JPH1120513A - Shift control device of continuously variable transmission-mounted car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To realize this compensation even when torque-down to compensate for a shortage of lockup capacity is not allowed at shift-up time to gradually change a gear ratio. SOLUTION: In (42), when judged as a continuously variable shift, in (43) a delay time constant T of the target gear ratio is found by multiplication of a basic time constant T0 , a throttle factor K1 and a vehicle speed factor K2 . In (42), when judged as a switch shift to gradually change the gear ratio, in the case of a down-shift, an operation on T in (47) is performed by considering a shift factor K0 decided in (46). When judged in (48) that there is torque- down or when judged in (49) as small throttle opening of not becoming a shortage of lockup capacity, an operation on T in (47) is performed by considering a shift factor K0 decided in (50). When judged in (48) that there is no torque- down, and when judged in (49) that throttle opening TVO is large, an operation on T in (47) is performed by using a large shift factor K0 decided in (51). At this time, T becomes large, and a shift speed is reduced, and a shortage of the lockup capacity can be compensated.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle equipped with a continuously variable transmission, and more particularly to a torque control device for a continuously variable transmission in which a stepwise change in a gear ratio is caused by a manual operation of a driver. The present invention relates to a shift control device configured to compensate for a shortage of an engagement capacity of a lock-up clutch in a converter.

[0002]

2. Description of the Related Art A continuously variable transmission typified by a V-belt type continuously variable transmission and a toroidal type continuously variable transmission determines a target gear ratio from running conditions such as an engine required load and a vehicle speed. Shift control is performed so as to achieve the target gear ratio. Therefore, during acceleration in which the driver depresses the accelerator pedal to increase the required engine load, the target gear ratio is changed to be larger (to be a lower speed gear ratio), and the continuously variable transmission is set to the increased target gear ratio. During a low-load operation in which the downshift is performed steplessly toward the gear ratio and the driver releases the accelerator pedal to reduce the required engine load, the target gear ratio becomes smaller (the gear ratio on the high-speed side becomes smaller). ), And the continuously variable transmission is continuously upshifted toward the reduced target gear ratio.

[0003] Even in such a continuously variable transmission, a driver sometimes desires a shift operation feeling similar to that of a manual transmission. A manual range (M range) with a gear ratio set to determine a shift speed, for example, the first to sixth speeds, so that the driver can manually shift to such a shift speed. Continuously variable transmissions have been proposed. In addition, the continuously variable transmission causes not only manual shifting in the manual range as described above but also a stepwise change in the gear ratio when the range is switched between the manual range and the automatic shifting range (D range). it is there, also without a with manual range, there may result a change in the gradual speed ratio even when switching to the sports running range driver from the automatic shift range (D range) (D _S range).
Thus, in this specification, a shift that causes a stepwise change in the gear ratio by a manual operation of the driver is referred to as a switch shift including a manual shift in a manual range.

[0004] Such a switch shift causes a sudden change in the engine speed due to a step ratio change before and after the shift, and a torque associated with a change in rotational inertia, ie, an inertia torque, is generated. If the switch shift is an upshift to a higher gear ratio, the inertia torque described above is added to the engine output torque and input to the continuously variable transmission, so that the continuously variable transmission can withstand the large input torque at this time. Need to build. And in the case of a continuously variable transmission,
Since the torque converter between the continuously variable transmission and the engine is in a lock-up state in which the input and output elements are directly connected by the lock-up clutch in a considerably wide operating range including the switch gear, the lock-up clutch Naturally, the engagement capacity also needs to be determined in consideration of the above large input torque.

However, in order to secure the engagement capacity of the lock-up clutch so as to satisfy this condition, it is inevitable that the lock-up clutch has a considerably large diameter, so that the torque converter becomes a problem in the storage space. It becomes large and is hardly realizable in consideration of the space at the time of mounting.

Conventionally, when an upshift with a stepwise change in gear ratio is performed during power-on running with the accelerator pedal depressed, the continuously variable transmission is controlled by a torque down control that reduces the engine output torque. Has been proposed so that the engagement capacity of the lock-up clutch can withstand the transmission input torque at the time of the upshifting even in a small torque converter.

