JP2001254814A - Control device for continuously variable transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely prevent sliding on a bad road causing reverse input application from a road surface side, to reduce belt clamping force (frictional force) on a flat road causing hardly reverse input application as much as possible and to further reduce power loss by friction. SOLUTION: Car navigation information including traveling path information is taken from a navigation system (S1). Based on the traveling path information, whether the present traveling path and a near future traveling path are flat roads or bad roads is decided (S2). Surely avoiding sliding of a transmission belt caused by irregular parts of a road surface on the bad road by selecting a map for bad road having higher belt clamping force of a belt type continuously variable transmission as compared with the flat road in the case of the bad road (S6), belt clamping force is remarkably lowered on the flat road and power loss is reduced.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a continuously variable transmission for a vehicle, and more particularly to a control device for changing a frictional force for transmitting power in accordance with a state of a traveling road.

[0002]

2. Description of the Related Art There is known a vehicle in which a continuously variable transmission for transmitting power via frictional force is provided in a power transmission path between a driving power source and driving wheels. JP-A-4-28536
The vehicle described in Japanese Patent Publication No. 1 is an example of the continuously variable transmission, in which (a) an input-side variable pulley and an output-side variable pulley whose effective diameters are variable, and (b) those variable pulleys are wound therearound. A belt-type continuously variable transmission having a power transmission belt, a power transmission is performed via a frictional force between the power transmission belt and the variable pulley, and a speed ratio and a belt clamping device are selected according to the driving state of the vehicle. The pressure is controlled. Belt clamping pressure is
It corresponds to the frictional force between the transmission belt and the variable pulley. If slippage occurs between them, the durability (life) decreases due to wear, while if the belt clamping pressure is higher than necessary, power loss is reduced. Since the fuel consumption and the exhaust gas deteriorate as the size increases, the control is performed according to the transmission torque and the like so as to be as small as possible within a range where no slippage occurs. In addition, when the driving wheel repeatedly spins and grips on a bad road or the like, there is a possibility that a large reverse input acts from the road surface when gripping and slippage occurs. Is detected, and when the change width of the rotational acceleration is equal to or more than a predetermined value, the belt clamping pressure is increased to prevent slippage.

[0003]

However, when the belt clamping pressure is controlled based on the rotational acceleration of the driving wheels, the hydraulic pressure is controlled by a linear solenoid valve or the like after the rotational speed of the driving wheels starts to change. As a result, a belt slip may occur due to a response delay, and it has been difficult to sufficiently reduce the belt clamping pressure during normal running.

The present invention has been made in view of the above circumstances, and an object of the present invention is to make it possible to reliably prevent slipping on a rough road on which a reverse input acts from the road surface, and to reduce the reverse input. An object of the present invention is to minimize the belt clamping pressure (frictional force) on a flat road or the like that hardly acts, and further reduce power loss.

[0005]

In order to achieve the above object, a first aspect of the present invention is to provide a power transmission path between a driving power source and driving wheels, and to transmit power via frictional force. A control device for a continuously variable transmission capable of performing and controlling the frictional force, comprising: (a) a traveling road determination unit that determines a state of a traveling road involved in reverse input based on information provided from outside; (b) frictional force changing means for changing the frictional force of the continuously variable transmission in accordance with the state of the traveling path determined by the traveling path determination means.

According to a second aspect of the present invention, in the control device for a continuously variable transmission for a vehicle according to the first aspect, the travel path determination means includes: (a) map information storage means storing map information including travel path information;
(b) own vehicle position measuring means for measuring the current own vehicle position based on information provided from the outside, and (c) the map from the own vehicle position measured by the own vehicle position measuring means The present invention is characterized in that a current travel route is obtained based on the map information stored in the information storage means, and the state of the travel route is determined using the travel route information included in the map information.

According to a third invention, in the control device for a continuously variable transmission for a vehicle according to the first invention or the second invention, the travel path determination means predicts a state of a travel path to be traveled in the near future based on the map information. It is characterized by having a prediction function to perform

[0008]

In such a control device for a continuously variable transmission for a vehicle, the state of the traveling path involved in the reverse input is determined based on information provided from the outside, and the state is determined according to the state of the traveling path. In order to change the frictional force of the continuously variable transmission, it is determined whether or not the vehicle is traveling on a rough road such as a gravel road (unpaved road) from external information. The frictional force of the continuously variable transmission is increased because of the possibility that the vehicle is traveling on a pavement road such as an urban area. Such as lowering
Power loss can be reduced by reducing frictional force while avoiding slippage of the continuously variable transmission.

