JPH06247189A - Transition control method from clutch control to speed change control in continuously variable transmission for vehicle - Google Patents

Abstract

PURPOSE:To enable the control of clutch connection and speed change to be smoothly performed by setting in advance both the lower limit value of vehicle speed at completion of predetermined clutch connection, and clutch opening coming in the release side from completion of predetermined clutch connection, and thereby comparing the lower limit value of vehicle speed at completion of predetermined clutch connection corresponding to an actual throttle opening at the time of vehicle starting with an actual vehicle speed. CONSTITUTION:Vehicle speed which is judged that clutch connection has been completely made, is determined in advance with respect to a throttle opening thetaacc by a dashed line A. A characteristic value B is normally set for low vehicle speeds, which indicates the lower limit of scatter of detection in accuracy by a coarse vehicle speed sensor, an opening more or less opened is set in advance as a clutch opening at completion of predetermined clutch connection based on whether or not vehicle speed comes in an area over and above the aforesaid limit, in order that the vehicle is made to start smoothly, the lower limit value of vehicle speed at completion of predetermined clutch connection corresponding to an actual throttle opening is compared with an actual vehicle speed. When an actual vehicle speed is found to have been less than the lower limit value, and also when an actual clutch opening is found to have been smaller than an clutch opening at completion of predetermined clutch connection, it is judged that clutch connection has been compltely made, and clutch connection is thereby continued as is, so that speed change control is made to start.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch provided with a continuously variable transmission for controlling the clutch connection when the clutch is controlled to start the vehicle and then shifts to the shift control to drive the vehicle. The present invention relates to a control method for realizing a smooth transition from shift control to shift control.

[0002]

2. Description of the Related Art As a clutch device for performing clutch connection control in a continuously variable transmission, for example, Japanese Patent Laid-Open No. Sho 56-56 is known.
There is one disclosed in Japanese Patent Publication No. -95722. In this device, a short circuit is formed between two oil passages that connect a hydraulic pump and a hydraulic motor to form a closed circuit, and a clutch valve that can adjust the opening degree is arranged in the short circuit. There is. A first detecting means for detecting an engine speed and a second detecting means for detecting a throttle opening are connected to a control device for controlling the operation of the clutch valve. It is configured to exert a control force proportional to the engine speed for driving the clutch valve and a control force proportional to the throttle opening for driving the clutch valve in the opening direction.

When performing control at the time of starting by using such a clutch device, the clutch opening is performed in response to the throttle opening being released by depressing the accelerator pedal so that the vehicle starts smoothly. Then, the clutch is controlled to be engaged by shifting from the fully opened state to the half-clutched state to the fully closed state. That is, from the state where the clutch is released and its capacity becomes zero to the state where the clutch is partially connected and becomes a half-clutch, the clutch connection capacity control is performed until the clutch connection is completed, and the vehicle use starts. Control is made. After the clutch is connected in this manner, the shift control is subsequently performed, and the shift ratio is controlled so as to gradually change from the maximum state (LOW) to the minimum state (TOP). Smooth acceleration can be obtained. The running control of such a continuously variable transmission for vehicles has already been proposed by the present applicant (Japanese Patent Laid-Open No. 62-237164, etc.).

[0004]

After the clutch engagement control as described above is performed, when shifting to the control of the gear ratio,
Conventionally, the shift to the gear ratio control has been performed after the completion of clutch engagement. For this reason, it is necessary to detect the completion of clutch engagement. This detection method is performed based on the relationship between the engine speed and the vehicle speed or based on the relationship between the throttle opening (accelerator opening) and the vehicle speed. Methods etc. are known. However, in any of the methods, the clutch engagement is completed when the vehicle speed is low, and the vehicle speed sensor that is usually mounted on the vehicle is not very accurate at low vehicle speeds, so when the actual clutch engagement is completed. Then, there is a problem in that a deviation easily occurs between the time when it is detected that the clutch connection is completed.

If there is such a deviation, for example, if it is detected that the clutch engagement is not completed but the clutch engagement is actually completed, the shift is started in the half-clutch state, and the clutch engagement is completed. When this happens, there is a problem that the gear ratio becomes small and the engine speed decreases.
On the other hand, if this is detected after the completion of the actual clutch engagement, there is a problem in that the shift start is delayed, the engine speed rises, and a sufficient sense of acceleration cannot be obtained.

