JPH07102792B2 - Control method for a vehicle transmission including an auxiliary transmission and a continuously variable transmission - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to an improvement in a control method for a vehicle transmission having an auxiliary transmission and a continuously variable transmission.

2. Description of the Related Art A vehicle transmission having an auxiliary transmission that can be switched to two or more forward gears and a continuously variable transmission that continuously changes a gear ratio, and a shift that is operated to switch a traveling range of the vehicle. The gear ratio of the continuously variable transmission is determined so that the target input shaft rotation speed is determined based on the lever, the actual accelerator pedal operation amount, and the vehicle speed, and the target input shaft rotation speed and the actual input shaft rotation speed are matched. There is known a vehicle provided with a gear ratio adjusting means for adjusting the. For example, it is the one described in Japanese Patent Application No. 60-81792 filed by the applicant earlier. In such a vehicle, for example, the target input shaft rotation speed is determined on the basis of the actual accelerator pedal operation amount and the vehicle speed, and the target input shaft rotation speed is matched with the actual input shaft rotation speed. The gear ratio of the stage transmission is adjusted.

Problems to be Solved by the Invention By the way, in a vehicle of a type in which the high-speed gear stage of the auxiliary transmission is exclusively maintained when the shift lever is operated to the high-speed range, the shift lever is operated to the high-speed range. The gear ratio of the entire transmission of the vehicle is changed exclusively by the continuously variable transmission, and the gear ratio of the auxiliary transmission is fixed to a value corresponding to the high-speed gear stage. Further, normally, the auxiliary transmission is composed of a planetary gear device, and in a state where the high speed side gear stage is established, the planetary gear meshes with the sun gear and the ring gear without being relatively rotated. For this reason, in the meshed portion that is always meshed in such a state that the relative rotation does not occur, the friction due to the fine vibration is continuously added as the vehicle travels, and local wear occurs when the vehicle is continuously operated for a long time. Due to this wear, the meshing becomes inaccurate and gear noise occurs at low speed gear stages.

Means for Solving Problems The present invention has been made against the above circumstances.
The gist thereof is to provide a vehicle transmission having a sub-transmission that can be switched to two or more forward gears and a continuously variable transmission that can continuously change the gear ratio, and to switch the running range of the vehicle. Of the shift lever operated in accordance with the actual accelerator pedal operation amount and the vehicle speed, the target input shaft rotation speed is determined, and the stepless speed is set so as to match the target input shaft rotation speed with the actual input shaft rotation speed. A gear ratio adjusting means for adjusting a gear ratio of the transmission, wherein a high speed side gear stage of the auxiliary transmission is exclusively maintained when the shift lever is operated to a high speed range,
A control method for switching a gear stage of the auxiliary transmission, comprising: (a) determining that a changing speed of the accelerator operation amount exceeds a predetermined value; and (b) the accelerator operation amount. The rate of increase of the gear ratio of the continuously variable transmission, which is to be adjusted by the gear ratio adjusting means, is changed from the gear ratio of the high speed side gear stage of the auxiliary transmission to the gear ratio of the low speed side gear stage. A step of determining that it is equal to or higher than the increase rate, and (c) the shift lever is operated to a high speed range and the accelerator operation amount increasing speed exceeds the predetermined value. The increase ratio of the gear ratio of the continuously variable transmission to be adjusted by the gear ratio adjusting means in relation to the change of the pedal operation amount is from the gear ratio of the high speed side gear stage of the auxiliary transmission to the gear ratio of the low speed side gear stage. To increase ratio to ratio And a shift step of switching the gear stage of the auxiliary transmission from the high speed side gear stage to the low speed side gear stage in place of the gear ratio adjustment of the continuously variable transmission. is there.

