Transmission control device, transmission control method and program

Abstract

[Problem] To provide a transmission control device a transmission control method, and a program with which it is possible to suppress vibrations due to the engagement of a lockup clutch. [Solution] A transmission controller, comprising a continuously variable transmission which has a primary pulley to which power of an engine is input, a secondary pulley which transmits power to a driving wheel, and a belt wound around the primary pulley and the secondary pulley, performs a transmission process such that: the rotation speed of the secondary pulley increases according to a rise in the torque transmission capacity of a lockup clutch of a torque converter provided between the engine and the primary pulley, and after the lockup clutch is engaged, the transmission ratio of the continuously variable transmission is shifted to a high side or a low side so as to cancel a recovering operation of a drive shaft twisted by the engagement of the lockup clutch.

Description

[Technical Field]

[0001] The present invention relates to a transmission control device, a transmission control method, and a program. [Background technology]

[0002] Patent Document 1 discloses that after the torque converter lockup clutch begins to engage, the engine rotation speed is kept higher than the torque converter turbine rotation speed until the vehicle speed exceeds a threshold value (which prevents vibrations and shocks caused by engagement of the lockup clutch). This prevents the lockup clutch from fully engaging. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2014-070512 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the invention described in Patent Document 1, vibrations caused by engagement of the lockup clutch may give the driver or the like a sense of discomfort.

[0005] Therefore, the present invention has been made in consideration of such problems, and aims to provide a transmission control device, a transmission control method, and a program that can suppress vibrations caused by engagement of a lock-up clutch. [Means for solving the problem]

[0006] According to one aspect of the present invention, there is provided a control device for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, wherein the control device controls the rotational speed of the secondary pulley to be increased with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, and the lock-up clutch is engaged. As a result, the rotation speed of the secondary pulley decreases. There is provided a transmission control device that performs a speed change process to change the gear ratio of the continuously variable transmission mechanism to the high side or the low side after the lock-up clutch is engaged, so as to cancel the return movement of the drive shaft that has been twisted by the engagement of the lock-up clutch.

[0007] According to another aspect of the present invention, there is provided a method for controlling a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, wherein the rotational speed of the secondary pulley increases with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, and the lock-up clutch is engaged. As a result, the rotation speed of the secondary pulley decreases. and then shifting the gear ratio of the continuously variable transmission mechanism to the high side or the low side so as to cancel the return movement of the drive shaft twisted by the engagement of the lock-up clutch.

[0008] According to another aspect of the present invention, there is provided a program executable by a computer for controlling a transmission having a continuously variable transmission mechanism including a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, wherein the program controls a torque converter provided between the drive source and the primary pulley to control a torque converter that controls a torque converter to control a torque converter. The torque converter controls a torque converter to control a torque converter. The torque converter controls a torque converter. The torque converter controls a torque converter. As a result, the rotation speed of the secondary pulley decreases.There is also provided a program that causes the computer to execute a procedure for shifting the gear ratio of the continuously variable transmission mechanism to the high side or the low side so as to cancel the return movement of the drive shaft that has been twisted by the engagement of the lock-up clutch after the lock-up clutch is engaged.

[0009] According to another aspect of the present invention, there is provided a control device for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to a drive wheel, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, wherein the rotational speed of the secondary pulley increases as the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, and after the lock-up clutch is engaged, the rotational speed of the secondary pulley decreases but before the rotational speed of the secondary pulley increases, the control device for a transmission shifts the gear ratio of the continuously variable transmission mechanism to the high side. [Effects of the Invention]

[0010] According to these aspects, vibrations caused by the engagement of the lockup clutch can be suppressed. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 2 is a block diagram showing the controller and the main components connected to the controller. [Figure 3] FIG. 3 is a time chart showing the changes in each parameter before and after the lockup clutch is engaged. [Figure 4] FIG. 4 is a flowchart showing the control process for the transmission. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present invention (hereinafter referred to as the present embodiment) will be described with reference to the accompanying drawings.

[0013] (Transmission configuration) First, the transmission TM according to this embodiment will be described with reference to FIG.

[0014] FIG. 1 is a schematic diagram of a vehicle 100. As shown in FIG.

[0015] 1, vehicle 100 includes an engine ENG, a torque converter TC, a forward / reverse switching mechanism SWM, and a variator VA. In vehicle 100, transmission TM is a continuously variable belt transmission having the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA.

[0016] The engine ENG constitutes a drive source for the vehicle 100. The power of the engine ENG is transmitted to the drive wheels DW via the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA. In other words, the torque converter TC, the forward / reverse switching mechanism SWM, and the variator VA are provided in a power transmission path connecting the engine ENG and the drive wheels DW.

[0017] The torque converter TC transmits power via a fluid. The torque converter TC has a lock-up clutch LU, a turbine TBN, and an impeller IMP. The torque converter TC improves power transmission efficiency by engaging the lock-up clutch LU.

[0018] The forward / reverse switching mechanism SWM is provided in a power transmission path connecting the engine ENG and the variator VA. The forward / reverse switching mechanism SWM switches the rotation direction of the input rotation to switch between forward and reverse travel of the vehicle 100. The forward / reverse switching mechanism SWM includes a forward clutch FWD / C that is engaged when the forward range is selected, and a reverse brake REV / B that is engaged when the reverse range is selected. When the forward clutch FWD / C and the reverse brake REV / B are released, the transmission TM enters a neutral state, i.e., a power cut-off state.

[0019] The variator VA constitutes a continuously variable transmission mechanism having a primary pulley PRI to which power from the engine ENG is input, a secondary pulley SEC that transmits power to the drive wheels DW via a drive shaft 2, and a belt BLT as a continuously variable annular member wound around the primary pulley PRI and the secondary pulley SEC. A primary pulley pressure Ppri, which is the oil pressure of the primary pulley PRI, and a secondary pulley pressure Psec, which is the oil pressure of the secondary pulley SEC, are supplied to the primary pulley PRI and the secondary pulley SEC, respectively, from a hydraulic control circuit 1, which will be described later.

[0020] The transmission TM further includes a mechanical oil pump MP, an electric oil pump EP, and an electric motor M.