In this case, according to the present invention, information provided from outside, for example, GPS (Global Positioning System;
Vehicle position information obtained by the Global Positioning System, VICS (Vehicle Information & Communication)
System; road traffic information system) to determine the state of the road based on the road information and the like,
Compared to the conventional case where the frictional force is controlled after the rotation speed of the drive wheels actually starts to change on a rough road, whether or not there is an actual reverse input on a road where such a reverse input is possible By increasing the friction force in advance, the slip of the continuously variable transmission can be reliably avoided, and the friction force can be significantly reduced on general pavement roads other than such running roads. Can be.

In a second aspect of the present invention, the position of the own vehicle is measured using the own vehicle position positioning system such as the GPS, and the current travel route is obtained based on the map information stored in the map information storage means. Travel route information included in the map information, for example, ○
○ Expressway, XX Expressway, XX Toll Road, National Highway XX
No., prefectural road XX, city area, etc., to determine the state of the traveling road, can use a navigation system that is widely used at present, and it is easy for vehicles equipped with such a navigation system Applicable, and the device is simple and inexpensive.

According to the third aspect of the present invention, since the traveling road determination means has a prediction function for predicting the state of the traveling road traveling in the near future, for example, the road is shifted from a general paved road such as an urban area to a rough road such as a gravel road. By increasing the frictional force of the continuously variable transmission in advance in such a case, slippage of the continuously variable transmission can be reliably avoided even when the state of the traveling road suddenly changes.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS As a power source for traveling, various power sources such as an internal combustion engine such as a gasoline engine or a diesel engine which operates by burning fuel, or an electric motor which operates by electric energy can be adopted.

The continuously variable transmission capable of transmitting power via frictional force and controlling the frictional force includes: (a) an input-side variable pulley and an output-side variable pulley whose effective diameters are variable;
A belt-type continuously variable transmission having a transmission belt wound around such a variable pulley is preferably used, but the present invention is also applied to other continuously variable transmissions such as a toroidal-type continuously variable transmission. obtain. The control of the frictional force such as the belt squeezing pressure is performed by, for example, hydraulic control of a hydraulic cylinder or the like, but the frictional force can be controlled by the torque control of an electric motor or the like, and various modes can be adopted.

As the information provided from the outside, signals of a vehicle positioning system such as a satellite navigation system using an artificial satellite such as a GPS capable of measuring the vehicle position as in the second invention are preferably used. , VICS, etc., road construction information, traffic congestion information, and the like.

The travel route information of the second invention includes: ○ expressway, ○ motorway, ○ toll road, national road ○, prefectural road ○, city area, altitude, mountain road, sandy beach, Various information such as paved roads may be included. If such information is provided externally by VICS, etc.,
The map information storage means for storing map information and the vehicle position measurement means are not always necessary, and the first invention includes such an aspect.

The traveling route determination means includes, for example, (1) an expressway,
If any of (2) motorway, (3) toll road, (4) national road or prefectural road and city area is satisfied, it is judged as a flat road with almost no reverse input that would cause the continuously variable transmission to slip. Otherwise, it is configured to determine the state of the traveling road according to a predetermined determination criterion, such as determining a rough road, and the frictional force changing means reduces the frictional force on a flat road, for example, on a rough road, It is configured to increase the frictional force. In addition to flat roads and rough roads, the state of the running road can be further finely divided into cases and the frictional force can be switched in three or more stages. Instead, the possibility of reverse input may be comprehensively determined in consideration of the driving state such as the vehicle speed, and the case of the traveling road may be classified. Basically, it is desirable to increase the frictional force on a traveling road where there is a possibility of reverse input so that the continuously variable transmission does not slip.

The frictional force changing means includes a predetermined frictional force control condition (e.g., a map or an arithmetic expression) in which a driver's required output such as an accelerator operation amount or an operating state such as an engine output or a gear ratio is used as a parameter. ),
The frictional force may be corrected according to the traveling road, or a plurality of frictional force control conditions for a flat road and a bad road may be set and selected according to the state of the traveling road.