With this configuration, when the shift lever is operated to the high speed range and the increasing speed of the accelerator pedal operation amount exceeds a predetermined value, the operation is associated with the change in the accelerator pedal operation amount. When the rate of increase of the gear ratio of the continuously variable transmission to be changed is equal to or greater than the rate of increase of the gear ratio of the high speed side gear stage of the auxiliary transmission to the gear ratio of the low speed side gear stage, the shift step In the above, the gear stage of the auxiliary transmission is switched from the high speed side gear stage to the low speed side gear stage in place of the change of the gear ratio of the continuously variable transmission. Therefore, even in the high speed range, the power is transmitted through the low speed side gear stage of the auxiliary transmission, so that the planetary gear, the sun gear and the ring gear meshing with each other in the auxiliary transmission are relatively rotated even in the high speed range. Therefore, it is possible to eliminate the inconvenience that the gear wear is caused due to the inaccurate meshing due to the local wear due to the fine vibration.

Here, in the shift step, preferably, in a state where the shift lever is operated to a high speed range and a reduction speed of the accelerator pedal operation amount exceeds a predetermined value, a change in the accelerator pedal operation amount is generated. When the reduction ratio of the transmission ratio of the continuously variable transmission that is to be changed is equal to or greater than the reduction ratio of the transmission ratio of the low speed side gear stage to the transmission ratio of the high speed side gear stage of the auxiliary transmission. The gear stage of the auxiliary transmission is switched from the low speed side gear stage to the high speed side gear stage in place of the change of the gear ratio of the continuously variable transmission. In such a case, the gear ratio of the auxiliary transmission is changed between the low speed gear position and the high speed gear position in place of the change of the gear ratio of the continuously variable transmission in the increasing and decreasing directions of the gear ratio of the continuously variable transmission. Let's go back and forth.

In the shift step, preferably, the gear stage of the sub transmission is switched at predetermined time intervals, and when the vehicle speed is equal to or lower than a predetermined value or higher than a predetermined value, the gear position of the sub transmission is changed. Switching is performed, and when the accelerator pedal operation amount is less than or equal to a predetermined value or greater than or equal to a predetermined value, the gear stage of the auxiliary transmission is changed.

Embodiment Hereinafter, a detailed description will be given based on the drawings showing an application example of the present invention.

In FIG. 2, a vehicle engine 10 includes a continuously variable transmission 14 via a fluid coupling 12 with a lockup clutch.
Is connected to the input shaft 16 of. The input shaft 16 is provided with a variable pulley 22 whose V groove width, that is, the hanging diameter of the transmission belt 20 is changed by a hydraulic cylinder 18, and the output shaft
A variable pulley 28 whose V-groove width is changed by a hydraulic cylinder 26 is provided at 24. Therefore, the rotational force transmitted to the input shaft 16 is transmitted to the output shaft 24 via the transmission belt 20 wound around the variable pulleys 22 and 28, and is also transmitted to the auxiliary transmission 30 at the subsequent stage.

As shown in detail in FIG. 3, the auxiliary transmission 30 meshes with the first sun gear 31, the second sun gear 32 fixed to the output shaft 24, the ring gear 33, the first sun gear 31, and the ring gear 33, and the carrier 34. First planetary gear rotatably supported
35, the second sun gear 32, and the second planetary gear that meshes with the first planetary gear 35 and is rotatably supported by the carrier 34.
Includes a Ravigneaux type compound planetary gear unit consisting of 36 etc.
Then, the multi-plate high speed stage clutch 38 for frictionally engaging the output shaft 24 and the first sun gear 31, the first sun gear 31.
The band type low speed brake 40 is frictionally engaged with the hydraulic gear 39 to prevent the rotation of the ring 31 and the multi-plate reverse brake 42 is frictionally engaged with the ring gear 33 to prevent the rotation of the ring gear 33. , 41, 43 are selectively activated. By selectively actuating the high speed gear clutch 38, the low speed gear brake 40, and the reverse gear brake 42, the gear ratio R _f of the auxiliary transmission 30 is switched, as shown in FIG.
Alternatively, the normal rotation and the reverse rotation can be switched. Here, in FIG. 4, ρ ₁ is Z _s1 / Z _r and ρ ₂ is Z
_s2 / Z _r . However, Z _s1 is the number of teeth of the first sun gear 31, Z _s2
Is the number of teeth of the second sun gear 32, and Z _r is the number of teeth of the ring gear 33.