[0021] The mechanical oil pump MP pressure-feeds (supplies) oil to the hydraulic control circuit 1. The mechanical oil pump MP is driven by the power of the engine ENG.

[0022] The electric oil pump EP pumps (supplies) oil to the hydraulic control circuit 1 together with the mechanical oil pump MP or independently. The electric oil pump EP is provided as an auxiliary to the mechanical oil pump MP. In other words, if the supply of oil from the mechanical oil pump MP to the transmission TM is stopped or insufficient, the electric oil pump EP temporarily supplies oil to the transmission TM based on a drive request to make up for the shortage of oil. The electric motor M drives the electric oil pump EP. The electric oil pump EP may be understood to be configured with the electric motor M.

[0023] The transmission TM further comprises a hydraulic control circuit 1 and a controller 3 that controls the transmission TM. The hydraulic control circuit 1 is made up of multiple flow paths and multiple hydraulic control valves, and adjusts the pressure of oil supplied from the mechanical oil pump MP and the electric oil pump EP, and supplies the oil to each part of the transmission TM.

[0024] The vehicle 100 is further provided with various sensors 4 that detect various parameters. The various sensors 4 include an oil pressure detection sensor 41 as oil pressure detection means that detects the oil pressure in the hydraulic control circuit 1, an engine speed detection sensor 42 as engine speed detection means that detects the rotation speed of the engine ENG, a turbine speed detection sensor 43 as turbine speed detection means that detects the rotation speed of the turbine TBN, a vehicle speed detection sensor 44 as vehicle speed detection means that detects the speed of the vehicle 100, an accelerator opening detection sensor 45 as accelerator opening detection means that detects the accelerator opening (i.e., an acceleration / deceleration request by the driver), an oil temperature detection sensor 46 as oil temperature detection means that detects the oil temperature, a primary pulley speed detection sensor 47 as primary pulley speed detection means that detects the rotation speed of the primary pulley PRI, and a secondary pulley speed detection sensor 48 as secondary pulley speed detection means that detects the rotation speed of the secondary pulley SEC.

[0025] The controller 3 is a controller for controlling the transmission TM, and controls the hydraulic control circuit 1 and the electric motor M that drives the electric oil pump EP based on various parameters output from various sensors 4, etc. The controller 3 is composed of a microcomputer equipped with a central processing unit (CPU), read-only memory (ROM), random access memory (RAM), and input / output interfaces (I / O interfaces) 31, 32 (see FIG. 2). The controller 3 can also be composed of multiple microcomputers. Details of the controller 3 will be described later.

[0026] Based on commands from a controller 3, a hydraulic control circuit 1 performs hydraulic control of the lockup clutch LU, forward clutch FWD / C, reverse brake REV / B, primary pulley PRI, secondary pulley SEC, and the like.

[0027] (Controller configuration) Next, the controller 3 will be described with reference to FIG.

[0028] FIG. 2 is a block diagram showing the controller 3 and the main components connected to the controller 3. As shown in FIG.

[0029] As shown in FIG. 2, the controller 3 has an input interface 31, an output interface 32, a memory unit 33, a hydraulic control circuit control unit 34 (hereinafter also simply referred to as the circuit control unit 34), an electric motor control unit 35 (hereinafter also simply referred to as the motor control unit 35), and a timer 36, which are electrically connected to each other.

[0030] The input interface 31 receives output signals from various sensors 4 .

[0031] The circuit control command generated by the processing of the circuit control unit 34 and the control command generated by the processing of the motor control unit 35 are output to the hydraulic control circuit 1 and the electric motor M, respectively, via the output interface 32.

[0032] The storage unit 33 is a memory for temporarily storing various parameters included in output signals from the various sensors 4. The storage unit 33 also stores processing programs and algorithm programs executed in the circuit control unit 34 and the motor control unit 35. In this embodiment, the storage unit 33 is built into the controller 3, but is not limited to this and may be provided separately from the controller 3, for example.

[0033] The storage unit 33 also stores a table that associates the predetermined differential pressure, the predetermined rate of decrease (rate of change) of the rotational speed difference, the predetermined rotational speed difference, the predetermined gear ratio range, the predetermined speed range, the predetermined oil temperature range, and the gear ratio of the variator VA with the natural frequency of the powertrain, which are used in the control process of the transmission TM. Details of these parameters will be explained in the section on the control process of the transmission TM.

[0034] The circuit control unit 34 generates a circuit control command based on the various parameters output from the various sensors 4, and outputs the generated circuit control command to the hydraulic control circuit 1 via the output interface 32.

[0035] The circuit control unit 34 has a calculation module 341 as a calculation means, a determination module 342 as a determination means, a vibration prediction module 343 as a vibration prediction means, a gain identification module 344 as a gain identification means, a timing identification module 345 as a timing identification means, a frequency identification module 346 as a frequency identification means, and a command generation module 347 as a command generation means. Details of these modules will be described later in the description of the control process of the transmission TM.

[0036] The motor control unit 35 generates a control command based on the various parameters output from the various sensors 4, and outputs the generated control command to the electric motor M via the output interface 32.

[0037] The timer 36 detects the time.

[0038] (Shifting mechanism) Next, the mechanism of the vibration damping process as a gear shift process will be described with reference to FIG.

[0039] 3A to 3E are time charts showing the changes in various parameters before and after the engagement of the lock-up clutch LU due to the vehicle speed and the driver's acceleration / deceleration request (accelerator operation). In Fig. 3A to Fig. 3E, the dashed lines and solid lines respectively indicate the time chart when vibration damping processing is not performed (hereinafter simply referred to as "before vibration damping") and the time chart when vibration damping processing is performed (hereinafter simply referred to as "after vibration damping").

[0040] FIG. 3(a) shows the change in the speed ratio Ratio of the variator VA over time before and after the lock-up clutch LU is engaged. In FIG. 3(a), the horizontal axis and vertical axis represent time and speed ratio, respectively. Note that on the vertical axis of FIG. 3(a), the low side of the speed ratio (the side where the reduction ratio is large) is on the upper side, and the high side of the speed ratio (the side where the reduction ratio is small) is on the lower side. is on the bottom is.