[0007]

The above-mentioned torque reduction is performed by delaying the ignition timing or the like. However, this is not always possible. For example, while the temperature of the cooling water is low, such as during warm-up of the engine, or when the disconnection occurs. It is customary to prohibit torque reduction when measures are taken in the event of a failure. Under the state where the torque reduction is not permitted, the above-described conventional technology cannot naturally exert the above-described operation effect by the predetermined torque reduction, and the engagement capacity of the lock-up clutch is reduced during power-on traveling. It becomes impossible to withstand the transmission input torque during an upshift with a stepwise change in gear ratio. in this case,
A problem arises in that the lock-up clutch slips violently and its durability is significantly impaired.

According to a first aspect of the present invention, there is provided a shift speed control for a continuously variable transmission which compensates for a shortage of an engagement capacity of a lock-up clutch even when torque down is not permitted during upshift switch shifting. The purpose is to propose.

A second aspect of the present invention is directed to appropriately achieving the effects of the first aspect for each type of upshift switch speed change.

According to a third aspect of the present invention, when the engine is in a low load state, even if the torque reduction is not permitted, there is no shortage of the engagement capacity of the lock-up clutch which causes a problem. It is an object of the present invention to prevent a speed change control for compensating for an insufficient engagement capacity of a lock-up clutch based on a load state of an engine.

A fourth object of the present invention is to control a shift speed by manipulating a time constant for obtaining a transient target speed ratio from a final target speed ratio in accordance with running conditions. And

According to a fifth aspect of the present invention, the operation of the time constant according to the fourth aspect of the present invention is suitable for each type of switch shift to the upshift side, and the operation and effect of the fourth aspect of the present invention are as follows. It is an object of the present invention to appropriately achieve each type of shift.

[0013]

SUMMARY OF THE INVENTION For these purposes, first, a shift control device for a vehicle equipped with a continuously variable transmission according to the first invention is provided.
During upshifting of a continuously variable transmission that causes a stepwise change in the gear ratio by manual operation of the driver, the output torque of the engine in the preceding stage is reduced to lock up the torque converter between the engine and the continuously variable transmission. In the power train of a vehicle with a continuously variable transmission adapted to compensate for the clutch capacity shortage, while the torque reduction for lowering the output torque of the engine is not permitted, the speed of the upshift is reduced to reduce the speed. The present invention is characterized in that it is configured to compensate for the lock-up clutch capacity shortage.

According to a second aspect of the present invention, there is provided a shift control device for a vehicle equipped with a continuously variable transmission, wherein in the first aspect, the degree of reduction of the shift speed is determined for each type of the upshift shift. is there.

According to a third aspect of the present invention, there is provided a shift control device for a vehicle equipped with a continuously variable transmission according to the first or second aspect, wherein the upshift speed is reduced only while the load condition of the engine is equal to or higher than a set value. It is characterized in that it is configured to be performed.

According to a fourth aspect of the present invention, there is provided a shift control device for a vehicle equipped with a continuously variable transmission according to any one of the first to third aspects.
In the case of a continuously variable transmission in which a transient target gear ratio is obtained from a final target gear ratio determined according to running conditions and a predetermined time constant, and the actual gear ratio is controlled to match the transient target gear ratio,
The time constant is operated to decrease the upshift speed.

According to a fifth aspect of the present invention, in the shift control device for a vehicle equipped with a continuously variable transmission according to the fourth aspect, the time constant is obtained by multiplying a basic time constant by a shift coefficient for each type of upshift. The operation of the time constant is performed in step (a) to determine the degree of reduction in the shift speed for each type of the upshift.

[0018]

According to the present invention, during an upshift of a continuously variable transmission in which a stepwise change in the gear ratio is caused by a manual operation of the driver,
A change in the engine speed associated with the shift causes an inertia torque, and accordingly, the input torque of the transmission increases and the lock-up clutch of the torque converter becomes insufficient in engagement capacity. Usually, in order to compensate for the shortage of the engagement capacity of the lock-up clutch, the output torque of the engine is reduced at the time of the above-mentioned shift, so that the lock-up clutch does not slip even at the time of the shift. This prevents the durability of the lock-up clutch from being reduced.

By the way, while the above-mentioned torque reduction for lowering the output torque of the engine is not permitted, in the first invention, the shift speed of the upshift is reduced to compensate for the shortage of the engagement capacity of the lock-up clutch. Therefore, in the first aspect of the invention, if the torque reduction is prohibited and compensation for the shortage of the engagement capacity of the lock-up clutch cannot be achieved thereby, the compensation can be performed by lowering the shift speed. There is no problem that the clutch slips and its durability is reduced.