It is considered possible to complete the engagement of the clutch by judging whether or not the clutch capacity (for example, clutch opening) is almost fully closed. However, even if the clutch capacity is the same, when the vehicle is on an uphill road, a flat road, or a downhill road at the time of starting, the vehicle speed at that time is different. For example, when starting on an uphill road, the vehicle speed becomes slower than when starting on a flat road even with the same clutch capacity. In this case, if the clutch opening is close to full closing and the connection is judged to be completed when the vehicle speed is low, and shift is made to the shift control, there is a problem that the engine rotation decreases or sufficient acceleration cannot be obtained. .

In view of the above problems, the present invention accurately determines the completion of clutch engagement when the vehicle starts and smoothly shifts from clutch engagement control to gear shift control (without impairing the driving feeling). It is an object of the present invention to provide a control method having a configuration that can be performed.

[0008]

In order to achieve such an object, in the method of the present invention, the lower limit value of the planned clutch connection completion vehicle speed corresponding to the throttle opening is set in advance and the planned connection completion clutch is set. As the capacity value, the clutch capacity on the release side of the capacity when the clutch is completely engaged is set in advance, and at the time of starting, the lower limit value of the planned clutch connection completion vehicle speed corresponding to the actual throttle opening and the actual vehicle speed are set. In addition to comparing, the planned connection completion clutch capacity (opening) and the actual clutch capacity (opening) are compared, and the actual vehicle speed is equal to or higher than the lower limit value of the planned clutch connection completed vehicle speed corresponding to the actual throttle opening, and When the clutch capacity becomes larger than the planned connection completion clutch capacity, it is judged that the clutch connection is completed, and the clutch connection control is continued while shifting gears at the same time. And it is adapted to get started.

[0009]

As described above, when the clutch connection completion is judged by whether or not the clutch capacity becomes equal to or larger than the planned connection completion clutch capacity, when the vehicle is on an uphill road, a flat road, or a downhill road at the time of starting, There is a problem that it is difficult to shift to smooth shift control because the vehicle speeds are different.When judging the completion of clutch connection based only on the vehicle speed, the vehicle speed detection accuracy is low because the vehicle speed is low when the clutch is connected, and the actual connection There is a problem that there is a gap between completion and completion determination, and it is difficult to smoothly shift to shift control.

Therefore, in this control method, in addition to determining whether the actual vehicle speed is equal to or higher than the lower limit of the planned clutch engagement completion vehicle speed, it is determined whether the clutch capacity is equal to or greater than the planned engagement completion clutch capacity. It is like this.
That is, it is judged that the clutch connection is completed only when the vehicle speed sensor exceeds the lower limit value and the clutch opening degree becomes equal to or more than the planned connection completion clutch capacity. As a result, it is possible to accurately determine the completion of the clutch connection regardless of the start of the vehicle under any condition. After that, if the gear ratio control is permitted, smooth clutch connection and acceleration control are realized.

In this case, the planned engagement completion clutch capacity is a clutch capacity value that is on the releasing side from the state where the clutch is completely engaged. Therefore, when it is determined that the clutch connection is completed as described above, the clutch is in a slightly disengaged state, and both the clutch connection control and the gear shift control are performed until the clutch is completely connected. Be seen. When the transition control is performed such that the end portion of the clutch connection control and the start portion of the shift control overlap with each other in this manner, this transition can be performed smoothly with a good feeling.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT A preferred embodiment of the present invention will be described below with reference to the drawings. 1 and 2 show a hydraulic circuit of a hydraulic continuously variable transmission T having a clutch device and a transmission mechanism controlled by the method of the present invention. 1 and 2, the oil passage 101 and the link mechanism 88 are connected to each other, and the drawings show the entire hydraulic circuit. The continuously variable transmission T has a constant displacement hydraulic pump P driven by an engine E via an input shaft 1 and a variable displacement hydraulic motor M having an output shaft 2 for driving wheels W. . The hydraulic pump P and the hydraulic motor M include a first oil passage La that communicates the discharge port of the pump P and the suction port of the motor M with a second oil passage Lb that communicates the suction port of the pump P and the discharge port of the motor M. And two oil passages are connected to form a hydraulic closed circuit.