[0041] Fig. 3(b) shows the rotational speed N of the impeller IMP (i.e., the engine ENG) over time before and after the lock-up clutch LU is engaged. imp Figure 3(c) shows the change in the rotational speed N of the turbine TBN over time before and after the lock-up clutch LU is engaged. tbn Fig. 3(d) shows the change in the rotational speed N of the secondary pulley SEC over time before and after the lock-up clutch LU is engaged. sec In Figures 3(b) to 3(d), the horizontal axis and vertical axis represent time and rotation speed, respectively.

[0042] FIG. 3(e) shows the torque T of the drive shaft 2 over time before and after the lock-up clutch LU is engaged. ds In Fig. 3(e), the horizontal axis and vertical axis represent time and torque, respectively.

[0043] As shown in FIG. 3(a), in the time chart before vibration suppression, the speed ratio Ratio of the variator VA gradually increases over time (i.e., changes to the low side) until time t1, depending on the vehicle speed and the driver's acceleration / deceleration request (accelerator operation), and then gradually decreases (i.e., changes to the high side, or "high frequency side").

[0044] On the other hand, as shown in FIG. 3(b), in the time chart before vibration suppression, the rotational speed N imp Then, in the time chart before vibration suppression, when the lock-up clutch LU starts to have torque capacity, the rotation speed N of the impeller IMP (i.e., the engine ENG) imp but After the lock-up clutch LU is engaged, the rotation speed N of the impeller IMP (i.e., the engine ENG) changes over time due to the influence of the vibration of the vehicle 100 caused by the engagement of the lock-up clutch LU. imp The waveform of the change is formed to be a sine wave.

[0045] Also, as shown in FIG. 3(c), in the time chart before vibration suppression, the rotational speed N of the turbine TBN before the lock-up clutch LU is engaged tbn increases gradually over time due to an increase in vehicle speed and an increase in the gear ratio (reduction ratio) (shifting to a lower gear, downshifting). Then, from time t1, it suddenly increases over time due to an increase in the torque transmission capacity of the lock-up clutch LU. Then, in the time chart before vibration damping, after the lock-up clutch LU is engaged (after time t2), the rotational speed N of the turbine TBN increases due to the inertia of the engine ENG (the inertia of the engine ENG reduced by the engagement of the lock-up clutch LU). tbn is reduced. Then, the rotation speed N tbn is affected by the vibration of the vehicle 100 due to the engagement of the lock-up clutch LU, and the rotation speed N of the turbine TBN changes over time. tbn The waveform of the change in the rotation speed N of the impeller IMP (i.e., the engine ENG) over time after the lock-up clutch LU is engaged is formed so that imp The waveform of the change in the rotation speed N of the turbine TBN over time tbn The waveforms of the changes overlap.

[0046] Also, as shown in Fig. 3(d), in the time chart before vibration suppression, the rotational speed N of the secondary pulley SEC before the lock-up clutch LU is engaged sec increases gradually over time due to an increase in vehicle speed. Then, from time t1, it suddenly increases over time due to an increase in the torque transmission capacity of the lock-up clutch LU. Then, in the time chart before vibration suppression, after the lock-up clutch LU is engaged (after time t2), the rotational speed N of the secondary pulley SEC increases due to the inertia of the engine ENG (the inertia of the engine ENG reduced by the engagement of the lock-up clutch LU). sec Then, the rotation speed of the secondary pulley SEC is reduced to N sec is the rotational speed N of the secondary pulley SEC over time, which is affected by the vibration of the vehicle 100 due to the engagement of the lock-up clutch LU.sec The waveform of the change is formed to be a sine wave.

[0047] Also, as shown in FIG. 3(e), in the time chart before vibration suppression, the torque T of the drive shaft 2 before the lock-up clutch LU is engaged is ds decreases gradually depending on the vehicle speed and the driver's acceleration / deceleration request (accelerator operation). Then, from time t1, it suddenly increases over time due to an increase in the torque transmission capacity of the lock-up clutch LU. Then, in the time chart before vibration suppression, after the lock-up clutch LU is engaged (after time t2), the torque T of the drive shaft 2 increases slightly with a delay due to the inertia of the engine ENG (the inertia of the engine ENG reduced by the engagement of the lock-up clutch LU). ds Then, the torque T of drive shaft 2 ds In the time chart before vibration damping, after the lockup clutch LU is engaged, the waveform of the change over time is affected by the vibration of the vehicle 100 due to the engagement of the lockup clutch LU, and is formed so as to become a sine wave (i.e., a sine wave).

[0048] Therefore, as a result of intensive research by the inventors, in order to suppress the vibration of the vehicle 100 due to the engagement of the lock-up clutch LU (i.e., to smooth out each of the sine waves shown in Fig. 3(b) to Fig. 3(e) (particularly the sine wave shown in Fig. 3(e)) the speed ratio Ratio of the variator VA is set to the rotational speed N of the secondary pulley SEC before vibration suppression after the engagement of the lock-up clutch LU. sec We arrived at the conclusion that it would be effective to shift the variator VA to the gear ratio Ratio (solid line in Figure 3(a)) after vibration suppression so that it is in the opposite phase to the gear ratio (dashed line in Figure 3(a)).

[0049] Specifically, as shown by the solid line in Figure 3(a), the rotational speed N secAt time t3 while the torque is decreasing (see FIG. 3(d)), the speed ratio Ratio of the variator VA is shifted to a smaller value (i.e., the reduction ratio is reduced and shifted to the high side). This cancels the restoration of the drive shaft 2 twisted by the engagement of the lock-up clutch LU (the torque T of the drive shaft 2, which is convex downward from time t4 to time t6 in FIG. 3(e)). ds (This can cancel out the torque fluctuations from time t4 to time t6), thereby suppressing vibrations of vehicle 100 due to engagement of lockup clutch LU (that is, as shown by the solid lines in FIGS. 3(b) to 3(e), each sine wave (particularly the sine wave shown in FIG. 3(e)) is smoothed out, that is, by canceling the torque fluctuations from time t4 to time t6 by shifting, the torque fluctuations from time t6 to time t7 and from time t7 onwards, including time t8, can be reduced). As a result, the impact of vibrations on the behavior of vehicle 100 can be reduced.

