JP2003042276A - Controller for vehicle provided with continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide compatibility between prevention of belt slipping and drivability or fuel economy in a continuously variable transmission mounted on a vehicle. SOLUTION: In the controller for the vehicle provided with the continuously variable transmission, the continuously variable transmission directly or indirectly contacting a rotating member and a torque transmitting member to transmit torque and changing a torque capacity in response to a contact pressure is connected to an output side of a power source, and when it is determined that there is slipping between the rotating member and the torque transmitting member, input torque inputted from a power source side to the continuously variable transmission is reduced. It has a torque restoration control means of restoring the input torque from a reduced state on the basis of a state of the slipping after the input torque is reduced (steps S6, S13, S20, and S26).

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a torque transmitting member such as a belt or a power roller that directly or indirectly makes contact with a rotating member such as a pulley or a disk to transmit torque according to contact pressure. The present invention relates to a control device for a vehicle including a continuously variable transmission whose capacity changes, and particularly to a control device for controlling torque capacity and torque of a drive system including the continuously variable transmission.

[0002]

2. Description of the Related Art In a continuously variable transmission of this type, the surface of the rotary member is made smooth so that the torque transmission position between the rotary member and the torque transmission member can be continuously changed. It is a curved surface. In order to transmit necessary and sufficient torque between the curved surface and the torque transmission member, in a belt type continuously variable transmission, the belt is sandwiched by a pulley composed of a fixed sheave and a movable sheave, and is transmitted. The clamping pressure is set so that a frictional force corresponding to the torque to be generated is generated between the pulley and the belt.
Further, in a toroidal type (traction type) continuously variable transmission using a power roller, the shear force of the oil film interposed between the input roller and the output roller and the power roller is different from the shear force corresponding to the torque to be transmitted. The sandwiching force of the power roller by each disk is set so that

In the continuously variable transmission, the holding pressure for holding the torque transmission member may be at least a pressure determined based on the torque to be transmitted. However, if the clamping pressure is higher than necessary, the power transmission efficiency of the continuously variable transmission will be reduced, and the durability of the continuously variable transmission will be reduced. Furthermore, if the clamping pressure is set by hydraulic pressure, the power loss in the hydraulic pump increases, and eventually the fuel economy of the vehicle equipped with the continuously variable transmission deteriorates. Therefore, the most preferable pinching pressure in the continuously variable transmission is the pressure that sets the state immediately before slippage occurs between the rotating member and the torque transmitting member. Conventionally, the clamping pressure is controlled by feedback control, feedforward control, or the like.

The clamping pressure is the clamping pressure in a steady state in which the vehicle is traveling at a constant speed or in a quasi-steady state in which the vehicle is traveling with smooth acceleration / deceleration. On the other hand, the running state or operating state of the vehicle may change drastically depending on the road surface condition or running environment.In such a case, the torque acting on the continuously variable transmission increases sharply. The clamping force that determines the capacity may be relatively low, and slippage may occur in the continuously variable transmission.

Since slippage in a continuously variable transmission is caused by relatively low clamping pressure, when slippage is detected or judged, generally, conventionally, first, the clamping pressure is increased to eliminate the slippage. Or suppress it. An example thereof is described in JP-A-6-11022. Further, the device described in this publication is configured to execute control for reducing the engine torque by reducing the injection amount of fuel to the engine in addition to increasing the clamping pressure.

Further, conventionally, in order to prevent slippage and damage resulting from the continuously variable transmission as much as possible, the hydraulic pressure of a clutch connected in series to the output side of the continuously variable transmission is continuously variable. An apparatus configured to control the pressure of a slip before the slip occurs in a machine is described in Japanese Patent Laid-Open No. 2000-193081.

[0007]

The clamping pressure in a continuously variable transmission is generally controlled by hydraulic pressure, but the response of hydraulic pressure is slower than the response of output torque of a power source, so that As described above, when slippage occurs in the continuously variable transmission due to a so-called disturbance, it is possible to satisfactorily suppress the slippage in the continuously variable transmission by using the clamping pressure increase and the engine torque reduction control together. You can However, the engine torque reduction control is so-called compulsory control that is not based on artificial operation, so it is said that the engine torque continues to be reduced even after the slippage in the continuously variable transmission is resolved. , When a feeling of insufficient driving force occurs, and immediately after that, when the input torque is restored, a sudden acceleration state occurs with it, and as a result, unintentional fluctuation of the driving force may cause an uncomfortable feeling and impair drivability. . In order to eliminate such inconvenience, if so-called return control for returning the engine torque is performed early, the input torque to the continuously variable transmission increases while the continuously variable transmission is slipping, so Inconvenience arises in that the above can not be sufficiently suppressed.