The traveling path determination means of the third invention determines a traveling position a predetermined distance from the current vehicle position (current location) based on, for example, a preset traveling route,
When the current vehicle speed is maintained, a traveling position after a predetermined time is obtained, and the state of the traveling road at the traveling position is determined. In that case, in order to reliably prevent slippage of the continuously variable transmission, for example, when shifting from a flat road to a rough road, while increasing the frictional force of the continuously variable transmission in advance, while moving from a rough road to a flat road, When shifting, it is desirable to reduce the frictional force of the continuously variable transmission after the road is completely flat. Assuming a case where the area of the rough road is extremely short, it may be determined whether or not there is a rough road from the current location to a predetermined distance ahead.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton view of a vehicle drive device 10 to which the present invention is applied. The vehicle drive device 10 is of a horizontal type and is suitably adopted for an FF (front engine / front drive) type vehicle, and has an engine 12 as an internal combustion engine used as a power source for traveling. The output of the engine 12 is the torque converter 1
4 to forward / reverse switching device 16, a belt-type continuously variable transmission (C
VT) 18, transmitted to the differential gear device 22 via the reduction gear 20, and distributed to the left and right drive wheels 24 </ b> L, 24 </ b> R.

The torque converter 14 includes a pump impeller 14p connected to the crankshaft of the engine 12, and a turbine wheel 14t connected to the forward / reverse switching device 16 via a turbine shaft 34. Power transmission. Also, the pump impeller 1
A lock-up clutch 26 is provided between the turbine wheel 4p and the turbine wheel 14t so that they can be integrally connected to each other and can be integrally rotated.

The forward / reverse switching device 16 is constituted by a double pinion type planetary gear device. The turbine shaft 34 of the torque converter 14 is connected to the sun gear 16s, and the input shaft 36 of the continuously variable transmission 18 is connected to the carrier 16c. It is connected to. When the clutch 38 disposed between the carrier 16c and the sun gear 16s is engaged, the forward / reverse switching device 16 is rotated integrally, and the turbine shaft 34 is directly connected to the input shaft 36, and the drive in the forward direction is performed. Power is drive wheel 24
R, 24L. When the brake 40 disposed between the ring gear 16r and the housing is engaged and the clutch 38 is released, the input shaft 36 is rotated in the reverse direction with respect to the turbine shaft 34, and the drive in the reverse direction is performed. The force is transmitted to the drive wheels 24R, 24L.

The continuously variable transmission 18 includes an input-side variable pulley 42 provided on the input shaft 36 having a variable effective diameter, and an output-side variable pulley 46 provided on the output shaft 44 having a variable effective diameter.
And a transmission belt 48 wound around the variable pulleys 42 and 46, and power transmission is performed via frictional force between the variable pulleys 42 and 46 and the transmission belt 48. Each of the variable pulleys 42 and 46 has a variable V-groove width and is provided with a hydraulic cylinder.
2 (see FIG. 2), the V-groove width of both variable pulleys 42 and 46 changes to change the hanging diameter (effective diameter) of the transmission belt 48, and the speed ratio γ (= input side rotation speed NIN) / Output side rotation speed NOUT) is continuously changed. Specifically, as shown in FIG. 8, the target rotation speed NINT is calculated from a predetermined map using the accelerator operation amount θ _ACC representing the output required by the driver and the vehicle speed V (corresponding to the output rotation speed NOUT) as parameters. Then, the hydraulic pressure of the hydraulic cylinder of the input-side variable pulley 42 is feedback-controlled so that the actual input-side rotation speed NIN matches the target rotation speed NINT. In FIG. 8, γ _max is the maximum speed ratio, and γ _min is the minimum speed ratio.