In the second invention, the degree of reduction of the shift speed is determined for each type of the upshift, so that the operation and effect of the first invention can be appropriately performed regardless of the type of the upshift. Can be achieved.

In the third aspect of the present invention, the upshift speed is reduced only while the load condition of the engine is equal to or higher than the set value. Unnecessarily in the low load state of the engine that does not cause the shortage of the engagement capacity of the up clutch,
It is possible to prevent the shift speed reduction control for compensating for the shortage of the engagement capacity of the lock-up clutch from being performed.

In the fourth aspect of the present invention, the continuously variable transmission obtains a transient target speed ratio from a final target speed ratio determined according to running conditions and a predetermined time constant, and the actual speed ratio matches the transient target speed ratio. The transmission is controlled as follows. Here, when reducing the shift speed in order to compensate for the shortage of the engagement capacity of the lock-up clutch, the above-described predetermined time constant is operated to decrease the upshift speed. In this case, the shift speed reduction control for compensating for the shortage of the engagement capacity of the lock-up clutch can be executed with the simplest operation.

In the fifth invention, the above-described operation of the time constant is performed by multiplying a basic time constant by a shift coefficient for each type of upshift, thereby performing the above operation of the time constant. Since the degree of reduction of the shift speed is determined in advance, the operation of the time constant in the fourth invention is determined to be suitable for each type of the upshift, and the operation and effect of the fourth invention are reliably performed for each type of the shift. Can be achieved.

[0024]

Embodiments of the present invention will be described below in detail with reference to the drawings. FIG. 1 is a functional block diagram showing a shift control device 10 of a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention.
Although not shown, a V-belt is wound between a primary pulley as an input pulley and a secondary pulley as an output pulley, and the V-groove width of both pulleys is changed to wind the V-belt around these pulleys. A transmission control device configured for a V-belt type continuously variable transmission that can change the transmission ratio steplessly by changing the hanging arc diameter.

The transmission control device 10 includes a signal from a primary pulley rotation sensor 11 for detecting the rotation speed _Npri of the primary pulley, and a secondary pulley rotation sensor 12 for detecting the rotation speed _Nsec of the secondary pulley.
, A signal from a vehicle speed sensor 13 for detecting a vehicle speed VSP, and a throttle opening sensor 14 for detecting a throttle opening TVO of an engine at a preceding stage of the continuously variable transmission.
A signal from the selection range of the continuously variable transmission (parking range P, the reverse traveling range R, the forward normal driving range D, the forward sport travel range D _S) and the signal from the inhibitor switch 15 for detecting a continuously variable transmission And a signal from an M range gear position detection sensor 18 for detecting a selected gear position (first speed M1 to sixth speed M6) in the M range. ,
A torque down permission signal T / D from an engine torque down permission determination unit 18 not shown is input. Here, as described above, the torque-down permission signal T / D is used for compensating for the shortage of the lock-up clutch capacity at the time of the shift when the switch shift involving the stepwise change of the gear ratio is an upshift. This is a signal that is issued when the torque down is permitted.

In this embodiment, the shift control device 10
Is particularly configured as follows. The target primary rotational speed calculating section 21 calculates the vehicle speed VSP and the throttle opening TVO detected by the sensors 13 and 14, the selected range position detected by the inhibitor switch 15 and the M range switch 16,
Furthermore, from the M range gear position detected by the M range speed change group detection sensor 17, the shift map corresponding to the shift diagram for the D range of FIG. 2 (a), the shift for the D _S range in FIG (b) Based on the shift map corresponding to the shift map and the shift map corresponding to the shift range for the M range in FIG. 9C, the target primary rotational speed N _pri ^* is searched, and the final target shift ratio calculating unit 22 is searched. Calculates the final (steady) target speed ratio i _P0 (= N _pri ^* / N _sec ) by dividing the target primary rotation speed N _pri ^* by the rotation speed N _sec of the secondary pulley. Transmission ratio limiter 23, the upper limit value and the lower limit value of the final target speed ratio i _P0 to limit the hardware limit value and outputs the transient target speed change ratio computing unit 24, the final target speed ratio i _P0 below The term "all" means the final target gear ratio after the restriction.