Further, as described in the above-mentioned Japanese Patent Laid-Open No. 2000-19308, the clutch connected to the output side of the continuously variable transmission is controlled so that slippage is more likely to occur than in the continuously variable transmission. If so, slippage in the continuously variable transmission is less likely to occur. Therefore, with such a configuration, it is not necessary to reduce the engine torque with the occurrence of slippage, and thus the drivability is not deteriorated as described above.

However, the hydraulic pressure of the above clutch is
It must be higher than the hydraulic pressure that can transmit a necessary and sufficient torque in the steady state and the quasi-steady state, but within that range, it is difficult to control the hydraulic pressure so that slip occurs before the continuously variable transmission. That is, since the parameters related to the torque capacity, such as the friction coefficient of each of the continuously variable transmission and the clutch, change due to individual differences and changes over time, the hydraulic pressure of the clutch that is slipped before the continuously variable transmission is changed. Is relative. Moreover, the hydraulic pressure must be a hydraulic pressure capable of transmitting a necessary and sufficient torque in a steady or quasi-steady running state, and therefore cannot be a constant hydraulic pressure set in advance. Further, in the above publication,
There is no standard for determining the hydraulic pressure. After all, since the specific method for setting the clutch hydraulic pressure as described above is not known, the device described in the above publication is not immediately put into practical use.

The present invention has been made by paying attention to the above technical problems, and prevents deterioration of drivability associated with control for suppressing or preventing slippage in a continuously variable transmission, and also for a vehicle. An object of the present invention is to provide a control device capable of suppressing or preventing slippage in a continuously variable transmission without impairing fuel efficiency and drivability.

[0011]

In order to achieve the above-mentioned object, the present invention executes recovery control of input torque once reduced based on the state of slippage due to the reduction of input torque. It is characterized by being configured as follows. Still another invention is to relatively reduce the torque capacity of a transmission mechanism provided in series with a continuously variable transmission to cause slippage of the transmission mechanism prior to the continuously variable transmission,
It is characterized in that the torque capacity of the transmission mechanism is preferentially reduced according to the slip condition in the continuously variable transmission. Still another invention is characterized in that a priority order is provided for changing the torque capacity and changing the input torque for suppressing or preventing slippage in a continuously variable transmission.

More specifically, the invention of claim 1 is a continuously variable transmission in which a rotating member and a torque transmitting member are directly or indirectly brought into contact with each other so that torque can be transmitted, and the torque capacity changes according to the contact pressure. Is connected to the output side of the power source and reduces the input torque input from the power source side to the continuously variable transmission when the occurrence of slip between the rotating member and the torque transmitting member is determined. A control device for a vehicle equipped with a continuously variable transmission, further comprising torque return control means for returning the input torque from the reduced state based on the slip state after the input torque is reduced. It is a control device.

Therefore, according to the first aspect of the invention, the input torque which is once reduced in accordance with the slip determination in the continuously variable transmission is restored in accordance with the change in the slip due to the decrease in the input torque. Therefore, even if the input torque is greatly reduced in order to suppress or eliminate slippage in the continuously variable transmission, if the normal running state where the judgment of slippage in the continuously variable transmission is not established, the input Since the torque also returns to the normal state where the reduction control is not performed, it is possible to avoid a situation where the driving force is insufficient or the driving force suddenly increases,
Good drivability. Further, since restrictions on the input torque reduction control are reduced, slippage in the continuously variable transmission can be effectively suppressed or prevented.

According to a second aspect of the present invention, there is provided a continuously variable transmission in which a rotating member and a torque transmitting member are directly or indirectly brought into contact with each other so that torque can be transmitted, and the torque capacity changes according to the contact pressure. A variable transmission mechanism is connected in series, and a continuously variable transmission that controls each torque capacity so that slip occurs in the transmission mechanism before slippage occurs between the rotating member and the torque transmission member is provided. In a control device for a vehicle, a slip determining unit that determines slip between the rotating member and the torque transmitting member, and a torque capacity of the transmission mechanism when slip between the rotating member and the torque transmitting member is determined. Transmission mechanism torque capacity that preferentially reduces the torque capacity of the transmission mechanism in accordance with the slip condition in the continuously variable transmission so as to relatively reduce the torque capacity of the continuously variable transmission. A control device, characterized in that it comprises a lower unit.

