaft 70 of the CVT 16 is rotated in the direction of advancing the vehicle, the carrier 98 and the second output shaft 96 are decelerated in the same direction as the rotation direction of the output shaft 70. Conversely, the low-speed stage brake B2 is released and the high-speed stage clutch C2 is released.
When is engaged, the high speed gear is established. In this state, the sun gear 90 and the carrier 98 are coupled to each other such that they cannot rotate relative to each other, so that the planetary gear device can be integrally rotated, and the second output shaft 96 is rotated in the same direction as the output shaft 70. The gear can be switched by engaging the high speed clutch C2 while the low speed brake B2 is engaged during forward travel.

A first gear 110 is provided on the second output shaft 96, and a second gear 1 is provided on the intermediate shaft 112.
It is meshed with 14. The intermediate shaft 112 is rotatably arranged around an axis c parallel to the axis b of the second output shaft 96, and also has a large-diameter gear 11 of the differential gear device 22.
The third gear 118 meshed with the gear No. 6 is provided. Second
The gear 114 has a larger diameter than the first gear 110, and
18 has a smaller diameter than the second gear 114,
The reduction gear device 20 is constituted by the gear 110, the second gear 114, and the third gear 118. The differential gear device 22 is rotatably supported around an axis orthogonal to the drive shaft 24, and a pair of differential small gears 120 that rotate integrally with the large diameter gear 116 and mesh with the differential small gears 120. A pair of differential gears 12 connected to a drive shaft 24
2 and. Therefore, the power transmitted from the reduction gear device 20 is evenly distributed to the left and right drive shafts 24 in the differential gear device 22, and then the left and right front wheels (drive wheels).
26 is transmitted.

In FIG. 4, a throttle sensor 130 provided in an intake pipe (not shown) of the engine 10 supplies a signal representing the throttle valve opening θ _th to the electronic control unit 132. Further, for example, the engine rotation sensor 134 provided in the igniter or the like is used to determine the rotation speed N of the engine 10.
A signal representing _e is provided to the electronic controller 132. Also,
The input shaft rotation sensor 136 and the output shaft rotation sensor 138 provided in the housing 64 are the input shaft 5 of the CVT 16.
Signals representing the rotation speed N _{in of} 8 and the rotation speed N _out of the output shaft 70 are supplied to the electronic control unit 132, respectively. Further, the vehicle speed sensor 140 provided in the housing 64 for detecting the rotation of the drive shaft 24, that is, the front wheel 26,
The rotation speed N _out2 of the second output shaft 96 which is the output shaft of the auxiliary transmission 18 is detected and a signal corresponding to the vehicle speed SPD is supplied to the electronic control unit 132. The operation position sensor 144 also supplies a signal representing the operation position P _s of the shift lever 142 to the electronic control unit 132. Hydraulic control circuit 170 of FIG.
Is configured, for example, as described in the specification of Japanese Patent Application No. 3-182980.

The electronic control unit 132 includes a CPU 146, R
A so-called microcomputer including an AM 148, a ROM 150, and an interface (not shown) is provided, and the CPU 146 uses the temporary storage function of the RAM 148 to process the input signal in accordance with a program stored in the ROM 150 in advance to change the gear ratio of the CVT 16. The first solenoid valve 152 and the second solenoid valve 154 are driven for control, and the third solenoid valve 156 and the fourth solenoid valve 158 are driven for engagement control of the lockup clutch 38 of the fluid coupling 12, The sixth solenoid valve 162 is driven to control the gear shift of the auxiliary transmission 18. Further, a torque down command signal ECT1 for performing a torque reduction control in order to mitigate a shift shock that occurs when the auxiliary transmission 18 is switched to a shift stage is output to the ignition timing adjustment device 164 together with the retarded angle request value ESA.

In the gear ratio control of the CVT 16 described above, for example, the target engine rotation speed is set so that the engine 10 operates along an optimum curve that provides fuel economy and drivability.
The target input shaft rotation speed or the target gear ratio is determined, and the first solenoid valve 152 is set so that the target value and the actual value match.
And the second solenoid valve 154 is driven to adjust the gear ratio γ. Further, in the engagement control of the lockup clutch 38, for example, from the relationship stored in advance, it is determined whether or not it is the engagement region based on the vehicle speed SPD and the throttle valve opening θ _th, and it is determined that it is the engagement region. If the fourth solenoid valve 158 is turned off, the third solenoid valve 156 is turned on, and if it is determined that the release region is reached, the fourth solenoid valve 158 is turned off. The 3 solenoid valve 156 is also turned off. Further, in the tension control pressure control, for example, the tension control pressure P _{belt applied} to the secondary hydraulic cylinder 88 is stored in advance so as to obtain a target pressure that is a small value within a range in which the transmission belt 76 does not slip. Fifth from the relationship
The solenoid valve 160 is controlled. In the speed change control of the auxiliary transmission 18, for example, as described in Japanese Patent Application Laid-Open No. 61-241561 or Japanese Patent Application Laid-Open No. 62-137239, for example, from the relationship stored in advance shown in FIG. Throttle valve opening θ _th and gear ratio γ or vehicle speed SPD
Based on the above, the gear stage to be switched is determined, and if the shift determination result is a high speed gear stage, the sixth solenoid valve 162 is turned on, and if it is a low speed gear stage, the sixth solenoid valve 162 is turned off. FIG. 6 shows the relationship between the operating states of the forward clutch C1 and the reverse brake B1, the high speed clutch C2 and the low speed brake B2, which are controlled in relation to the operating position of the shift lever 142, and the shift speed. There is.