The actual speed ratio calculating section 25 detects the actual speed ratio by the sensor 11.
Rotation speed N of primary pulley_{pr i}With the sensor 12
Detected rotation speed N of secondary pulley_secDivide by
The actual transmission ratio i_P(= N_pri/ N_sec)
Then, the target gear ratio deviation calculator 26 calculates the gear ratio limiter 2
Final target gear ratio i from 3 _P0The details will be described later.
Transient target gear ratio i obtained by the transfer target gear ratio calculator 24 _PTWhen
Target gear ratio deviation e between_iP(= I_P0−i_PT)
Put out.

The time constant calculator 27 includes the sensors 13 and 1
4, the vehicle speed VSP and the throttle opening TVO detected in
Select range from the inhibitor switch 15 (parking range P, the reverse travel range R, forward normal driving range D, forward sports driving range D _S) related to the signal, manual-driving range (M) relates to a signal from the M range switch 16, M range A signal relating to the selected shift speed (first speed M1 to sixth speed M6) from shift speed detection sensor 17 and a torque down permission signal T from torque down permission determiner 18
/ D and the above-mentioned target speed ratio deviation e _{iP, respectively,} and the time constant T of the speed change control is determined as follows based on the input information. Here, the time constant T is used to determine the responsiveness of the transient target speed ratio i _{PT to} the final target speed ratio i _P0 to determine the shift speed, and the transient target speed ratio calculator 24 calculates the final target speed ratio i _P0. Is used to calculate the transient target speed ratio i _PT from the above.

The processing contents of the time constant calculating section 27 will be described below with reference to the flowchart at the time of power-on running shown in FIG. 3. First, in step 41, the basic time constant T ₀ ,
The throttle coefficient K ₁ and the vehicle speed coefficient K ₂ are searched. The basic time constant T ₀ is retrieved from the target gear ratio deviation e _iP based on the map corresponding to FIG.
It is assumed that a value that allows the shift to _P0 to proceed linearly is obtained in advance and mapped. The throttle coefficient K ₁ and the vehicle speed coefficient K ₂ are coefficients for multiplying the basic time constant T ₀ to obtain a time constant T such that a shift speed required according to the throttle opening TVO and the vehicle speed VSP is obtained. , The throttle opening TVO and the vehicle speed VSP.

In the next step 42, based on the signals from the inhibitor switch 15, the M range switch 16, and the M range gear position detection sensor 18, a switch gear change that causes a stepwise change in the gear ratio by manual operation by the driver is performed. whether there is, in other words, more information range switching between the forward normal driving range D and forward sport driving range D _S or range switching between the forward normal driving range D and manual range M,, or , Manual range (M
Range) is determined.

If it is determined in step 42 that the change is not a switch shift but a stepless shift, a time constant T is determined by T = T ₀ × K ₁ × K ₂ in step 43, and the speed determined by the time constant T is determined. The speed is set to a well-known common sense that a requirement such as a shift shock is satisfied.
Outputs the time constant T.

If it is determined in step 42 that the shift is a switch shift that causes a stepwise change in the gear ratio, then in step 45, it is determined whether the switch shift is an upshift to a higher gear ratio. When determined not to upshift, that is if the downshift, in step 46, the shift coefficient K _0D downshift for a shift coefficient K ₀ based on the map of FIG. 5
Is set. Wherein the shift factor for downshift K _0D, for each type of switch gear, i.e. range D-D _S transmission or accompanying the switching between the forward normal driving range D and forward sport travel range D _S, forward A DM shift accompanying a range change between the normal travel range D and the manual range M, or a manual shift in the manual range M (first
M1-M2 shift between second and third speeds, M2-M3 shift between second and third speeds, M3-M4 shifts between third and fourth speeds, fourth and fifth speeds M4-M5 between
A coefficient such as that shown in FIG. 5 is set so that the time constant T is set to a value that provides an optimum shift speed that satisfies requirements such as shift shocks for each shift, fifth to sixth shifts, and M5 to M6 shifts. Is set in advance.

Next, in step 47, the time constant T is set to T = T ₀ × in consideration of the shift coefficient K ₀ thus determined.
The time constant T is obtained from K ₀ × K ₁ × K ₂ , and this time constant T is output in step 44.