Of these two oil passages La and Lb,
When the pump P is driven by the engine E and the motor M is rotationally driven by the hydraulic pressure from the pump P to drive the wheels W, that is, the first oil passage La is driven by the engine E via the continuously variable transmission T. When the wheel W is driven,
It becomes a high pressure. At this time, the second oil passage Lb has a low pressure. On the other hand, the second oil passage Lb has a high pressure when the engine brake is actuated by receiving the driving force from the wheels W, such as when the vehicle is decelerating. At this time, the first oil passage La has a low pressure.

The discharge port of the charge pump 10 driven by the engine E is connected to a closed circuit via a charge oil passage Lh having a check valve 11 and a third oil passage Lc having a pair of check valves 3 and 3. ing. Therefore, the hydraulic oil pumped up from the oil tank 15 by the charge pump 10 and regulated by the charge pressure relief valve 12 acts on the low pressure side of the two oil passages La and Lb by the action of the check valves 3 and 3. Is supplied to the oil passage.

Further, the fourth oil passage Ld having the shuttle valve 4 having the high pressure and low pressure relief valves 6 and 7 and the fifth and sixth oil passages Le and Lf connected to the oil tank 15 is the closed circuit. It is connected to the. This shuttle valve 4 is a 2-port 3-position switching valve,
And the second oil passages La and Lb are actuated according to the hydraulic pressure difference, and the high-pressure side oil passage of the first and second oil passages La and Lb is changed to the fifth oil passage.
The oil passage Le is communicated with, and the low pressure side oil passage is communicated with the sixth oil passage Lf. Accordingly, the relief hydraulic pressure of the high pressure side oil passage is regulated by the high pressure relief valve 6, and the relief hydraulic pressure of the low pressure side oil passage is regulated by the low pressure relief valve 7.

Between the first and second oil passages La and Lb, there is also provided a seventh oil passage Lg for short-circuiting both oil passages. The seventh oil passage Lg controls the opening degree of this oil passage. A clutch valve 5 composed of a variable throttle valve is provided. Therefore, by controlling the throttle amount of the clutch valve 5, it is possible to control the driving force transmission capacity from the hydraulic pump P to the hydraulic motor M (control of the clutch capacity), and to control the clutch connection at the time of starting the vehicle. Can be done.

In this transmission, the engine E drives the hydraulic pump P, the hydraulic pressure from the hydraulic pump P drives the hydraulic motor M to rotate, and this rotation is transmitted to the wheel W via the output shaft 2 to W is driven. The hydraulic motor M is, for example, a swash plate axial piston motor, and the gear ratio of the transmission T can be continuously changed by controlling the angle of the swash plate. The description of the control of the swash plate angle is well known and will not be repeated.

On the other hand, the operation control of the clutch valve 5 is performed by a clutch servo unit 80 connected by a link mechanism 88.
The operation of the clutch servo unit 80 is controlled by a pair of solenoid valves 155 and 156, whose duty ratio is controlled by receiving a signal from the controller 100. The controller 100 receives various signals indicating the vehicle speed V detected by the vehicle speed sensor, the engine speed Ne, the throttle opening θth, the swash plate inclination angle θtr of the hydraulic motor M, and the clutch opening θcl. The controller 100 controls each solenoid valve based on these signals.

The structure and operation of the clutch servo unit 80 will be described below in detail with reference to FIG.
The unit 80 includes a cylinder member 81, a piston member 82 slidably inserted in the cylinder member 81 left and right in the drawing, and a cover member 85 attached to cover a cylinder chamber in which the piston member 82 is inserted. And a spring 87 for urging the piston member 82 to the left in the figure. The piston 82a of the piston member 82 divides the cylinder chamber into two to form left and right cylinder chambers 83 and 84, and hydraulic lines 112 and 110 are connected to both cylinder chambers 83 and 84 through ports 86a and 86b. .

The charge pump 1 is connected to the hydraulic line 110.
The hydraulic oil in which the discharged oil of 0 is regulated by the charge pressure relief valve 12 is introduced through the hydraulic line 101. The hydraulic pressure of the hydraulic line 112 is the same as the hydraulic pressure of the hydraulic line 111 having the orifice 111 a branched from the hydraulic line 101.
It is obtained by controlling 55, 156. The solenoid valve 156 controls the flow rate of hydraulic oil from the hydraulic line 111 to the hydraulic line 112 according to the duty ratio. The solenoid valve 155 is arranged between the hydraulic line 113 branched from the hydraulic line 112 and the hydraulic line 114 communicating with the drain side through the orifice 114a, and operates from the hydraulic line 113 to the drain side according to a predetermined duty ratio. Control oil spill.