As described in claim 3, the "condition of occurrence of slippage in the continuously variable transmission" does not depend on slip control or disturbance during a predetermined period of time by the transmission mechanism. There is no history of slippage, and the slippage determination means determines the slippage between the rotating member and the torque transmission member.

Therefore, in the inventions of claims 2 and 3, when the slip in the continuously variable transmission is determined, the torque capacity of the transmission mechanism connected in series to the continuously variable transmission is continuously variable. It is controlled to be relatively small with respect to the torque capacity of the machine. The control is either or both of control for reducing the torque capacity of the transmission mechanism and control for increasing the torque capacity of the continuously variable transmission. The slip of the transmission mechanism is caused by a temporary and special factor such as so-called disturbance, and the slippage such that there is room to reduce the torque capacity of the transmission mechanism because there is no other history of slippage. The torque capacity of the transmission mechanism is preferentially reduced according to the situation of occurrence of.
As a result, the transmission mechanism is set to a torque capacity that causes slippage ahead of the continuously variable transmission, and further, in the steady state or quasi-steady state, the transmission mechanism transmits torque sufficiently and without slippage, and the range Since the torque capacity of the continuously variable transmission can be reduced, the power transmission efficiency of the continuously variable transmission is improved and the fuel efficiency of the vehicle is improved.

Further, according to the invention of claim 4, a continuously variable transmission in which a rotating member and a torque transmitting member are directly or indirectly brought into contact with each other so that torque can be transmitted, and the torque capacity is changed according to the contact pressure Means for controlling a vehicle equipped with a continuously variable transmission connected to the output side of the vehicle, the first means for suppressing a slip in the continuously variable transmission and executing a first slip suppression control with a small influence on a driving force. And a second means for executing a second slip suppression control that has a greater effect on the driving force than the first slip suppression control and suppresses slip in the continuously variable transmission. The execution determination standard of each means is set so that the first slip suppression control by the above is executed prior to the second slip suppression control by the second means.

The first slip suppression control in the invention of claim 4 can be control for increasing the torque capacity of the continuously variable transmission, as described in claim 5, and The second slip suppression control can be control for reducing the input torque of the continuously variable transmission.

Therefore, in the inventions of claims 4 and 5, when slip occurs in the continuously variable transmission or a situation occurs in which slip occurs, the first slip suppressing control that has a small influence on the driving force is performed. It is executed first. As a result, if slippage does not occur in the continuously variable transmission or the situation in which slippage occurs is eliminated, the second slip suppression control is not executed. On the other hand, when the slip of the continuously variable transmission occurs or the situation in which the slip occurs occurs even if the first slip suppression control is executed, or the first slip suppression control is executed. When the slip that is equal to or larger than the criterion to be determined has occurred or the situation in which the slip has occurred has occurred, the second slip suppression control that greatly affects the driving force is executed. Therefore, the first slip suppression control may be executed due to a slight change in the behavior or the change in the operating state, and the first slip suppression control may be executed due to an increased frequency or due to an erroneous determination. Since the influence of the slip suppression control on the driving force is small, the drivability is not deteriorated, and the responsiveness of the slip suppression control is improved. Further, when the slip in the continuously variable transmission becomes more likely to occur, the second slip suppression control is executed, so the slip in the continuously variable transmission is suppressed or prevented, and the continuously variable transmission is suppressed. It is possible to avoid the damage of.

In particular, according to the invention of claim 5, the contact pressure in the continuously variable transmission can be lowered in a steady state or a quasi-steady state, so that the fuel consumption can be reduced by reducing or optimizing the torque capacity in the continuously variable transmission. Both improvement and drivability are compatible.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described based on specific examples. First, a continuously variable transmission and a control system therefor according to the present invention will be described. FIG. 4 schematically shows a belt type continuously variable transmission 1 mounted on a vehicle. 1 is connected to a power source 3 via a forward / reverse switching mechanism 2.

The power source 3 is composed of an internal combustion engine, or an internal combustion engine and an electric motor, or an electric motor,
The point is a drive member that generates power for traveling. In the following description, the power source 3 will be referred to as the engine 3. Further, the forward / reverse switching mechanism 2 is a mechanism adopted because the rotation direction of the engine 3 is limited to one direction, and outputs the input torque as it is and reversely outputs it. Is configured.