If it is determined in step 45 that the switch shift is an upshift to a higher gear ratio, then in step 48, the above-described engine torque reduction for compensating for the lock-up clutch capacity shortage during the shift is performed. Is determined based on whether or not the torque down permission signal T / D is issued from the determiner 18 in FIG. If the torque down permission signal T / D has been issued, and if it has not been issued, step 4
9, the throttle opening TVO representing the engine load
But set without causing the lock-up clutch capacity shortage not be performed the torque down of the engine when the switch gear to the high speed side gear ratio throttle opening TVO _S
If it is determined that it is less than the predetermined value, at step 50, the shift coefficient K ₀ is set to the shift coefficient K ₀ based on the map of FIG. Here, the shift coefficient K for upshifting when the lockup clutch capacity shortage compensation is unnecessary.
_0U also for each type of switch gear, i.e. D-D _S shift, D-M transmission, M1-M2 shift, M2-M3 shift, M
For each of the 3-M4 shift, the M4-M5 shift, and the M5-M6 shift, the time constant T is preset as a coefficient as shown in FIG.

[0035] Then, in step 47, Such as determined also considering a shift coefficient K ₀ was, the time constant T T = T ₀ ×
The time constant T is obtained from K ₀ × K ₁ × K ₂ , and this time constant T is output in step 44.

In step 48, it is determined that the torque down permission signal T / D has not been issued from the determiner 18 in FIG. 1, and in step 49, the throttle opening TVO is switched to the high speed side gear ratio by the switch gear. when determining the at torque down is not executed as is the lock-up clutch capacity shortage that the resulting set throttle opening TVO _S or more, torque in step 51, the shift factor K ₀ based on the map of FIG. 5 A shift coefficient K _0F for upshifting when downshifting is not possible is set. Here, the shift coefficient K _0F for upshifting when the torque cannot be _reduced.
, For each type of switch gear, i.e. D-D _S shift,
DM shift, M1-M2 shift, M2-M3 shift, M3-shift
For each of the M4 shift, the M4-M5 shift, and the M5-M6 shift, the time constant T is set to a relatively large value as shown in FIG. 5 when the shift speed decreases so as to compensate for the lack of the lock-up clutch capacity. It is set in advance as a coefficient. In addition,
In FIG. 5, the upshift gear shift coefficient K _0F when torque down is not possible is shown as the same value (4.0) for convenience regardless of the type of switch gear. Of course, the value often differs for each type.

Next, at step 47, the time constant T is set to T = T ₀ ×, taking into account the shift coefficient K ₀ thus determined.
The time constant T is obtained from K ₀ × K ₁ × K ₂ , and this time constant T is output in step 44.

The time constant T obtained by the time constant calculation unit 27 in FIG. 1 as described above is subjected to the transient target gear ratio calculation by limiting the lower limit and the upper limit of the changing speed by the lower limiter 28 and the changing speed upper limiter 29. Input to the unit 24. In the following, all of the time constant T will be referred to as
It means the time constant after the lower limit and the upper limit of the change speed are limited by the lower limiter 28 and the change speed upper limiter 29. The transient target gear ratio calculator 24 calculates the transient target gear ratio i _PT using the final target gear ratio i _P0 from the gear ratio limiter 23, the time constant T and the Laplace operator S, and i _PT = [1 / (1+
T)] It is obtained by the calculation of i _P0 , and this is output to the motor drive signal calculation unit 30.

The motor drive signal calculation section 30 performs a
Speed ratio i_PTAnd the actual gear ratio i_PAnd the actual transmission ratio i_P
Is the transient target gear ratio i_PTMotor drive signal to match
Signal, and this is used as the step mode for speed control of the continuously variable transmission.
To the data 31. The step motor 31 receives the drive signal.
In response to the signal, the shift control valve (not shown) is stroked,
The continuously variable transmission will be operated in the
Target gear ratio i _PTThe speed is changed so that

When it is determined in step 45 in FIG. 3 that the shift is a switch shift, the shift coefficient K ₀ set in step 46 for a downshift and the time constant T in step 47 are calculated for an upshift. Is used to make the time constant T larger than the time constant T at the time of the continuously variable shift obtained at step 43, so that at the time of the switch shift, the transient target gear ratio i calculated by the calculation unit 24 of FIG.
_{The PT} has a larger first-order lag than the final target gear ratio i _P0 , so that the gear shift speed is reduced as compared with the case of the stepless gear shift, and the gear shift shock during the switch gear shift can be reduced.