Therefore, the charge pressure regulated by the charge pressure relief valve 12 acts on the right cylinder chamber 84 via the hydraulic line 110. The left cylinder chamber 83 is supplied with hydraulic oil having a pressure lower than the charge pressure by the operation of the two solenoid valves 155 and 156 from the hydraulic line 112. Here, the right cylinder chamber 8
Since the pressure receiving area of No. 4 is smaller than the pressure receiving area of the left cylinder chamber 83, the force received by the piston member 82 by the hydraulic pressure in the left and right cylinder chambers 83 and 84 is taken into consideration even when the biasing force of the spring 87 is taken into consideration. The hydraulic pressure in the left cylinder chamber 83 is lower than the hydraulic pressure P1 in the predetermined value P2 (P1
It is designed to be balanced when> P2).

Therefore, the solenoid valves 155, 15
6, by controlling the hydraulic pressure supplied from the hydraulic pressure line 112 to the left cylinder chamber 83 to be larger than the predetermined value P2, the piston member 82 can be moved to the right,
By controlling the hydraulic pressure supplied to the left cylinder chamber 83 to be smaller than P2, the piston member 82 can be moved to the left. The movement of the piston member 82 in the left-right direction is
It is transmitted to the clutch valve 5 via the link mechanism 88.

The clutch valve 5 is composed of a fixed member 5a having a first valve hole 5b and a rotary member 5c rotatably arranged in the fixed member 5a and having a second valve hole 5d. The arm 5e connected to the rotating member 5c is connected to the link mechanism 88, and the piston member 8
The rotating member 5c is rotated along with the movement of 2. When the rotating member 5c is rotated, the first and second valve holes 5b, 5
The overlapping amount of d changes, and the communication opening degree of both changes from fully open to fully closed. It should be noted that, as shown in the figure, in the state where the piston member 82 has moved to the maximum left, the communication opening degree in the clutch valve 5 is fully opened, and thereafter, when the piston member 82 is moved to the right, the communication opening degree is fully closed. Change gradually until.

Here, the first valve hole 5b is formed by the continuously variable transmission T.
Since the second valve hole 5d communicates with the first oil passage La and the second oil passage Lb forming the closed circuit of the above, the communication opening degree of the first and second valve holes 5b, 5d is changed. By doing so, it is possible to change the opening degree of the seventh oil passage Lg, which is a short-circuit passage of the first and second oil passages La and Lb, and thereby the clutch opening degree control is performed. That is, by controlling the duty ratio of the solenoid valves 155 and 156 based on the signal from the controller 100,
The clutch opening degree is controlled.

Such solenoid valves 155, 15
Clutch valve 5 when the vehicle starts by controlling the duty ratio of 6
The opening degree control method will be specifically described based on the flowchart of FIG. In this control, first, the accelerator opening θacc (or the throttle opening θth corresponding thereto) is read and the vehicle speed V is read by the vehicle speed sensor. Next, this read vehicle speed V
Is greater than or equal to the lower limit of the planned clutch engagement completion vehicle speed. The scheduled clutch connection completion vehicle speed is the vehicle speed for determining that the clutch connection is completed when the vehicle is started smoothly after passing through the half-clutch state according to the magnitude of the throttle opening when the vehicle starts. , Fig. 5
In the above, as shown by the alternate long and short dash line A, it is predetermined for the throttle opening.

Here, in a normal vehicle-mounted vehicle speed sensor, the detection accuracy is rough at a low vehicle speed at which the clutch connection is completed, and there is variation within the range shown by hatching in FIG. Therefore, in the present invention, the characteristic (solid line B) indicating the lower limit value of the variation range indicated by hatching in the drawing is set, and the vehicle speed V detected by the vehicle speed sensor exceeds this lower limit value, and the clutch is engaged. It is determined whether or not the area has entered the area where completion can occur.

When the vehicle speed is equal to or lower than the lower limit value and before the clutch engagement is completed, the opening of the clutch valve 5 is set to the engine speed and the throttle opening so that the clutch valve 5 is in a half-clutch state and a smooth start is performed. It is controlled so that the target clutch opening degree set in accordance with On the other hand, when the vehicle speed is equal to or higher than the lower limit value and the clutch engagement completion is possible, it is determined whether the actual clutch opening degree is larger than the planned engagement completion clutch opening degree.