Since the output shaft 24 of the belt type continuously variable transmission 14 constitutes the input shaft of the auxiliary transmission 30, and the carrier 34 which supports the planet gears in the auxiliary transmission 30 constitutes the output shaft, the output shaft 24 of the auxiliary transmission 30 is Gear ratio R _f
Is a value obtained by dividing the rotation speed of the output shaft 24 by the rotation speed of the carrier 34. The rotational force transmitted to the carrier 34 is the intermediate gear 4
Drive wheels 52 of a pair of vehicles through 6, 48 and final reducer 50
To be transmitted to each.

In the vicinity of the variable pulleys 22 and 28,
And pulse signal SP1 with a frequency corresponding to the rotation speed of 28
Further, an input shaft rotation sensor 58 and an output shaft rotation sensor 60 for outputting SP2 to the controller 54 are provided. Further, a vehicle speed sensor 62 for outputting a pulse signal SV having a frequency corresponding to the rotation speed of the intermediate gear 46 to the controller 54 is provided near the intermediate gear 46. Also,
A throttle sensor 64 is provided in a throttle valve that is provided in an air supply pipe (not shown) of the engine 10 and is opened in conjunction with the operation of an accelerator pedal 63. The throttle sensor 64 indicates the throttle valve opening degree θ. The throttle signal Sθ is supplied to the controller 54. Further, in this application example, a shift lever 66 for switching to each traveling range is provided, and an operation position sensor 68 that detects the operation position of the shift lever 66 indicates the operation position P _sh of the shift lever 66. The signal SP is supplied to the controller 54. The shift lever 66 is mechanically associated with a manual valve in the hydraulic circuit 70, and when operated to the neutral range, the high speed clutch 38,
A hydraulic actuator that prevents hydraulic pressure from being supplied to both the hydraulic actuators for operating the low speed brake 40 and the reverse brake 42, but operates the reverse brake 42 when operated in the reverse range. Supply hydraulic oil to only 43. Also, the shift lever
When 66 is operated to the high speed range or the automatic speed change range of the forward drive range, hydraulic oil is supplied to each of the hydraulic actuators 39 and 41 that actuate the high speed gear clutch 38 and the low speed gear brake 40. Allow to be done. The hydraulic actuators 39 and 41 are selectively supplied with hydraulic pressure in response to the operation of the gear shift switching valve device 72 provided in the hydraulic circuit 70. Further, when the shift lever 66 is operated to the low speed range of the forward range, the hydraulic oil is allowed to be supplied only to the hydraulic actuator 41 that operates the low speed gear brake 40, and the low speed gear position is maintained. To be done.

Further, the hydraulic circuit 70 supplies the hydraulic cylinder 26 provided on the output shaft 24 with the line hydraulic pressure adjusted according to the actual gear ratio of the continuously variable transmission 14 and the output torque of the engine 10,
The tension of the transmission belt 20 is controlled in a necessary and sufficient manner. Also,
The hydraulic circuit 70, with respect to the hydraulic cylinder 18 provided on the input shaft 60, supplies or discharges hydraulic oil in response to the operation of the shift direction switching valve 74, and also responds to the operation of the shift speed switching valve 76. To change the hydraulic oil inflow speed to the hydraulic cylinder 18 or the hydraulic oil discharge speed from the hydraulic cylinder 18. The hydraulic pump 78 is driven by the engine 10 or the like to pump the hydraulic oil in the oil tank 80 to the hydraulic circuit 70, and functions as a hydraulic source of the hydraulic circuit 70.

The controller 54 is a so-called microcomputer including a CPU, a ROM, and a RAM. The controller 54 processes an input signal according to a program previously stored in the ROM while utilizing the storage function of the RAM, and automatically operates the gear stage of the auxiliary transmission 30. While controlling the operation of the gear shift switching valve device 72 for shifting, the operation of the shift direction switching valve 74 and the shift speed switching valve 76 is controlled for changing the gear ratio of the continuously variable transmission 14 to an optimum value.

The main part of the operation of this application example will be described below with reference to the flowchart of FIG.