The hydraulic pressure of the hydraulic cylinder of the output-side variable pulley 46 is adjusted so that the transmission belt 48 does not slip.
For example, as shown in FIG. 7, the clamping pressure control circuit 52 controls the pressure according to a map of the required hydraulic pressure (corresponding to the belt clamping pressure) determined using the accelerator operation amount θ _ACC and the gear ratio γ corresponding to the transmission torque as parameters. Is done. Assuming that the required oil pressure, ie, the belt clamping pressure, is P _B , the input torque T _IN , the friction coefficient μ, the belt running diameter R of the input side variable pulley 42, and the pulley area A are basically expressed by the following equation (1). , The input torque T _IN and the belt hanging diameter R correspond to the accelerator operation amount θ _ACC and the gear ratio γ, respectively, and the map of FIG. 7 is determined based on the equation (1). Α in the equation (1) is a safety factor in consideration of a control error or the like and is a value larger than 1.0. The required hydraulic pressure, that is, the belt clamping pressure corresponds to the frictional force, and the map in FIG. 7 corresponds to the frictional force control condition. Note that, instead of the accelerator operation amount θ _{AC C} , the throttle valve opening degree and torque of the engine 12 can be used. P _B = (T _IN / μ · RA) × α (1)

FIG. 6 is a diagram showing an example of the squeezing pressure control circuit 52. The hydraulic oil pumped from the oil tank 56 by the pump 54 is supplied to the linear solenoid valve 58 and passes through the squeezing pressure control valve 60. Output side variable pulley 4
6 is supplied to the hydraulic cylinder. Linear solenoid valve 5
8, the controller 66 by the excitation current (see FIG. 2) is continuously controlled, the hydraulic pressure of the hydraulic oil supplied from the pump 54 by applying continuously regulating the control pressure P _S of the clamping pressure control valve 60, the clamping pressure control valve 60
The hydraulic pressure of the hydraulic fluid supplied to the hydraulic cylinder of the output side variable pulley 46, the control pressure P _S is raised in accordance with increases during concomitantly with belt clamping pressure or variable pulleys 42, 46 and the transmission belt 48 Is increased.

[0025] While also the linear solenoid valve 58, the ON at the control pressure P _S of the cutback valve 62 is supplied to the feedback chamber 58a, OFF cutback valve 62
Sometimes, it is interrupted the supply of the control pressure P _S and being adapted to feedback chamber 58a is opened to the atmosphere, control than during ON times OFF cutback valve 62 pressure P
The characteristic of _S is switched to the low pressure side. Cutback valve 6
Reference numeral 2 indicates that when the lock-up clutch 26 of the torque converter 14 is turned on (engaged), the signal pressure _PON is supplied from a solenoid valve (not shown) to be turned on.

The controller 66 shown in FIG. 2 includes a microcomputer, and performs signal processing in accordance with a program pre-stored in the ROM while utilizing a temporary storage function of the RAM to thereby control the continuously variable transmission 18. The shift control and the squeezing pressure control are performed, and while car navigation information is taken in from the navigation system 68, an accelerator operation amount sensor 70, an engine speed sensor 72, a vehicle speed sensor 74, an input side speed sensor 76, an oil temperature sensor 78, a pressure From the sensor 80, the operation amount θ _{ACC of} the accelerator pedal, the engine rotation speed NE, the vehicle speed V (specifically, the rotation speed NOUT of the output shaft 44), the input side rotation speed NIN, the oil temperature T _{O of} the hydraulic circuit, and the oil pressure P A signal representing _O is supplied.

The navigation system 68 also includes a microcomputer, and performs signal processing, for example, as shown in the flowchart of FIG. 3 according to a program stored in the ROM while utilizing the temporary storage function of the RAM. . In step N1 of FIG.
The current vehicle position is measured based on the GPS signal supplied from the satellite, and in step N2, map information near the vehicle position is read from the map information storage means 82 (see FIG. 2). The map information storage means 82 is a CD-ROM, DVD
-In a storage device such as ROM, in addition to a flat road map as map information, travel road information such as XX expressways, XX motorways, XX toll roads, national roads XX, prefectural roads XX, city areas, etc. In the next step N3, the current position of the vehicle (current position) is displayed on the road map, and an image including predetermined traveling road information is displayed on a display device such as a liquid crystal panel. When the planned traveling route is set in advance, the planned traveling route is displayed at the same time, and route guidance such as right turn and left turn is notified by voice or the like as necessary. The navigation system 68 corresponds to the vehicle position measuring means, and the GPS signal corresponds to information provided from the outside.