In this embodiment, in particular, FIG.
In step 48, it is determined that the torque down permission signal T / D has not been issued, and in step 49, the throttle opening TVO is locked if the engine torque is not reduced during the switch shift to the higher gear ratio. when it determined that up clutch capacity shortage occurs such set throttle opening TVO _S or more, step 51
In FIG. 5, a large shift coefficient K _0F for upshift when torque down is not possible is set as the shift coefficient K ₀ based on the map of FIG. Since T is larger than the time constant T obtained in the loop of steps 50 and 47 even during the same upshift, the transient target speed ratio i _PT calculated by the calculation unit 24 in FIG. 1 is smaller than the final target speed ratio i _P0. Bigger one
With the next delay, it is possible to compensate for the lock-up clutch capacity shortage caused by the inability of the engine to reduce the torque.

As in the present embodiment, even if it is determined in step 48 of FIG. 3 that the torque down permission signal T / D has not been issued, in step 49, the throttle opening TVO is shifted to the high speed side gear ratio. even Ku during the switch gear is not performed torque down of the engine, when determined to be less than the lock-up clutch capacity shortage that no such result in setting the throttle opening TVO _S, the
Without selecting step 51, letting step 50 be selected,
If the shift speed is not reduced, it is possible to prevent such a problem that the shift speed is greatly reduced even though the compensation for the lack of the lock-up clutch capacity is unnecessary and the shift feeling is deteriorated. .

In the above embodiment, when the torque reduction is not permitted during the upshift-side switch gear shift, the time constant T used in calculating the transient target gear ratio is increased to reduce the gear shift speed. The speed reduction operation is not limited to this, and it goes without saying that the speed change speed can be reduced by various other known methods.

[Brief description of the drawings]

FIG. 1 is a functional block diagram illustrating a shift control device for a vehicle equipped with a continuously variable transmission according to an embodiment of the present invention.

Figure 2 shows a shift control pattern diagram showing a target primary pulley speed of the continuously variable transmission, (a) represents the shift pattern diagram for the D range, (b) is a shift pattern diagram for D _S range (C) is a shift pattern diagram for the M range.

FIG. 3 is a flowchart illustrating a time constant calculation operation to be performed by a time constant calculation unit in FIG. 1;

FIG. 4 is a diagram illustrating a change characteristic of a basic time constant obtained by a simultaneous constant calculation unit.

FIG. 5 is a map diagram showing, for each type of switch shift, a shift coefficient used by a simultaneous constant calculation unit in a time constant calculation process.

[Explanation of symbols]

 10 Transmission control device 11 Primary pulley rotation sensor 12 Secondary pulley rotation sensor 13 Vehicle speed sensor 14 Throttle opening sensor 15 Inhibitor switch 16 M range switch 17 M range gear position detection sensor 18 Torque down permission determiner 21 Target primary rotation speed calculator 22 Final target gear ratio calculator 23 Gear ratio limiter 24 Transient target gear ratio calculator 25 Actual gear ratio calculator 26 Target gear ratio deviation calculator 27 Time constant calculator 28 Time constant lower limiter 29 Time constant change speed upper limiter 30 Motor drive Signal calculation section 31 Step motor for speed change control

Claims (5)

[Claims] 1. An up-shift operation of a continuously variable transmission that causes a stepwise change in a gear ratio by a manual operation of a driver.
In the power train of a vehicle with a continuously variable transmission, the output torque of the engine in the preceding stage is reduced to compensate for the lack of lock-up clutch capacity of the torque converter between the engine and the continuously variable transmission. While the torque-down operation is not permitted, the shift speed of the upshift is reduced to compensate for the lock-up clutch capacity shortage. Control device. 2. The shift control device for a vehicle with a continuously variable transmission according to claim 1, wherein the degree of reduction of the shift speed is determined for each type of the upshift shift. 3. The vehicle with a continuously variable transmission according to claim 1, wherein the upshift speed is reduced only while the load state of the engine is equal to or higher than a set value. Transmission control device. 4. The transient target gear ratio according to claim 1, wherein a final target gear ratio determined according to a traveling condition and a predetermined time constant are obtained. In the case of a continuously variable transmission whose speed is controlled to match the ratio, the time constant is operated to decrease the upshift speed, and the speed control of a vehicle equipped with a continuously variable transmission is performed. apparatus. 5. The up-conversion shift operation according to claim 4, wherein the time constant is operated by multiplying a basic time constant by a shift coefficient for each type of the up-shift transmission to obtain the time constant. A shift control device for a vehicle equipped with a continuously variable transmission, wherein a degree of reduction in shift speed is determined for each type.