[0050] In this embodiment, the mechanism of the vibration damping process is explained using a sine wave in Figures 3(b) to 3(e), but is not limited to this and may be explained using other waveforms, such as a triangular wave or a rectangular wave.

[0051] (Transmission control processing) Next, the control process for the transmission TM will be described with reference to FIGS.

[0052] FIG. 4 is a flowchart showing the control process for the transmission TM.

[0053] When the driver turns the ignition switch (not shown) of the vehicle 100 from OFF to ON, the control process for the transmission TM starts.

[0054] 4, first, in step S101, the various sensors 4 detect various parameters, and then the various sensors 4 output the detected various parameters to the controller 3, and the process proceeds to step S102.

[0055] Specifically, in step S101, the oil pressure detection sensor 41, engine speed detection sensor 42, turbine speed detection sensor 43, vehicle speed detection sensor 44, accelerator opening detection sensor 45, oil temperature detection sensor 46, primary pulley speed detection sensor 47 and secondary pulley speed detection sensor 48 respectively detect the oil pressure in the hydraulic control circuit 1, the rotational speed of the engine ENG, the rotational speed of the turbine TBN, the speed of the vehicle 100, the accelerator opening, the oil temperature, the rotational speed of the primary pulley PRI and the rotational speed of the secondary pulley SEC within a predetermined time. The oil pressure detection sensor 41, engine speed detection sensor 42, turbine speed detection sensor 43, vehicle speed detection sensor 44, accelerator opening detection sensor 45 and oil temperature detection sensor 46 each output the detected oil pressure in the oil pressure control circuit 1 within a predetermined time, the rotation speed of the engine ENG, the rotation speed of the turbine TBN, the speed of the vehicle 100, the accelerator opening, the oil temperature, the rotation speed of the primary pulley PRI and the rotation speed of the secondary pulley SEC to the memory unit 33, the circuit control unit 34 and the motor control unit 35 via the input interface 31.

[0056] Next, in step S102, the calculation module 341 of the circuit control unit 34 calculates the command differential pressure to the lock-up clutch LU (hereinafter also simply referred to as the command differential pressure) based on the various parameters output from the various sensors 4. Then, the calculation module 341 outputs the calculated command differential pressure to the memory unit 33 and the determination module 342, and the process proceeds to step S103.

[0057] Next, in step S103, the determination module 342 of the circuit control unit 34 determines whether the indicated differential pressure has reached a predetermined differential pressure previously stored in the memory unit 33. Here, the predetermined differential pressure is an index for determining whether the lock-up clutch LU has capacity. The predetermined differential pressure is specified depending on the type of vehicle 100, etc.

[0058] If the command differential pressure has reached the predetermined differential pressure (if Yes), that is, if the lock-up clutch LU has capacity, the process proceeds to step S104. On the other hand, if the command differential pressure has not reached the predetermined differential pressure (if No), that is, if the lock-up clutch LU does not have capacity, the process returns to step S101.

[0059] Next, if the answer is Yes in step S103, in step S104, the calculation module 341 calculates the rate of change in the rotational speed difference between the engine ENG and the turbine TBN (specifically, the rate of decrease in the rotational speed difference between the engine ENG and the turbine TBN, hereinafter simply referred to as the rate of decrease in the rotational speed difference) based on the rotational speed of the engine ENG within a predetermined time and the rotational speed of the turbine TBN within a predetermined time. Then, the calculation module 341 outputs the calculated rate of decrease in the rotational speed difference to the memory unit 33 and the determination module 342, and proceeds to step S105.

[0060] Next, in step S105, the determination module 342 determines whether the rate of decrease of the rotational speed difference is equal to or greater than a predetermined rate of decrease of the rotational speed difference that is set in advance and stored in the memory unit 33. Here, the predetermined rate of decrease of the rotational speed difference is an index for determining whether the lock-up clutch LU is engaged in a short period of time. The predetermined rate of decrease of the rotational speed difference is specified depending on the type of vehicle 100, etc.

[0061] If the rate of decrease in the rotational speed difference is equal to or greater than the predetermined rate of decrease in the rotational speed difference (Yes), that is, if the lockup clutch LU has been engaged in a short time, the process proceeds to step S106. On the other hand, if the rate of decrease in the rotational speed difference is smaller than the predetermined rate of decrease in the rotational speed difference (No), that is, if the lockup clutch LU has not been engaged in a short time, the process returns to step S101.

[0062] As a result, the gear shift process is executed only when it is necessary to suppress vibrations of the vehicle 100 caused by the engagement of the lockup clutch LU, so that unnecessary vibration suppression processes can be omitted.

[0063] Next, if the answer is Yes in step S105, in step S106, the calculation module 341 calculates a rotational speed difference (specifically, an average rotational speed difference) based on the rotational speed of the engine ENG within a predetermined time period and the rotational speed of the turbine TBN within the predetermined time period. Then, the calculation module 341 outputs the calculated rotational speed difference to the storage unit 33 and the determination module 342, and proceeds to step S107.

[0064] Next, in step S107, the determination module 342 determines whether the rotational speed difference is equal to or less than a predetermined rotational speed difference previously stored in the storage unit 33. Here, the predetermined rotational speed difference is an index for determining whether the lock-up clutch LU is fully engaged. The predetermined rotational speed difference is specified depending on the type of vehicle 100, etc.

[0065] If the rotational speed difference is equal to or less than the predetermined rotational speed difference (Yes), that is, if the lockup clutch LU is fully engaged, the process proceeds to step S108. On the other hand, if the rotational speed difference is greater than the predetermined rotational speed difference (No), that is, if the lockup clutch LU is not fully engaged, the process returns to step S101.

[0066] Next, if the answer is Yes in step S107, in step S108, the calculation module 341 calculates the gear ratio of the variator VA (specifically, the average gear ratio) based on the rotational speed of the primary pulley PRI within a predetermined time and the rotational speed of the secondary pulley SEC within the predetermined time. Then, the calculation module 341 outputs the calculated gear ratio of the variator VA to the storage unit 33, the determination module 342, the gain identification module 344, and the frequency identification module 346, and proceeds to step S109.