In the example shown in FIG. 4, a double pinion type planetary gear mechanism is adopted as the forward / reverse switching mechanism 2.
That is, a ring gear 5 is arranged concentrically with the sun gear 4, and a pinion gear 6 meshed with the sun gear 4 and another pinion gear 7 meshed with the pinion gear 6 and the ring gear 5 are arranged between the sun gear 4 and the ring gear 5. The pinion gears 6 and 7 are attached to the carrier 8
It is held by both rotation and revolution. And
Two rotating elements (specifically, sun gear 4 and carrier 8)
Is provided with a forward clutch 9 for integrally connecting
Further, a reverse brake 10 that reverses the direction of the output torque by selectively fixing the ring gear 5 is provided.

The continuously variable transmission 1 has the same structure as that of a conventionally known belt type continuously variable transmission, in which a driving pulley 11 and a driven pulley 12 arranged in parallel to each other have a fixed sheave and a fixed sheave, respectively. Hydraulic actuators 13, 14
And a movable sheave that can be moved back and forth in the axial direction. Therefore, each pulley 11, 12
Groove width changes by moving the movable sheave in the axial direction, and accordingly, the winding radius of the belt 15 wound around each pulley 11, 12 (effective diameter of the pulleys 11, 12) continuously changes. However, the gear ratio changes continuously. The drive pulley 11 is connected to the carrier 8 which is an output element of the forward / reverse switching mechanism 2.

The hydraulic actuator 14 in the driven pulley 12 receives hydraulic pressure (line pressure or its correction pressure) corresponding to the torque input to the continuously variable transmission 1 via a hydraulic pump and a hydraulic control device (not shown). Is being supplied. Therefore, when each sheave in the driven pulley 12 sandwiches the belt 15, tension is applied to the belt 15 and a clamping pressure (contact pressure) between the pulleys 11 and 12 and the belt 15 is secured. .
In other words, the torque capacity according to the clamping force is set. On the other hand, the hydraulic actuator 13 in the drive pulley 11 is supplied with pressure oil according to the gear ratio to be set, and the groove width (effective diameter) is set according to the target gear ratio. .

A starting clutch 16 corresponding to the transmission mechanism of the present invention is connected to a driven pulley 12 which is an output member of the continuously variable transmission 1, and the driven pulley 12 is connected via the starting clutch 16 to the gear pair 17 and the differential 18. Connected to the differential 18
Are connected to the left and right drive wheels 19. The starting clutch 16 is for selectively connecting and disconnecting the continuously variable transmission 1 and the drive wheels 19, and as an example, a friction clutch in which the torque capacity is continuously changed by hydraulic pressure is adopted. Has been done.

Various sensors are provided to detect the operating state (running state) of the vehicle in which the continuously variable transmission 1 and the engine 3 are mounted. That is, the engine 3
Engine speed sensor 20 that detects the number of rotations and outputs a signal, input rotation speed sensor 21 that detects the number of rotations of drive pulley 11 and outputs a signal, and the number of rotations of driven pulley 12 that outputs a signal Output rotation speed sensor 2
2. A wheel rotation speed sensor 23 is provided which detects the rotation speed of the drive wheels and outputs a signal. Further, although not particularly shown, an accelerator opening sensor that detects the amount of depression of the accelerator pedal and outputs a signal, a throttle opening sensor that detects the opening of the throttle valve and outputs a signal,
A brake sensor that outputs a signal when the brake pedal is depressed is provided.

Control of engagement / release of the forward clutch 9 and reverse brake 10 described above, control of clamping pressure of the belt 15, and control of torque capacity including engagement / release of the starting clutch 16, and further Electronic control unit for transmission (CVT-ECU) for controlling the gear ratio
24 are provided. The electronic control unit 24 is mainly composed of a microcomputer as an example, performs an operation according to a predetermined program based on input data and data stored in advance, and various states such as forward and reverse or neutral, Also, it is configured to execute control such as setting of required clamping pressure and setting of gear ratio.

Here, an example of data or signals input to the transmission electronic control unit 24 is shown. A signal of the input rotation speed (rotation speed of the drive pulley 11) Nin of the continuously variable transmission 1 and a continuously variable transmission. The signal of the output speed of the transmission 1 (the speed of the driven pulley 12) No is input. Further, the continuously variable transmission 1 is configured so that the shift device 25 selects a traveling position such as a parking range, a reverse range, a neutral range, and a drive range. The signal is input to the transmission electronic control unit 24.