FIG. 1 is a main part of a control routine for controlling the gear ratio of the entire transmission of the vehicle, and shows a high speed range control routine executed when the shift lever 66 is operated to a high speed range. . By executing a step (not shown) before step S0, the vehicle speed V, the throttle valve opening θ, the rotation speed N _in of the input shaft 16, the output shaft 24
Rotation speed N _out , shift lever 66 operating position P _sh is signal S
It is already read based on P1, SP2, Sθ, SV, and SP, and at step S0 the throttle valve opening θ
Change speed, that is, the change speed _{p in the} direction of opening the throttle valve opening θ or the change speed _{d in the} direction of closing the throttle valve opening θ has been calculated in advance.

In step S1, it is determined whether or not the first cycle is executed when the shift lever 66 is operated to the high speed range. If it is determined that it is the first time, step S13 is executed, the auxiliary transmission 30 is switched to the high speed gear stage, the content of the flag F is set to "0", and step S14 is executed. By doing so, the data map for the high speed gear stage corresponding to the case of traveling at the high speed gear stage is selected from the data map indicating a plurality of types of relationships stored in the ROM in advance, and the high speed gear stage is executed by performing step S8. The target rotation speed N _in ^* is determined from the gear speed data map based on the vehicle speed V and the throttle valve opening θ, and the target rotation speed N _in ^* and the actual rotation of the input shaft 16 of the continuously variable transmission 14 are determined. The gear ratio γ (= N _in / N _out ) of the continuously variable transmission 14 is controlled so that the speed N _in matches. The above-mentioned data map represents a relationship which is obtained in advance for operating the engine 10 on the minimum fuel consumption rate curve when the vehicle is driven at the high speed gear stage of the auxiliary transmission 30, and is, for example, the fifth It shows the relationship shown in the figure. In the figure, γ _min ^high indicates the minimum value of the gear ratio of the continuously variable transmission 14, and γ _max ^high indicates the maximum value of the gear ratio of the continuously variable transmission 14. The target rotation speed N _in ^* is determined _in the region between the line indicating γ _min ^high and the line indicating γ _max ^high .

However, if it is determined in step S1 that the first cycle is not executed, that is, step S13 has already been performed.
In the case where the auxiliary transmission 30 has once been switched to the high speed gear stage in response to the operation of the shift lever 66 to the high speed range by the following execution, whether the content of the flag F is "0" in step S2. It is determined whether or not, that is, whether or not the auxiliary transmission 30 has been switched to the high speed gear stage.
If the content of the flag F is "1", it indicates a low speed gear stage, and if it is "0", it indicates a high speed gear stage. Initially, the state is that the gear has been switched to the high speed gear stage, so steps S3 and thereafter are executed. In step S3, it is determined whether or not the depressing speed of the accelerator pedal 63, that is, the changing speed _{p in the} opening direction of the throttle valve opening θ is larger than a predetermined constant value _op. The gear ratio γ of the continuously variable transmission 14 before the change of the valve opening θ
₁ and the continuously variable transmission 14 to be adjusted by executing step S8 described later based on the value after the change of the throttle valve opening θ.
Increasing rate γ ₂ / γ _1, i.e. the gear ratio gamma ₁ and the accelerator of the continuously variable transmission 14 is controlled in response to the throttle valve opening θ before depression of the accelerator pedal 63 between the gear ratio gamma ₂ of The rate of change γ ₂ / γ ₁ with the gear ratio γ ₂ of the continuously variable transmission 14 that should be obtained corresponding to the throttle valve opening after the pedal 63 is depressed is calculated. The gear ratio γ ₁ and the gear ratio γ ₂ are determined based on, for example, a high speed gear stage data map. However, the gear ratio γ ₁ may be detected as the actual value before the change of the throttle valve opening θ. For example, if the vehicle speed is
When V ₁ and the throttle valve opening change from θ ₁ to θ ₂ , the change in the gear ratio corresponds to the change from point A _{1 to} point A _{2 in} FIG. Then, in step S5, the rate of change γ ₂ / γ ₁ is the gear ratio Rf at the high speed gear stage of the auxiliary transmission 30.
_high (= 1) and gear ratio Rf _low (= 1
It is determined whether or not it is equal to or higher than the rate of change R _low (= Rf _low / Rf _high ) between + ρ ₁ / ρ ₂ ).