[0067] Next, in step S109, the determination module 342 determines whether the gear ratio of the variator VA is within a predetermined gear ratio range previously stored in the storage unit 33. Here, the predetermined gear ratio range is an index for determining whether the driver or the like is likely to feel vibrations of the vehicle 100 due to the engagement of the lock-up clutch LU. The predetermined gear ratio range is specified depending on the type of the vehicle 100, etc.

[0068] If the gear ratio of the variator VA is within a predetermined gear ratio range (Yes), that is, if the driver or the like is likely to feel vibrations of the vehicle 100 due to the engagement of the lockup clutch LU, the process proceeds to step S110. On the other hand, if the gear ratio of the variator VA is not within the predetermined gear ratio range (No), that is, if the driver or the like is unlikely to feel vibrations of the vehicle 100 due to the engagement of the lockup clutch LU, the control process is terminated without performing vibration damping process.

[0069] Next, if the result of step S109 is Yes, in step S110, the determination module 342 determines whether the speed of the vehicle 100 is within a predetermined speed range that has been set in advance and stored in the storage unit 33. Here, the predetermined speed range is an index for determining whether the driver or the like is likely to feel vibrations of the vehicle 100 due to the engagement of the lock-up clutch LU. The predetermined speed range is also specified depending on the type of the vehicle 100, etc. In step S110, instead of determining whether the speed of the vehicle 100 is within a predetermined speed range that has been set in advance and stored in the storage unit 33, it may be determined whether the speed of the vehicle 100 is equal to or lower than a predetermined speed that has been set in advance and stored in the storage unit 33.

[0070] If the speed of the vehicle 100 is within the predetermined speed range (Yes), that is, if the driver or the like is likely to feel the vibration of the vehicle 100 due to the engagement of the lock-up clutch LU, the process proceeds to step S111. speed is specified speedIf it is not within the range (No), that is, if the driver or the like is unlikely to feel the vibration of vehicle 100 caused by the engagement of lockup clutch LU, the control process is terminated without performing the vibration damping process.

[0071] Next, if the answer is Yes in step S110, in step S111, the determination module 342 determines whether the oil temperature previously stored in the memory unit 33 is within a predetermined oil temperature range. Here, the predetermined oil temperature is an index for determining whether the oil temperature is within the operating range of the vibration damping process. The predetermined oil temperature is specified depending on the type of vehicle 100, etc.

[0072] If the oil temperature is within a predetermined oil temperature range (if Yes), that is, if the oil temperature is in the operating range of the vibration damping process, the process proceeds to step S112. On the other hand, if the oil temperature is not within the predetermined oil temperature range (if No), that is, if the oil temperature is not in the operating range of the vibration damping process, the control process is terminated without performing the vibration damping process.

[0073] Next, if the answer is Yes in step S111, in step S112, the vibration prediction module 343 predicts the vibration of the vehicle 100 that would occur if vibration suppression processing were not performed when the lockup clutch LU is engaged (time t2) based on the rate of decrease in the rotational speed difference. The vibration prediction module 343 then outputs predicted vibration information related to the predicted vibration of the vehicle 100 to the gain identification module 344, the timing identification module 345, and the frequency identification module 346, and the process proceeds to step S113. Here, the predicted vibration information includes amplitude, start timing, and frequency. Note that the greater the rate of decrease in the rotational speed difference, the greater the amplitude of the vehicle 100.

[0074] Next, in step S113, when lock-up clutch LU is engaged (time t2), gain identification module 344, timing identification module 345, and frequency identification module 346 each identify the gain, start timing, and frequency of the vibration suppression process based on the predicted vibration information output from vibration prediction module 343. Then, gain identification module 344, timing identification module 345, and frequency identification module 346 each output the identified gain, start timing, and frequency of the vibration suppression process to command generation module 347, and the process proceeds to step S114.

[0075] Specifically, in step S113, the gain determination module 344 Rotational Speed ​​Difference The gain of the vibration suppression process, which determines the magnitude of the hydraulic pressure to be supplied to the primary pulley PRI, is specified based on the predicted vibration information according to the rate of decrease of the torque fluctuation caused by the vibration of the vehicle 100, the gear ratio of the variator VA, and the speed of the vehicle 100, in the case where the vibration suppression process is not performed. The gain specifying module 344 then outputs the specified gain to the command generating module 347.

[0076] More specifically, in step S113, the gain determination module 344 determines: Rotational Speed ​​Difference The gain is specified so that the greater the rate of decrease in , the greater the gain. This optimizes the speed ratio of the variator VA, thereby more appropriately canceling the return movement of the drive shaft 2 that has been twisted by the engagement of the lock-up clutch LU, thereby reducing the sense of discomfort felt by the driver.

[0077] More specifically, in step S113, gain specification module 344 specifies a gain such that the lower the speed of vehicle 100, the larger the gain. This optimizes the gear ratio of variator VA, thereby more appropriately canceling the restoration of drive shaft 2 that has been twisted by engagement of lock-up clutch LU, thereby reducing the sense of discomfort felt by the driver.

[0078] At the same time, in step S113, the timing identification module 345, based on the predicted vibration information, identifies the start timing (time t3 shown in FIG. 3(d)) of vibration suppression processing for canceling torque fluctuations (specifically, torque fluctuations from time t4 to time t6 shown in FIG. 3(e)) due to vibration of the vehicle 100 when vibration suppression processing is not performed. Then, the timing identification module 345 outputs the identified start timing (time t3 shown in FIG. 3(d)) to the calculation module 341 and the command generation module 347.

[0079] 3(d) is located between the time t2 when lock-up clutch LU is engaged and the time t4 when torque fluctuations occur due to vibrations of vehicle 100.

[0080] At the same time, in step S113, the frequency identification module 346 identifies a frequency of the vibration suppression process for canceling torque fluctuations due to vibrations of the vehicle 100 (specifically, torque fluctuations from time t4 to time t6 shown in FIG. 3(e)) when the vibration suppression process is not performed, based on the natural frequency of the powertrain identified by the gear ratio of the variator VA and a table previously stored in the storage unit 33. Then, the frequency identification module 346 outputs the identified frequency to the command generation module 347.