The vehicle state control routine which is the main part of the operation of the electronic control unit 132 will be described below with reference to the flowchart of FIG. In the routine of FIG. 7, the auxiliary transmission 1
8 shift from low gear to high gear, ie L →
This is for alleviating the shift shock caused by the H shift.

[0024] In step S1 of FIG. 7, the signal supplied by the sensor, that is, the rotational speed N _e of the engine 10, the rotational speed N _in of the input shaft 58, the rotational speed N _out of the output shaft 70, the throttle valve opening θ _th , the rotational speed N _out2 of the second output shaft 92, and the operation position P _s of the shift lever 142 are read, and the speed ratio γ of the CVT 16, the vehicle speed SPD, and the like are calculated from these signals. That is,
This step S1 corresponds to the gear ratio detecting means of the present invention. Then, in the subsequent step S2, it is determined whether or not the gear ratio γ of the CVT 16 is equal to or greater than a predetermined determination reference value, eg, "1". The reference value is the input rotation speed N _in generated in association with the L → H shift of the auxiliary transmission 18.
Is a predetermined one for determining whether or not the area is where the change of is likely to appear.

If the determination in step S2 is affirmative, it means that the input rotation speed N _in is likely to change. Therefore, in step S3, the auxiliary transmission 18 is changed based on the change amount of the input rotation speed N _in. The first shift operation detection routine for detecting the actual L → H shift operation is executed. In the first shift operation detection routine, the upper peak value (maximum value) of the input rotation speed N _in which is sequentially read is detected, and when the decrease width from the upper peak value exceeds a preset value α _1. It is determined that the actual start time of the L → H shift operation, that is, the start time of the inertia phase. Point A _{1 in} FIG. 8 indicates this point. Further, in this first gear shift operation detection routine, the gear ratio γ ^H of the auxiliary transmission 18 and the CVT1
6 and the rotational speed N _out2 of the second output shaft 96
From the auxiliary transmission 18 input shaft rotation speed to be achieved after the speed change completion ^{(= γ · γ H · N} out2) is calculated, a large value by a predetermined judgment reference value β from the calculated value by multiplying bets When the actual input shaft rotation speed N _in falls, it is determined that the L → H shift operation is about to end. Point B _{1 in} FIG. 8 indicates this point. Then, when the calculated value and the actual input shaft rotation speed N _in match, it is determined that the L → H shift operation has ended.

However, if the determination in step S2 is negative, the change _in the input rotation speed N _in is _in a region where it is unlikely to appear, so in step S4, the output rotation speed N in
_A second gear shift operation detection routine for detecting the actual L → H gear shift operation of the auxiliary transmission 18 is executed based on the change amount of _out . In the second shift operation detection routine, the upper peak value (maximum value) of the output rotation speed N _out is detected, and the actual L value is obtained when the amount of decrease from the upper peak value exceeds the preset value α _2. → It is determined to be the start point of the H shift operation, that is, the start point of the inertia phase. Point A _{2 in} FIG. 9 indicates this point. Also in this second gear shift operation detection routine, the gear ratio γ ^H of the auxiliary transmission 18 and the second output shaft 96
Of the auxiliary transmission 18 by multiplying the rotation speed N _{out2 of}
Output shaft rotation speed (= γ ^H
N _out2 ) is calculated, and the actual output shaft rotation speed N _out is larger than the calculated value by a predetermined judgment reference value β.
When is lowered, it is determined to be immediately before the end of the L → H shift operation. Point B _{2 in} FIG. 9 indicates this point. And
When the calculated value matches the actual output shaft rotation speed N _out, it is determined that the shift operation has ended.