If either of the determinations in steps S3 and S5 is denied, the gear ratio control of the continuously variable transmission in step S8 is executed. However, if both decisions in steps S3 and S5 are positive,
In S6, the auxiliary transmission 30 is switched to the low speed gear stage, the content of the flag F is set to "1", and the step
In S7, the low speed gear data map is selected. This low speed gear stage data map is for operating the engine on the optimum curve that is obtained in advance so that the fuel consumption and the drivability are optimized when traveling in the low speed gear stage of the auxiliary transmission 30. . The maximum value of the gear ratio of the continuously variable transmission 14 when the auxiliary transmission 30 is traveling in the low speed gear is γ _max
^{If low} and the minimum value are γ _min ^low , the ^low speed gear stage data map is represented in the region between the line showing γ _max ^low and the line showing γ _min ^low in FIG. The region of the low speed gear stage data map and the region of the high speed gear stage data map overlap as shown by B in the figure.

When the low gear is selected in this way, step S8
, The target rotational speed N _in ^* is determined based on the vehicle speed V and the throttle valve opening θ from the low speed gear data map, and the actual input shaft rotational speed N _in does not match the target rotational speed N _in ^*. The gear ratio of the stage transmission 14 is adjusted.

If it is determined in step S2 that the content of the flag F is not "0", that is, if it is determined that the auxiliary transmission 30 is switched to the low speed gear, step S9
At, it is determined whether the gear ratio γ of the continuously variable transmission 14 has decreased to the minimum gear ratio γ _min ^low at the ^low speed gear stage.
If this judgment is affirmed, it is necessary to further reduce the transmission ratio of the entire transmission in order to maintain the engine rotation speed at the optimum value.
Since the gear ratio of 14 cannot be reduced any further, steps S13 and below are executed to switch the gear stage of the auxiliary transmission 30 to the high gear stage.

However, if the determination in step S9 is negative, steps S10 and below are executed. In step S10,
It is determined whether or not the pulling-up speed of the accelerator pedal 63, that is, the changing speed _{d in the} closing direction of the throttle valve opening θ is larger than a predetermined constant value _od . Next, at step S11, the change ratio γ ₂ of the continuously variable transmission 14 before the change of the throttle valve opening θ and the value after the change of the throttle valve opening θ are adjusted by executing step S8 described later. reduction ratio γ ₂ / γ _1, i.e. continuously variable transmission which has been controlled corresponding to the θ the throttle valve opening degree before raising of the accelerator pedal 63 between the gear ratio gamma ₁ of the continuously variable transmission 14 should
14 wherein the step of the rate of change γ ₂ / γ ₁ between the speed ratio gamma ₁ of the pulling after the throttle valve opening θ CVT 14 to be obtained in response to the gear ratio gamma ₂ and the accelerator pedal 63 It is calculated in the same way as S4. Then, in step S12, the rate of change γ ₂ / γ ₁ is such that the speed ratio Rf _high (= 1) in the _high speed gear stage and the speed ratio Rf _{low in the low} speed gear stage of the auxiliary transmission 30.
(= 1 + ρ ₁ / ρ ₂ ), change rate R _low (= Rf _low / Rf
_high ) or more is determined.

If either of the determinations in steps S10 and S12 is denied, the gear ratio control of the continuously variable transmission in step S8 is executed. But steps S10 and S
If all the determinations in 12 are affirmative, the auxiliary transmission 30 is switched to the high speed gear stage in step S13, the content of the flag F is set to "0", and the high speed gear stage is selected in step S14. The data map is selected.