[0081] The lower the gear ratio of the variator VA is, the lower the natural frequency of the powertrain becomes. On the other hand, the higher the gear ratio of the variator VA is, the higher the natural frequency of the powertrain becomes.

[0082] Next, in step S114, the command generation module 347 generates a circuit control command as a vibration suppression processing command for shifting the gear ratio of the variator VA to the high side, based on the gain, start timing, and frequency of the vibration suppression processing output respectively from the gain identification module 344, timing identification module 345, and frequency identification module 346. Then, the command generation module 347 outputs the generated circuit control command to the hydraulic control circuit 1 via the output interface 32, and the process proceeds to step S115.

[0083] Next, in step S115, calculation module 341 calculates the time difference (hereinafter also simply referred to as the time difference) between the engagement time (t2) of lockup clutch LU and the start timing of vibration damping processing (time t3 shown in FIG. 3(d)), based on the start timing (time t3 shown in FIG. 3(d)) output from timing identification module 345. Then, calculation module 341 outputs the calculated time difference to determination module 342, and proceeds to step S116.

[0084] Next, in step S116, the timer 36 detects the elapsed time that has passed since the lock-up clutch LU was engaged (time t2), and outputs the detected elapsed time to the determination module 342, after which the process proceeds to step S117.

[0085] Next, in step S117, the determination module 342 determines whether the elapsed time output from the timer 36 reaches the time difference output from the calculation module 341 or not.

[0086] If the elapsed time has reached the time difference (Yes), that is, if the time has reached the start timing of the vibration suppression process (time t3 shown in FIG. 3(d)), the process proceeds to step S118. On the other hand, if the elapsed time has not reached the time difference (No), that is, if the time has not reached the start timing of the vibration suppression process (time t3 shown in FIG. 3(d)), the process returns to step S116.

[0087] Next, if the answer is Yes in step S117, in step S118, the hydraulic control circuit 1 increases the hydraulic pressure supplied to the primary pulley PRI (i.e., the primary pulley pressure Ppri) so as to shift the speed ratio of the variator VA to the high side (see FIG. 3(a)) while the rotation speed of the secondary pulley SEC is decreasing if vibration damping processing is not performed based on the circuit control command output from the command generating module 347. Then, this control processing is terminated.

[0088] This cancels the restoration of the drive shaft 2 that has been twisted by the engagement of the lock-up clutch LU, thereby suppressing vibrations caused by the engagement of the lock-up clutch LU, thereby reducing the impact of vibrations on the behavior of the vehicle 100.

[0089] In this embodiment, in step S118, the hydraulic control circuit 1 increases the hydraulic pressure supplied to the primary pulley PRI (i.e., the primary pulley pressure Ppri) so as to shift the gear ratio of the variator VA to the high side, based on the circuit control command output from the command generating module 347. However, in step S118, the hydraulic control circuit 1 is not limited to this, and may, for example, decrease the hydraulic pressure supplied to the secondary pulley SEC (i.e., the secondary pulley pressure Psec) so as to shift the gear ratio of the variator VA to the high side, based on the circuit control command output from the command generating module 347.

[0090] In this case, the circuit control command is a command to reduce the hydraulic pressure supplied to the secondary pulley SEC.

[0091] (Variation) In the above-described embodiment, when vibration damping processing is not performed, the hydraulic control circuit 1 shifts the speed ratio of the variator VA to the high side while the rotation speed of the secondary pulley SEC is decreasing. However, the hydraulic control circuit 1 is not limited to this. For example, when vibration damping processing is not performed, the hydraulic control circuit 1 may shift the speed ratio of the variator VA to the low side while the rotation speed of the secondary pulley SEC is increasing after the rotation speed of the secondary pulley SEC is decreasing.

[0092] Even in this case, if vibration damping is not performed after lockup clutch LU is engaged, the rotational speed of secondary pulley SEC decreases, and then by shifting the gear ratio of variator VA to the low side while the rotational speed of secondary pulley SEC before vibration damping increases, the return movement of drive shaft 2, which has been twisted by engagement of lockup clutch LU, can be canceled, thereby suppressing vibration caused by engagement of lockup clutch LU. As a result, the impact of vibration on the behavior of vehicle 100 can be reduced.

[0093] (Action and effect) Next, the main effects of this embodiment and the modified example will be described.

[0094] (1) The controller 3 (control device) of the transmission TM is a controller 3 (control device) of the transmission TM equipped with a variator VA (continuously variable transmission mechanism) having a primary pulley PRI to which power from the engine ENG (drive source) mounted on the vehicle 100 is input, a secondary pulley SEC that transmits power to the drive wheels DW, and a belt BLT (endless annular member) that is wound around the primary pulley PRI and the secondary pulley SEC.As the torque transmission capacity of the lock-up clutch LU of the torque converter TC provided between the engine ENG (drive source) and the primary pulley PRI increases, the rotational speed of the secondary pulley SEC increases, and after the lock-up clutch LU is engaged, a gear change process is performed to shift the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side or the low side so as to cancel the action of the drive shaft 2, which has been twisted by the engagement of the lock-up clutch LU, returning to its original position.

[0095] (9) The control method for the transmission TM is a control method for the transmission TM equipped with a variator VA (continuously variable transmission mechanism) having a primary pulley PRI to which power from an engine ENG (drive source) mounted on the vehicle 100 is input, a secondary pulley SEC that transmits power to the drive wheels DW, and a belt BLT (endless annular member) that is looped around the primary pulley PRI and the secondary pulley SEC, in which the rotational speed of the secondary pulley SEC increases as the torque transmission capacity of the lock-up clutch LU of the torque converter TC provided between the engine ENG (drive source) and the primary pulley PRI increases, and after the lock-up clutch LU is engaged, the gear ratio of the variator VA (continuously variable transmission mechanism) is shifted to the high side or the low side so as to cancel the action of the drive shaft 2, which has been twisted by the engagement of the lock-up clutch LU, returning to its original position.