This planned engagement completion clutch opening is an opening that allows a good transition from clutch engagement control to gear ratio control, and the clutch valve 5 is fully closed (the rotation angle of the rotating member 5c is 90 °). It is an opening that is set so as to be slightly open from the state (1). Therefore, as shown in FIG. 6, the planned connection completion clutch opening degree is set as shown by a broken line E or a chain line F on the opening side of the line D where the clutch valve 5 is fully closed. In the case of the broken line E, a constant opening is always set regardless of the throttle opening, and in the case of the chain line F, the larger the throttle opening, the larger the clutch connection completion opening is set to the opening side. To be done.

In this way, it is determined whether or not the clutch opening has become less than or equal to the planned connection completion clutch opening, and as a result, when the vehicle speed is not yet closed to the completed clutch opening, the vehicle speed becomes clutch connection completion. Even at the vehicle speed to be obtained, it is determined that the clutch connection is incomplete.
In this case, the opening of the clutch valve is set according to the engine speed and the throttle opening in order to realize the half-clutch state and perform a smooth start without starting the shift control. The clutch connection control is continued so as to achieve the target clutch opening degree.

On the other hand, when the vehicle speed is equal to or higher than the lower limit value and the clutch engagement can be completed, and the clutch opening is equal to or less than the planned connection completion clutch opening (closer to the planned connection completion clutch opening), It is determined that the clutch connection has been completed. At this time, the shift to the shift control is permitted while the clutch connection control is continued, and the control is shifted to the control for gradually reducing the shift ratio to perform smooth acceleration.

As can be seen from the above description, when the opening degree of the clutch valve is fully open, the clutch is in the released state and its driving force transmission capacity is zero. When the clutch valve is gradually closed at the time of start, the clutch is in a partially connected state, that is, a half-clutch state, the driving force transmission capacity is increased and gradually connected, and the clutch opening is fully closed. The clutch connection is completed. As can be seen from this, in the case of the clutch valve, the clutch capacity is zero when the clutch valve is fully opened, and the clutch capacity is maximum when the clutch valve is fully closed.

Here, a method of shifting the clutch connection control at the time of starting to the gear ratio control to control the starting / traveling of the vehicle will be described with reference to FIG. In this figure, the vertical axis represents the engine speed and the horizontal axis represents the vehicle speed, and the solid lines L and H show the relationship between the engine speed and the vehicle speed when the gear ratio is maximum and minimum, respectively. When the vehicle starts, the throttle opening is opened and the engine speed is increased from a state where the vehicle speed is zero and the engine is idling, and at the same time, the clutch valve is closed and the clutch is connected to drive the vehicle. When the clutch is engaged, the engine speed and vehicle speed differ depending on the throttle opening.When the throttle opening is large, the clutch is engaged at a high engine speed as shown in E in the figure, and the throttle is opened. When the degree is low, the clutch is engaged at a low engine speed as indicated by a.

The completion of the clutch connection is judged by the method shown in the flowchart of FIG. 4. When it is judged that the clutch connection is completed, the shift control is permitted to start. This allows smooth shift to shift control (however,
When the throttle opening is large, as shown by the line,
First, gear change control is performed in which the gear ratio is increased at the maximum gear ratio), and the gear ratio is changed from the maximum state to the minimum state so that the vehicle speed increases while maintaining the engine speed substantially constant (linear or torque When the gear ratio is changed to the minimum, the vehicle speed is then increased in accordance with an increase in the engine speed with the minimum gear ratio (the running indicated by the lines C and D).

In the above description, the hydraulic continuously variable transmission is taken as an example, but the method for controlling the shift from clutch engagement control to shift control according to the present invention is not limited to this. It is needless to say that it can be similarly used in the continuously variable transmission of. As another continuously variable transmission, for example, there is a belt type continuously variable transmission, and in this transmission, a friction clutch is often used instead of a clutch valve. In this case, the engagement of the friction clutch is controlled, not the clutch opening, and the clutch connection control is performed by controlling the shift from the released state to the engaged state of the clutch. In the case of a clutch valve, the clutch capacity is controlled by controlling the opening of the clutch valve, and the clutch is disengaged at the time of starting and the capacity is controlled from the state where the capacity is zero so that the capacity is maximized. In the case of a clutch, the clutch capacity is controlled by controlling the degree of engagement.