As described above, in the present application example, the rate of change of the accelerator pedal operation amount, in other words, the rate of change of the throttle valve opening in the state where the auxiliary transmission 30 is selected to the high speed gear stage by the operation of the shift lever 66. _p is a predetermined constant value
_The continuously variable transmission 14 which was controlled in accordance with the throttle valve opening θ before the depression of the accelerator pedal 63
Gear ratio gamma ₁ and the rate of change γ ₂ / γ ₁ between the speed ratio gamma ₂ of the continuously variable transmission 14 to be obtained in response to the throttle valve opening θ after depression of the accelerator pedal 63 is, the auxiliary transmission When the rate of change Rf (= 1) in the high speed gear stage of the machine 30 and the rate of change Rf (= 1 + ρ ₁ / ρ ₂ ) in the low speed gear stage is greater than or equal to R _low , the auxiliary transmission 30 operates at _low speed in step S6. It is switched to the gear stage. Therefore, the gear stage of the sub transmission 30 is changed in place of the change of the gear ratio of the continuously variable transmission 14, so that power is transmitted through the low speed gear stage of the sub transmission 30 even in the high speed range. In the auxiliary transmission 30, the planetary gears 35, 36, the sun gears 31, 32, and the ring gear 33, which mesh with each other, are relatively rotated even in the high speed range.
Therefore, it is possible to eliminate the inconvenience that the gear wear is inaccurate due to the local wear due to the fine vibration and the inaccurate meshing between the gears meshing with each other.

Next, another application example of the present invention will be described. In the following description, the same parts as those in the above-described application example will be assigned the same reference numerals and description thereof will be omitted.

As described above, step S2 and subsequent steps are for preventing local wear by rotating the gears that normally mesh in a non-rotating state, and therefore need not be executed frequently. Therefore, the condition shown in step S20 of FIG. 7 or step S21 of FIG. 8 may be added. Step S
Step S2 follows is to be executed when less than the value V ₁ of the vehicle speed V is the predetermined in 20, step S2 following is performed when the vehicle speed V is a predetermined value V ₂ or more in step S21 To be The above V ₁ and V ₂ reduce the execution frequency of step S2 and below,
For example, it is set to an intermediate value in the vehicle speed range when the shift lever 66 is operated in the high speed fixed range.

The step S30 in FIG. 9 and the step S31 in FIG. 10 are also steps inserted between the steps S1 and S2 for the same purpose as described above. In step S30, if the throttle valve opening θ is smaller than a predetermined value θ ₁ , step
Steps S2 and below are executed, and in step S31, steps S2 and below are executed when the throttle valve opening θ is greater than or equal to a predetermined value θ ₂ . The above θ ₁ and θ ₂
In order to reduce the frequency of execution of step S2 and thereafter, for example, each is set to an intermediate value of a general throttle valve opening range when the shift lever 66 is operated in the high speed fixed range.

Further, in order to reduce the execution frequency of the step S2 and below, the execution of the step S2 and below may be allowed at every predetermined time. That is, as shown in FIG. 11, step S41 is inserted between steps S1 and S2,
In step S41, step S2 and the subsequent steps are executed on condition that the timed content of the timer counter T has reached the predetermined time Tα. When it is determined in step S41 that the time count content of the timer counter T has not yet reached the predetermined time Tα, the time count content of the timer counter T is increased in step S42. However, if it is determined in step S41 that the time count content of the timer counter T has reached the predetermined time Tα, step S43 is executed and the content of the timer counter T is cleared to zero.

Although one application example of the present invention has been described above, the present invention is also applied to other aspects.

For example, the judgment values _op and _od used in steps S3 and S10 in FIG. 1 are calculated from the changing speed of the throttle valve opening θ when the changing rate γ ₂ / γ ₁ can be made equal to the R _low. Can be appropriately selected to be a small value or a large value. In the case of this small value, substantially the same effect can be obtained even if steps S3 and S10 are omitted.

Further, in the above-described application example, the auxiliary transmission 30 is of a type in which it can be selectively switched to two forward gears, but it may be provided with three or more forward gears. .

Further, although the continuously variable transmission 14 is a belt type continuously variable transmission in which the transmission belt 20 is wound around the variable pulleys 22 and 28, it may be another type of continuously variable transmission.

Further, in the speed ratio control of the continuously variable transmission 14 in the above-described application example, the rotation speed N _in of the input shaft 16 is made to match the target rotation speed N _in ^* , but the rotation speed of the engine 10 is changed to the target rotation speed. It does not matter if it matches the speed. Further, in the above control, the gear ratio when the target rotation speed N _in ^* and the actual rotation speed N _in of the input shaft 16 are made to coincide with each other is the target gear ratio γ ^*.
The control is substantially the same as the control for matching the γ ^* with the actual gear ratio γ.