As shown in FIG. 4, the controller 66 is functionally provided with a flat road determining means 84 and a map selecting means 8.
6. A belt clamping pressure control means 88 is provided to control the belt clamping pressure, specifically, the hydraulic pressure of the hydraulic cylinder of the output-side variable pulley 46 according to the flowchart shown in FIG. Steps S1 and S2 in FIG.
4, steps S3 to S6 are executed by the map selection means 86, and step S7 is executed by the belt clamping force control means 88.

The flowchart of FIG. 5 is repeatedly executed at a predetermined cycle time. In step S1, car navigation information such as a road map near the current position and traveling road information is fetched from the navigation system 68, and in step S2, Based on the acquired car navigation information, it is determined according to a predetermined determination criterion whether or not the current traveling road condition, specifically, a flat road where almost no reverse input occurs. For example, this criterion is set so that if any of (1) expressway, (2) motorway, (3) toll road, (4) national road or prefectural road and city area is satisfied, it is determined to be a flat road. When it is determined that the road is a flat road, a travel road that travels in the near future, specifically, a predetermined fixed distance, for example, a travel road 100 m to 500 m ahead, is determined to determine whether the above determination criterion is satisfied. In other words, it is determined whether the road is a bad road in the near future. For a travel path ahead of a certain distance, when a planned travel path is set in advance, it can be obtained from the planned travel path. It is only necessary to determine that the vehicle is running on a rough road or to judge whether or not all the possible roads are bad roads. The flat road determination unit 84 that executes these steps S1 and S2 constitutes a traveling road determination unit together with the navigation system 68.

In step S3, it is determined whether or not the result of the determination of the current location in step S2 is a flat road. If it is a flat road, step S4 is executed. If it is not a flat road, that is, if it is a bad road, step S6 is performed. Then, a squeezing pressure map for a rough road stored in the squeezing pressure map storage means 90 is selected and read. The squeezing pressure map storage means 90 is constituted by, for example, a ROM or a RAM provided in the controller 66, and stores two types of squeezing pressure maps for flat roads and rough roads in advance. That is, two types of the clamping pressure map shown in FIG. 7 are prepared for flat roads and rough roads.
L and 24R repeat spin and grip, and even when a large reverse input acts from the road surface when gripping, the transmission belt 48 of the continuously variable transmission 18 is compared with a flat road so that the transmission belt 48 does not slip. And a sufficiently large belt clamping pressure (required oil pressure) is set.

In step S4, which is executed when the result of the determination of the present location is a flat road, it is subsequently determined whether or not the result of the determination of the near future traveling road in step S2 is a rough road. On the other hand, if the road is not a bad road, that is, if it is determined that the road is a flat road both now and in the near future, the clamping pressure map for the flat road stored in the clamping pressure map storage means 90 is selected in step S5. read out. In step S5 and step S6, the squeezing pressure map currently used is determined using a flag or the like. Instead of reading the map, the current clamping pressure map is used as it is, and a new clamping pressure map is newly read from the clamping pressure map storage means 90 only when the clamping pressure map is changed.

In the last step S7, the current accelerator operation amount θ _ACC and the gear ratio γ are calculated using the flat road clamping pressure map or the rough road clamping pressure map selected in step S5 or S6. The required hydraulic pressure is determined, and the exciting current of the linear solenoid valve 58 of the clamping force control circuit 52 is controlled in accordance with the required hydraulic pressure, thereby controlling the hydraulic pressure of the hydraulic cylinder of the output-side variable pulley 46. Strictly speaking, this pressure regulation control is based on the accelerator operation amount θ.
_{In addition to ACC} and gear ratio γ, the hydraulic circuit oil temperature T _O and oil pressure P
_This is performed using information such as _O. By using the different clamping pressure maps for the flat road and the rough road, the frictional force of the transmission belt 48 of the continuously variable transmission 18 is changed between the flat road and the rough road. S3-S7
The map selection means 86 and the belt clamping force control means 88 which execute the above-mentioned operations together with the clamping force map storage means 90 constitute a frictional force changing means 92.

As described above, in this embodiment, the car navigation information including the traveling road information is fetched from the navigation system 68, and based on the traveling road information, it is determined whether the current traveling road is a flat road or a rough road. In the case of, the frictional force of the continuously variable transmission 18, specifically, the clamping force of the transmission belt 48 is increased as compared with a flat road, so that the transmission belt 48 slips due to unevenness of the road surface on the bad road. The power loss can be reduced by reducing the belt squeezing pressure on a flat road while avoiding the problem.