From the electronic control unit 26 for controlling the engine 3, the engine speed Ne signal, the engine (E / G) load signal, the throttle opening signal, and the accelerator pedal (not shown) are depressed. An accelerator opening signal, which is a quantity, is input. Further, a brake signal, an ABS actuation signal, a wheel rotation speed signal, etc. are input from an electronic control unit (ABS-ECU) 27 for an anti-lock brake system that avoids wheel locking.

Next, an example of control executed by the control device of the present invention will be described for the continuously variable transmission 1 described above. Figure 1
2 and FIG. 2 are flowcharts showing the control example thereof. The routine shown here is executed every predetermined short time Δt while the vehicle equipped with the continuously variable transmission 1 is running (while the continuously variable transmission 1 is operating). Is repeatedly executed.

First, it is judged whether or not there is a disturbance with respect to a steady state in which the vehicle speed is substantially constant or a quasi-steady state in which gentle acceleration / deceleration occurs (step S1). The disturbance state is an operating state of torque different from the operating state of torque assumed when controlling the clamping pressure of the belt 15 in the continuously variable transmission 1 in a steady state or a quasi-steady state. Examples of the disturbance state include slip of the tire (particularly the driving wheel), operation of the antilock brake system (ABS), bad road, and sudden acceleration operation (rapid increase in accelerator opening). . As is known from these examples, the disturbance to the clamping pressure control is, in general terms, a rapid change in the rotation speed of the output-side member or the input-side member of the continuously variable transmission 1 In this state, a large inertia torque is generated.

When the determination in step S1 is affirmative due to the disturbance state, control for increasing the clamping pressure of the belt 15 and the engaging force (engagement hydraulic pressure) of the starting clutch 16 in the continuously variable transmission 1. Is executed for a predetermined period (step S2). The clamping pressure of the belt 15 in the continuously variable transmission 1 in the steady state and the quasi-steady state is controlled to a pressure that transmits a necessary and sufficient torque without causing excessive slip. This is, for example, the engine load, the gear ratio,
It is executed by performing feedforward control of the clamping pressure based on data indicating the operating state of the vehicle such as the input torque of the continuously variable transmission 1 and a map prepared in advance, or the slip state of the belt 15 in the continuously variable transmission 1 is determined. This is executed by feedback-controlling the hydraulic pressure to a state immediately before excessive slippage of the belt 15 based on the detected data and a map in which a coefficient used for calculating the hydraulic pressure is predetermined.

Further, the engaging force of the starting clutch 16 is controlled based on the engine load and the gear ratio, like the clamping pressure in the continuously variable transmission 1. It should be noted that, in a low vehicle speed state where the engine speed is low, it is considered that low-frequency vibration may deteriorate the riding comfort, and it is necessary to maintain the engine speed at or above a predetermined value in order to avoid engine stall. ,
The starting clutch 16 is controlled to slip. The region where the starting clutch 16 is set in the slipping state is predetermined as, for example, a two-dimensional map of vehicle speed and engine load (for example, throttle opening).

The period during which the increase control of the clamping force and the fastening force in step S2 is continued is the period until the disturbance state converges. For example, when a tire slip occurs, it is a period until the difference in the number of rotations of all the wheels becomes a predetermined value close to zero or less, and when ABS operates, it is a period until the operation ends. If the rough road is a disturbance state, it is the period until it is determined that the rough road has passed, and if there is a sudden acceleration operation, the engine output and the gear ratio after acceleration are achieved. It is the period until

When a negative determination is made in step S1 because no disturbance condition has occurred, and when the control in step S2 is executed, the operating state (running state) of the vehicle is the slip range of the starting clutch 16. It is then determined whether or not (step S3). As described above, the slip range of the starting clutch 16 means that the starting clutch 1 is in the low vehicle speed state.
This is an area in which the running state in which 6 is forcibly controlled to the slipping state is defined, and can be determined based on a map prepared in advance.

If the determination in step S3 is affirmative because the starting clutch 16 is in the slip range, the slip of the belt 15 in the continuously variable transmission 1 is determined (step S4). This can be determined based on, for example, the output speed No or the wheel speed of the continuously variable transmission 1, the target speed change ratio, and the input speed Nin.

If the slippage of the belt 15 is not determined, that is, if the determination in step S4 is negative, there is no particular abnormality, and the process returns. On the other hand, when it is determined that the belt 15 is slipping, torque down control of the engine (E / G) is executed (step S5).