When the L → H shift operation of the auxiliary transmission 18 is detected as described above, in the following step S5, the shift operation detected in the first shift operation detection routine of the above step S3 or the step of the step S4. Corresponding to the shift operation detected in the 2 shift operation detection routine, the L →
Shift shock mitigation control for mitigating a shift shock that occurs in connection with the H shift is executed. That is, in step S3 or S4, L → H of the auxiliary transmission 18
When the start of the shifting operation is detected, the vehicle state control of step S5 is started, and conversely, the above-described step S3 or S4 is performed.
When the end of the L → H shift operation of the auxiliary transmission 18 is detected at, the vehicle state control of step S5 is ended.
In this vehicle state control, control for alleviating the shift shock is executed in the present embodiment, and for example, the clutch release for absorbing the shift shock by fluid by releasing the lock-up clutch 38 which has been in the engaged state until then. Control,
An engine output torque reduction control for reducing the output torque of the engine 10 to reduce the peak torque by retarding the ignition timing by the ignition timing adjustment device 164, and CV
By fixing the gear ratio γ at T16, at least one of control for suppressing the consumption of hydraulic oil and preventing a gear shift shock due to a shift in gear shift timing is executed.

As described above, according to the present embodiment, when it is determined that the gear ratio γ of the CVT 16 which is the main transmission is greater than or equal to the predetermined determination reference value "1" in step S2 functioning as selection means. In step S3 corresponding to the first shift operation detecting means, the actual L → H shift operation of the auxiliary transmission 18 is detected based on the input shaft rotation speed N _in ,
Further, the gear ratio γ of the CVT 16 is a predetermined judgment reference value “1”.
When it is determined that it is smaller than the output shaft rotation speed N in step S4 corresponding to the second shift operation detecting means.
Based on _out , the actual L → H shift operation of the auxiliary transmission 18 is detected. Then, in step S5 corresponding to the vehicle state control means, a shift shock alleviation control for alleviating the shift shock of the auxiliary transmission 18 is executed in accordance with the detected shift operation. Therefore, regardless of the gear ratio γ of the CVT 16, the actual start time point of the gear shift operation of the auxiliary transmission 18 is accurately detected, and the gear shift shock mitigation control is executed at an appropriate timing to provide a sufficient gear shift shock mitigation action. can get.

Incidentally, regardless of the gear ratio γ of the CVT 16, the L → of the auxiliary transmission 18 is changed based on the change of the input shaft rotation speed N _in.
In the conventional device for detecting the H shift operation, as shown in FIG. 9, for example, when the start point of the L → H shift operation is detected, as shown in FIG.
As shown by the delay time t _a1 'of FIG. 3, it is unavoidable that the delay time t _a2 becomes significantly larger than that in the above embodiment. Further, even when the point immediately before the end of the L → H shift operation is detected, it is inevitable that the delay time t _b2 becomes significantly larger than the delay time t _b2 in the above embodiment, as shown by the delay time t _b1 ′. It was For this reason, the shift shock mitigation control cannot be executed at an appropriate timing, which may impair drivability.

FIG. 10 is a flow chart for explaining the operation of the electronic control unit 132 in another embodiment of the present invention. In the following description, the same parts as those in the above-described embodiment are designated by the same reference numerals and the description thereof will be omitted.

In FIG. 10, in step S11, a first gear shift operation detection routine similar to that in step S3 is executed, and in subsequent step S12, a second gear shift operation detection routine similar to that in step S4 is executed. Step S
At 13, the auxiliary transmission 18 is changed from L → H by executing the first shift operation detection routine and the second shift operation detection routine.
It is determined whether or not the detection of the start time, the time immediately before the end, or the end time of the shift operation is completed. If the determination in step S13 is negative, this routine is ended. However, if the determination in step S13 is affirmative, in step S14, the auxiliary transmission 18
With respect to the start time point of the L → H shift operation, the earliest detection time point by the first shift operation detection routine and the second shift operation detection routine is determined to be the actual one. Further, regarding the time point immediately before the end of the L → H speed change operation of the auxiliary transmission 18, the last detection time point by the first speed change operation detection routine and the second speed change operation detection routine is determined as the actual time point. Therefore, the time point at which the shift is completed is detected more accurately. Then, in step S15, the same shift shock mitigation routine as in step S5 is executed from the start time point of the L → H shift operation of the auxiliary transmission 18 determined in step S14 to a time point just before or at the end time point. It

In the determining means corresponding to step S14, the maximum of the starting points of the gear shifting operation detected by the first gear shifting operation detecting means corresponding to step S11 and the second gear shifting operation detecting means corresponding to step S12, respectively. The previous one is determined to be the start point of the gear shifting operation, and step S1
In the vehicle state control means corresponding to step 5, step S
From the start point of the shift operation determined by 14, the vehicle state control, that is, the shift shock alleviation control for alleviating the shift shock of the auxiliary transmission 18 is executed. Therefore, regardless of the gear ratio γ of the CVT 16, the actual start time point of the gear shift operation of the auxiliary transmission 18 is accurately detected, and the gear shift shock mitigation control is executed at an appropriate timing to provide a sufficient gear shift shock mitigation action. can get.