[0035]

In order to achieve such an object, according to the method of the present invention, the planned engagement completion clutch having the clutch capacity on the release side from the lower limit value of the planned clutch engagement completion vehicle speed corresponding to the throttle opening and the full engagement capacity. The capacity is set in advance, and the clutch connection is completed when the actual vehicle speed becomes equal to or higher than the lower limit value of the planned clutch connection completion vehicle speed at the time of starting and the actual clutch capacity becomes larger than the planned connection completion clutch capacity. Therefore, the shift control is started at the same time while continuing the clutch connection control.

When the completion of the clutch connection is judged only by whether or not the clutch capacity is equal to or larger than the planned connection completion clutch capacity, the vehicle speed at that time is different when the vehicle is on an uphill road, a flat road, or a downhill road. However, there is a problem that it is difficult to make a smooth shift control, and if the clutch connection completion is judged based only on the vehicle speed, the vehicle speed detection accuracy is low because the vehicle speed is low when the clutch is connected, and the actual connection completion and completion judgment There is a problem that it is difficult to shift to a smooth shift control because of the deviation. However, in the control method of the present invention, in addition to determining whether the actual vehicle speed is equal to or higher than the lower limit value of the planned clutch engagement completion vehicle speed, it is determined whether the clutch capacity is equal to or greater than the planned engagement completion clutch capacity. Has become. That is, it is judged that the clutch connection is completed only when the vehicle speed sensor exceeds the lower limit value and the clutch capacity becomes equal to or more than the planned connection completion clutch capacity. As a result, it is possible to accurately determine the completion of the clutch connection regardless of the start of the vehicle under any condition. After that, if the gear ratio control is permitted, smooth clutch connection and acceleration control are realized.

Further, in the present invention, the planned engagement completion clutch capacity is set to a capacity on the release side from the fully engaged state. Therefore, when it is determined that the clutch connection is completed as described above, the clutch is in a slightly disengaged state, and both the clutch connection control and the shift control are performed until the clutch is completely connected. . By performing the transition control such that the end portion of the clutch connection control and the start portion of the shift control overlap with each other in this way, this transition can be performed smoothly with a good feeling.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram of a continuously variable transmission having a clutch device and a continuously variable transmission mechanism, the shift of which is controlled by the method of the present invention.

FIG. 2 is a schematic view showing the clutch device.

FIG. 3 is a cross-sectional view of a clutch servo unit that controls a clutch opening degree of the clutch device.

FIG. 4 is a flow chart showing a method of making a clutch connection completion determination when shifting from clutch connection control to shift control.

FIG. 5 is a graph showing a planned clutch engagement completion vehicle speed with respect to a throttle opening used for clutch engagement completion determination.

FIG. 6 is a graph showing a clutch connection completion opening with respect to a throttle opening used for clutch connection completion determination.

FIG. 7 is a graph showing a running characteristic of a vehicle including the continuously variable transmission.

[Explanation of symbols]

 4 Shuttle valve 5 Clutch valve 80 Clutch servo unit 155, 156 Solenoid valve 100 Controller E Engine T Continuously variable transmission W Wheel

Claims (1)

[Claims] 1. A continuously variable transmission for a vehicle, comprising: a clutch for controlling output transmission of an engine at the time of starting the vehicle; and a speed change mechanism for continuously controlling the gear ratio from maximum to minimum. Is a method of performing control for shifting from clutch connection control to shift control, wherein a lower limit value of the planned clutch connection completion vehicle speed corresponding to the throttle opening of the engine is preset, and the clutch is set as the planned connection completion clutch capacity. The clutch capacity when it is on the release side from the completely connected state is set in advance, the actual throttle opening of the engine, the actual vehicle speed of the vehicle and the actual clutch capacity of the clutch are detected, and the actual throttle opening is set to this actual throttle opening. While comparing the corresponding lower limit value of the planned clutch connection completion vehicle speed and the actual vehicle speed,
Comparing the planned connection completion clutch capacity and the actual clutch capacity, the actual vehicle speed is equal to or higher than the lower limit of the planned clutch connection completion vehicle speed corresponding to the actual throttle opening, and the actual clutch capacity is the planned connection. A continuously variable transmission for a vehicle, characterized in that when the clutch capacity becomes larger than the completed clutch capacity, it is judged that the clutch connection is completed and the shift control is started at the same time while continuing the clutch connection control. Control method from clutch control to shift control in.