Further, in the above-described application example, the throttle valve opening θ is used as the amount indicating the required output of the engine, but instead of this, the accelerator operation amount, the fuel injection amount, or the fuel injection time may be used.

It should be noted that the above is merely an application example of the present invention, and the present invention can be variously modified without departing from the spirit thereof.

[Brief description of drawings]

FIG. 1 is a flow chart for explaining an essential part of the operation of the device to which the present invention is applied. FIG. 2 is a diagram showing an example of an apparatus to which the present invention is applied. FIG. 3 is a diagram showing the auxiliary transmission of FIG. 2 in detail. FIG. 4 is a diagram showing a switching state in the auxiliary transmission of FIG. FIG. 5 is a diagram showing the relationship indicated by the high speed gear data map used to obtain the target rotation speed in the flowchart of FIG.
FIG. 6 is a diagram showing an overlapping state of respective areas of the relationship indicated by the high speed stage data map and the relationship indicated by the low speed stage data map. FIG. 7, FIG. 8, FIG. 9, FIG. 10, and FIG. 11 are diagrams respectively showing main parts of flowcharts showing other application examples of the present invention. 14: continuously variable transmission 30: auxiliary transmission 66: shift lever

Claims (5)

[Claims] 1. A vehicle transmission having an auxiliary transmission that can be switched to two or more forward gears and a continuously variable transmission that can continuously change a gear ratio, and an operation for switching a traveling range of the vehicle. To determine the target input shaft rotation speed based on the actual shift pedal operation amount and the vehicle speed, and to match the target input shaft rotation speed with the actual input shaft rotation speed of the continuously variable transmission. A gear ratio adjusting means for adjusting the gear ratio of the continuously variable transmission, wherein the high speed side gear stage of the auxiliary transmission is exclusively maintained when the shift lever is operated to a high speed range, A control method for switching the gear stage of the sub-transmission, the step of determining that the changing speed of the accelerator operation amount exceeds a predetermined value, and Then, the rate of increase of the speed ratio of the continuously variable transmission to be adjusted by the speed ratio adjusting means is relative to the rate of increase of the speed ratio of the high speed side gear stage of the auxiliary transmission to the low speed side gear stage. And a step of determining that the shift lever is operated to a high speed range and the increase rate of the accelerator operation amount exceeds the predetermined value. The rate of increase of the gear ratio of the continuously variable transmission, which is to be adjusted by the gear ratio adjusting means of the first gear, is relative to the ratio of increase of the gear ratio of the high speed side gear stage to that of the low speed side gear stage of the auxiliary transmission. And a shift step of switching the gear stage of the auxiliary transmission from the high speed side gear stage to the low speed side gear stage, instead of adjusting the speed ratio of the continuously variable transmission. And the auxiliary transmission Control method for a vehicle transmission having a called continuously variable transmission. 2. The shift step is associated with a change in the accelerator pedal operation amount when the shift lever is operated to a high speed range and a reduction rate of the accelerator pedal operation amount exceeds a predetermined value. When the reduction ratio of the transmission ratio of the continuously variable transmission to be changed is equal to or greater than the reduction ratio of the transmission ratio of the low speed side gear stage of the auxiliary transmission to the transmission ratio of the high speed side gear stage, The auxiliary transmission and the continuously variable transmission according to claim 1, wherein the gear stage of the auxiliary transmission is switched from the low speed side gear stage to the high speed side gear stage in place of the change of the gear ratio of the continuously variable transmission. For controlling a transmission for a vehicle equipped with a machine. 3. The sub-transmission and the continuously variable transmission according to claim 1 or 2, wherein in the shift step, a gear stage of the sub-transmission is switched at predetermined time intervals. A method for controlling a vehicle transmission including the. 4. The shift step according to claim 1, wherein the gear position of the auxiliary transmission is switched when the vehicle speed is below a predetermined value or above a predetermined value. And a method for controlling a vehicle transmission including a continuously variable transmission. 5. The shift step is to switch the gear stage of the auxiliary transmission when the accelerator pedal operation amount is below a predetermined value or above a predetermined value. A method for controlling a transmission for a vehicle, comprising the auxiliary transmission and the continuously variable transmission according to any one of claims.