[0096] (10) The CPU (computer) is a program executable by the CPU (computer) that controls the transmission TM equipped with a variator VA (continuously variable transmission mechanism) having a primary pulley PRI to which power from an engine ENG (drive source) mounted on the vehicle 100 is input, a secondary pulley SEC that transmits power to the drive wheels DW, and a belt BLT (endless annular member) that is wound around the primary pulley PRI and the secondary pulley SEC.The program causes the CPU (computer) to execute a procedure for shifting the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side or the low side so as to cancel the return movement of the drive shaft 2 twisted by the engagement of the lockup clutch LU after the rotational speed of the secondary pulley SEC increases as the torque transmission capacity of the lockup clutch LU of the torque converter TC provided between the engine ENG (drive source) and the primary pulley PRI increases and the lockup clutch LU is engaged.

[0097] (11) The controller 3 (control device) of the transmission TM is a controller 3 (control device) of the transmission TM equipped with a variator VA (continuously variable transmission mechanism) having a primary pulley PRI to which power from an engine ENG (drive source) mounted on the vehicle 100 is input, a secondary pulley SEC that transmits power to the drive wheels DW, and a belt BLT (endless annular member) that is wound around the primary pulley PRI and the secondary pulley SEC.As the torque transmission capacity of the lock-up clutch LU of the torque converter TC provided between the engine ENG (drive source) and the primary pulley PRI increases, the rotational speed of the secondary pulley SEC increases, and after the lock-up clutch LU is engaged, the rotational speed of the secondary pulley SEC decreases, but before the rotational speed of the secondary pulley SEC increases, the controller 3 (control device) of the transmission TM is configured to shift the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side.

[0098] According to these configurations, after the lockup clutch LU is engaged, the gear ratio of the variator VA (continuously variable transmission) is changed to the high or low side so as to cancel the return of the drive shaft 2 twisted by the engagement of the lockup clutch LU, thereby canceling the return of the drive shaft 2 twisted by the engagement of the lockup clutch LU, thereby suppressing vibrations caused by the engagement of the lockup clutch LU. As a result, the impact of vibrations on the behavior of the vehicle 100 can be reduced.

[0099] (2) If vibration damping processing (speed change processing) is not performed after the lock-up clutch LU is engaged, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC decreases.

[0100] According to this configuration, if vibration suppression processing (speed change processing) is not performed after lockup clutch LU is engaged, while the rotational speed of secondary pulley SEC decreases, the speed ratio of variator VA (continuously variable transmission mechanism) is shifted to the high side, thereby canceling the return movement of drive shaft 2 that has been twisted by engagement of lockup clutch LU, thereby suppressing vibration caused by engagement of lockup clutch LU. As a result, the impact of vibration on the behavior of vehicle 100 can be reduced.

[0101] (3) When the rate of reduction of the rotational speed difference between the engine ENG (drive source) and the turbine TBN of the torque converter TC when the lockup clutch LU is engaged is equal to or greater than a predetermined rate of reduction of the rotational speed difference, if vibration damping processing (speed change processing) is not performed after the lockup clutch LU is engaged, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC is decreasing.

[0102] According to this configuration, vibration suppression processing (shift processing) is performed only when the rate of decrease in the rotational speed difference between the engine ENG (drive source) and the turbine TBN of the torque converter TC is equal to or greater than a predetermined rate of decrease in the rotational speed difference, so that unnecessary vibration suppression processing (shift processing) can be eliminated. Also, since the return movement of the drive shaft 2, which has been twisted by the engagement of the lockup clutch LU, can be canceled, vibration of the vehicle 100 caused by the engagement of the lockup clutch LU can be suppressed. As a result, the impact of vibration on the behavior of the vehicle 100 can be reduced.

[0103] (4) If the rate of decrease in the rotational speed difference between the engine ENG (drive source) and the turbine TBN of the torque converter TC when the lockup clutch LU is engaged is equal to or greater than a predetermined rate of decrease, and if no vibration damping process (speed change process) is performed after the lockup clutch LU is engaged, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC is decreasing.

[0104] According to this configuration, by optimizing the gear ratio of the variator VA (continuously variable transmission), the return movement of the drive shaft 2, which has been twisted by the engagement of the lock-up clutch LU, can be more appropriately canceled, thereby reducing the sense of discomfort felt by the driver.

[0105] (5) When the speed of the vehicle 100 is within a predetermined speed range, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC is decreasing if vibration damping processing (speed change processing) is not performed after the lock-up clutch LU is engaged.

[0106] According to this configuration, the vibration suppression process (gear shift process) is executed only when the driver or the like is likely to feel vibration of the vehicle 100 due to engagement of the lockup clutch LU, so that unnecessary vibration suppression process (gear shift process) can be eliminated. Also, since the restoration action of the drive shaft 2 that has been twisted due to engagement of the lockup clutch LU can be canceled, vibration of the vehicle 100 due to engagement of the lockup clutch LU can be suppressed. As a result, the impact of vibration on the behavior of the vehicle 100 can be reduced.

[0107] (6) When the speed of the vehicle 100 is below a predetermined speed, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC is decreasing if vibration damping processing (speed change processing) is not performed after the lock-up clutch LU is engaged.

[0108] According to this configuration, by optimizing the gear ratio of the variator VA (continuously variable transmission), the return movement of the drive shaft 2, which has been twisted by the engagement of the lock-up clutch LU, can be more appropriately canceled, thereby reducing the sense of discomfort felt by the driver.

[0109] (7) When the speed ratio of the variator VA (continuously variable transmission mechanism) is within a predetermined speed ratio range, the controller 3 (control device) of the transmission TM shifts the speed ratio of the variator VA (continuously variable transmission mechanism) to the high side while the rotational speed of the secondary pulley SEC is decreasing if vibration damping processing (speed change processing) is not performed after the lock-up clutch LU is engaged.

[0110] According to this configuration, the vibration suppression process (gear shift process) is executed only when the driver or the like is likely to feel vibration of the vehicle 100 due to engagement of the lockup clutch LU, so that unnecessary vibration suppression process (gear shift process) can be eliminated. Also, since the restoration action of the drive shaft 2 that has been twisted due to engagement of the lockup clutch LU can be canceled, vibration of the vehicle 100 due to engagement of the lockup clutch LU can be suppressed. As a result, the impact of vibration on the behavior of the vehicle 100 can be reduced.