Although one embodiment of the present invention has been described above with reference to the drawings, the present invention can be applied to other modes.

For example, in the above-mentioned embodiment, the automatic transmission using the CVT 16 as the main transmission is explained, but a multi-stage planetary gear type automatic transmission known as so-called A / T is the main transmission. The present invention can be applied to a vehicle adopted as.

Further, in step S2 described above, "1" is used as the determination reference value of the gear ratio γ,
Other values may be used. In short, the input shaft rotation speed N _in
When the shift operation of the auxiliary transmission 18 is detected based on the change of the output speed of the auxiliary transmission 18 and when the shift operation of the auxiliary transmission 18 is detected based on the change of the output shaft rotation speed N _out. Any value can be used as long as it indicates a boundary with a region in which detection accuracy is relatively obtained.

Further, in the above-described embodiment, the shift from the low speed gear stage to the high speed gear stage of the auxiliary transmission 18 was described, but the present invention is the same when shifting from the high speed gear stage to the low speed gear stage. Applied to. Sub transmission 1 at this time
The gear shift operation of No. 8 will be described, for example, with respect to the gear shift start point, from the lower peak value N _in ^lp or N _out ^{lp of} the input shaft rotation speed N _in or the output shaft rotation speed N _{out to} the rotation speed N of the auxiliary transmission 18 after shifting. _In ^L or N _out ^L is calculated, and a value lower than the rotation speed by a predetermined judgment reference value Δn (N _in ^L
It is detected based on that the actual input shaft rotation speed N _in or the output shaft rotation speed N _out is higher than −Δn) or (N _out ^L −Δn).

The above description is merely one embodiment of the present invention, and the present invention can be variously modified without departing from the gist thereof.

[Brief description of drawings]

FIG. 1 is a diagram showing a main configuration of the first invention.

FIG. 2 is a diagram showing the main configuration of the second invention.

FIG. 3 is a skeleton diagram illustrating the configuration of a power transmission device for a vehicle to which an embodiment of the present invention is applied.

FIG. 4 is a block diagram showing a configuration of a control device used in the embodiment of FIG.

5 is a diagram showing a relationship used for shift determination of the auxiliary transmission of FIG.

FIG. 6 is a diagram for explaining operating states of a gear stage of the auxiliary transmission and a solenoid valve for controlling the gear stage in the embodiments of FIGS. 3 and 4;

7 is a flowchart illustrating a main part of the operation of the electronic control device of FIG.

FIG. 8 is a diagram illustrating a shift operation detection position in a first shift operation detection routine shown in step S3 of FIG.

9 is a diagram illustrating a shift operation detection position in a second shift operation detection routine shown in step S4 of FIG.

FIG. 10 is a diagram corresponding to FIG. 7 in another embodiment of the present invention.

[Explanation of symbols]

 16 Belt type continuously variable transmission (main transmission) 18 Sub transmission Step S1 Gear ratio detection means Step S2 Selection means Step S3, Step S11 First gear shift operation detection means Step S4, Step S12 Second gear shift detection means Step S5 , Step S15 vehicle state control means step S14 determination means

Claims (2)

[Claims] 1. A shift control device for a vehicle, comprising: an automatic transmission with an auxiliary transmission having an auxiliary transmission after the main transmission; and a gear ratio detecting means for detecting a gear ratio of the main transmission. First shift operation detecting means for detecting a shift operation of the auxiliary transmission based on a change of an input shaft rotation speed of the main transmission, and the sub shift based on a change of an output shaft rotation speed of the main transmission. Second speed change operation detecting means for detecting a speed change operation of the machine, and the speed change operation detected by the first speed change operation detecting means and the second speed change operation based on the speed change ratio of the main transmission detected by the speed change ratio detecting means. It is characterized by including: selecting means for selecting one of the shifting operations detected by the shifting operation detecting means; and vehicle state control means for controlling the vehicle state in response to the shifting operation selected by the selecting means. With sub gearbox Shift control device for the vehicle with the shift device. 2. A shift control device for a vehicle, comprising an automatic transmission with an auxiliary transmission having a sub-transmission at a subsequent stage of the main transmission, wherein the shift control device is based on a change in an input shaft rotation speed of the main transmission. First shift operation detecting means for detecting a start point of a shift operation of the auxiliary transmission, and a second shift for detecting a start point of a shift operation of the auxiliary transmission based on a change in an output shaft rotation speed of the main transmission. The operation detecting means, the start point of the gear shifting operation detected by the first gear shifting operation detecting means, and the start point of the gear shifting operation detected by the second gear shifting operation detecting means are the earliest of the gear shifting operations. An automatic transmission device with an auxiliary transmission, comprising: a determination unit that determines a start point; and a vehicle state control unit that controls a vehicle state in response to a shift operation start point determined by the determination unit. Shift control device for vehicles.