In particular, the position of the vehicle is measured based on a GPS signal provided from the outside, and it is determined whether the road is a flat road or a rough road based on the traveling road information at the position of the vehicle. Driving wheels 24 on rough roads
There is a possibility of such a reverse input as compared to a case where the belt clamping pressure is controlled by changing the oil pressure of the output side variable pulley 46 by the linear solenoid valve 58 after the rotation speeds of the L and 24R have started to change. On rough roads, the belt clamping pressure is increased in advance regardless of the presence or absence of an actual reverse input, so that slippage of the continuously variable transmission 18 can be reliably avoided, and the belt clamping pressure on flat roads can be significantly reduced. Can be.
As a result, the power loss due to friction is greatly reduced while avoiding slippage of the power transmission belt 48, and the durability (life) and fuel efficiency of the power transmission belt 48 are improved, and the exhaust gas is reduced.

Further, in this embodiment, the travel route is determined by fetching the car navigation information from the navigation system 68 which is widely used at present, so that the apparatus is configured simply and inexpensively as a whole.

Further, the present embodiment is provided with a prediction function for predicting whether or not the traveling road in the near future is a rough road. Since the belt squeezing pressure is controlled using the squeezing force map, slippage of the continuously variable transmission 18 can be reliably avoided even when the state of the traveling path changes suddenly. The switching from the squeezing pressure map for rough roads to the squeezing pressure map for flat roads is performed after the current traveling road is actually a flat road. There is no danger of running on the road.

Although the embodiments of the present invention have been described in detail with reference to the drawings, this is merely an embodiment,
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram of a vehicle drive device to which the present invention is applied.

FIG. 2 is a block diagram illustrating a control system of a continuously variable transmission in the vehicle drive device of FIG.

FIG. 3 is a flowchart illustrating an operation of the navigation system of FIG. 2;

FIG. 4 is a block diagram illustrating functions related to control of belt clamping pressure provided in the controller of FIG. 2;

FIG. 5 is a flowchart illustrating specific contents of signal processing performed by each function of FIG. 4;

FIG. 6 is a circuit diagram showing a specific example of the clamping force control circuit of FIG. 2;

FIG. 7 is a diagram showing an example of a squeezing pressure map stored in the squeezing pressure map storage means of FIG. 4;

FIG. 8 is a diagram showing an example of a shift map used for obtaining a target rotation speed NINT in the shift control of the continuously variable transmission shown in FIG.

[Explanation of symbols]

12: Engine (power source) 18: Belt-type continuously variable transmission 68: Navigation system (own vehicle position measuring means, traveling road determining means) 82: Map information storage means
84: Flat road determining means (traveling road determining means) 92: Friction force changing means

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Hideo Yokoi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3J552 MA07 MA12 MA26 NA01 NB01 PA12 PA59 PA63 SA36 SA37 SA44 TA01 TA10 TB03 TB07 VA17W VA18W VA32Y VA43Z VB01W VC02W VD02Z VE03W VE07W VE08W

Claims (3)

[Claims] 1. A control device for a continuously variable transmission, which is disposed in a power transmission path between a driving power source and a drive wheel, transmits power via a frictional force, and controls the frictional force. A travel path determining means for determining a state of the travel path involved in the reverse input based on information provided from the outside; and the continuously variable transmission according to the travel path state determined by the travel path determination means. A control device for a continuously variable transmission for a vehicle, comprising: a frictional force changing unit configured to change a frictional force of the machine. 2. The travel path determination means includes: map information storage means for storing map information including travel path information; and vehicle position measurement means for measuring a current vehicle position based on information provided from outside. And, based on the vehicle position measured by the vehicle position measuring means, determine the current travel route based on the map information stored in the map information storage means, and include the current travel route included in the map information. The control device for a continuously variable transmission for a vehicle according to claim 1, wherein the state of the traveling road is determined using the traveling road information. 3. The continuously variable vehicular vehicle according to claim 2, wherein the traveling path determination means has a prediction function of predicting a state of a traveling path traveling in the near future based on the map information. Transmission control device.