[0111] (8) If vibration damping processing (speed change processing) is not performed after the lock-up clutch LU is engaged, the controller 3 (control device) of the transmission TM shifts the gear ratio of the variator VA (continuously variable transmission mechanism) to the low side while the rotational speed of the secondary pulley SEC increases after the rotational speed of the secondary pulley SEC decreases.

[0112] According to this configuration, if vibration suppression processing (speed change processing) is not performed after the lockup clutch LU is engaged, the rotational speed of the secondary pulley SEC decreases, and then by shifting the speed ratio of the variator VA (continuously variable transmission) to the low side while the rotational speed of the secondary pulley SEC increases, the return movement of the drive shaft 2 that has been twisted by the engagement of the lockup clutch LU can be canceled, thereby suppressing vibration caused by the engagement of the lockup clutch LU. As a result, the impact of vibration on the behavior of the vehicle 100 can be reduced.

[0113] Although the embodiments of the present invention have been described above, the above embodiments merely illustrate some of the application examples of the present invention, and it is not intended that the technical scope of the present invention be limited to the specific configurations of the above embodiments.

[0114] The series of processes in the transmission TM described above may be provided as a program for causing a computer to execute the processes.

[0115] The program for executing the above-described series of processes may be provided by a computer-readable storage medium, and may be stored in the storage unit 33 of the controller 3.

[0116] Furthermore, the various programs executed by the computer may be stored in a non-transitory storage medium such as a CD-ROM. [Explanation of symbols]

[0117] 2 drive shafts 3 Controller (control device) 100 vehicles DW drive wheel LU lock-up clutch TC torque converter TM transmission (belt continuously variable transmission) VA variator (continuously variable transmission) BLT belt (endless circular member) ENG Engine (power source) PRI Primary pulley SEC Secondary pulley TBN Turbine

Claims

1. A control device for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, the rotational speed of the secondary pulley increases with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, the lock-up clutch is engaged, and after the rotational speed of the secondary pulley decreases, a speed change process is performed to change the speed ratio of the continuously variable transmission mechanism to a high side or a low side so as to cancel the restoration action of the drive shaft twisted by the engagement of the lock-up clutch; Transmission control device.

2. After the lock-up clutch is engaged and the speed change process is not performed, the speed change ratio of the continuously variable transmission mechanism is changed to a high side after the rotation speed of the secondary pulley is reduced. The transmission control device according to claim 1 .

3. When a rate of decrease in the rotational speed difference between the drive source and the turbine of the torque converter when the lock-up clutch is engaged is equal to or greater than a predetermined rate of decrease in the rotational speed difference, if the speed change process is not performed after the lock-up clutch is engaged, the speed ratio of the continuously variable transmission mechanism is changed to a high side after the rotational speed of the secondary pulley has decreased. The transmission control device according to claim 2.

4. When a rate of decrease in the rotational speed difference between the drive source and the turbine when the lock-up clutch is engaged is equal to or greater than a preset rate of decrease, the speed ratio of the continuously variable transmission mechanism is shifted to a higher side after the rotational speed of the secondary pulley has decreased in a case where the speed change process has not been performed after the lock-up clutch is engaged. The transmission control device according to claim 3.

5. When the speed of the vehicle is within a predetermined speed range, after the lock-up clutch is engaged and the speed change process is not performed, the speed change ratio of the continuously variable transmission mechanism is changed to a higher side after the rotational speed of the secondary pulley is reduced. The transmission control device according to claim 2.

6. When the speed of the vehicle is equal to or lower than a predetermined speed, after the lock-up clutch is engaged and the speed change process is not performed, the speed change ratio of the continuously variable transmission mechanism is changed to a higher side after the rotational speed of the secondary pulley is reduced. The transmission control device according to claim 5.

7. When the speed ratio of the continuously variable transmission mechanism is within a predetermined speed ratio range, after the lock-up clutch is engaged and the speed change process is not performed, the speed ratio of the continuously variable transmission mechanism is changed to a high side after the rotation speed of the secondary pulley decreases. The transmission control device according to claim 2.

8. A control device for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to a drive wheel, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, the rotational speed of the secondary pulley increases with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, and after the lock-up clutch is engaged, a speed change process is performed to change the speed ratio of the continuously variable transmission mechanism to a high side or a low side so as to cancel the return movement of the drive shaft twisted by the engagement of the lock-up clutch; After the lock-up clutch is engaged, if the speed change process is not performed, the rotational speed of the secondary pulley decreases, and then the speed ratio of the continuously variable transmission mechanism is changed to a low side while the rotational speed of the secondary pulley increases. Transmission control device.

9. A control method for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, comprising: As the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley increases, the rotational speed of the secondary pulley increases, the lock-up clutch is engaged, and the rotational speed of the secondary pulley decreases. After that, the speed ratio of the continuously variable transmission mechanism is changed to a high side or a low side so as to cancel the restoration action of the drive shaft twisted by the engagement of the lock-up clutch. Transmission control method.

10. A program executable by a computer for controlling a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, the computer is caused to execute a procedure in which, when the rotational speed of the secondary pulley increases with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, the lock-up clutch is engaged and the rotational speed of the secondary pulley decreases, the speed ratio of the continuously variable transmission mechanism is changed to a high side or a low side so as to cancel the restoration action of the drive shaft twisted by the engagement of the lock-up clutch; program.

11. A control device for a transmission equipped with a continuously variable transmission mechanism having a primary pulley to which power from a drive source mounted on a vehicle is input, a secondary pulley that transmits power to drive wheels, and an endless annular member that is wrapped around the primary pulley and the secondary pulley, the rotational speed of the secondary pulley increases with an increase in the torque transmission capacity of a lock-up clutch of a torque converter provided between the drive source and the primary pulley, and after the lock-up clutch is engaged, the rotational speed of the secondary pulley decreases, but before the rotational speed of the secondary pulley increases, the speed ratio of the continuously variable transmission mechanism is shifted to the high side; Transmission control device.

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