The engine torque reduction control in step S5 is a control for eliminating the slippage of the belt 15 at an early stage to prevent damage to the continuously variable transmission 1, and is executed by retarding the ignition timing. Alternatively, it is executed by forcibly decreasing the throttle opening and / or forcibly decreasing the fuel injection amount. Further, the duration of this control is a period until the engine torque is reduced to a necessary and sufficient level in consideration of the response delay of the engine torque control, and is a predetermined period as an example.

When the engine torque is controlled and reduced as described above, the torque applied to the continuously variable transmission 1 decreases, so that the slip amount of the belt 15 gradually decreases. The engine torque is returned according to the reduction in the slip amount of the belt 15 (step S6).

The engine torque return control is a control for gradually advancing the retarded ignition timing or returning the throttle opening and the fuel injection amount to their original values. The control may be performed linearly or in steps. However, the engine torque is returned to the state without reduction control almost at the same time as the slippage of the belt 15 is eliminated. As a result, a situation in which the engine torque is reduced even when the slippage of the belt 15 is eliminated, and the driving force is reduced to cause a feeling of deceleration is avoided.

Then, the map value used to calculate the clamping pressure is increased and corrected (step S7). That is, the map value is changed to the up side. This may be done by changing the map itself, or by correcting the read map value with a predetermined coefficient. Further, the correction amount may be a predetermined correction amount.

That is, although the starting clutch 16 is slip controlled and the torque applied to the continuously variable transmission 1 is reduced, the slip of the belt 15 means that the clamping pressure of the belt 15 is originally insufficient. Therefore, the map value for calculating the clamping pressure, or the clamping pressure itself is learned and corrected. The data for learning in this case is the slip of the starting clutch 16 and the slip of the belt 15.

On the other hand, if the determination in step S3 is negative because the starting clutch 16 is not in the slip control region, it is determined in step S8 whether the starting clutch 16 is slipping. This is the driven pulley 12 which is the number of rotations on both sides of the starting clutch 16.
It can be determined by comparing the number of revolutions of the wheel with the number of revolutions of the wheel. If the condition is normal, the starting clutch 16
Does not slip, a positive determination is made in step S8. In that case, slippage of the belt 15 is determined (step S9).

The determination in step S9 can be carried out in the same manner as the determination in step S4 described above. If the determination result is negative, that is, if the slip of the belt 15 is not determined, the main key is pressed. It is determined whether there is no slippage determination of the belt 15 during a predetermined trip such as turning on (not shown) to turning it off (step S10). If the determination in step S10 is affirmative, it means that the clamping pressure of the belt 15 in the continuously variable transmission 1 is sufficiently high. Therefore, in order to reduce the clamping pressure, the clamping pressure map value is corrected to be reduced. It is executed (step S11). That is, the map value is changed to the down side. This is a correction in the opposite direction to the correction in step S7 described above, and the map itself may be changed, or the read map value may be corrected by a predetermined coefficient. Further, the correction amount may be a predetermined correction amount.

That is, if the slippage of the belt 15 has never occurred during traveling, the clamping pressure may be excessively high. Therefore, the power of the continuously variable transmission 1 in the steady state and the quasi-steady state may be considered. The map value for calculating the clamping pressure is reduced in order to improve the transmission efficiency and the fuel consumption. Therefore, if the slip of the belt 15 has been determined in a predetermined trip and the determination is negative in step S10, the process returns without performing control to change the clamping pressure.

The control for changing the clamping pressure in the above step S11 is the learning correction control of the clamping pressure, and the data for the learning in that case includes the slip state between the starting clutch 16 and the belt 15 and the belt. It is a history of 15 slips.

On the other hand, if the affirmative determination is made in step S9, that is, if the slip of the belt 15 is determined, the control for reducing the engine torque for a predetermined period (step S12), and Control (step S13) for returning the engine torque according to the slip state of the belt 15 is executed. This is a control for promptly suppressing or eliminating excessive slippage of the belt 15 to prevent damage to the continuously variable transmission 1.
5 and the control in step S6 can be performed in the same manner.

Then, it is determined whether the slippage of the belt 15 determined in step S9 is a slippage due to a disturbance (step S14). Although it may be difficult to make this determination in so-called real-time, it is possible to store the number of revolutions obtained from one of the rotation sensors or its variation and make the determination based on that data.

If the determination of the slippage of the belt 15 is caused by the disturbance and the determination in step S14 is affirmative, the starting clutch 16 slips in a region other than the slip control region without the disturbance. It is determined whether or not there is a history that has been saved (step S15). The history is a history detected and stored during a predetermined period, such as a history from a current time to a predetermined time, or a history during a predetermined travel distance up to the present time.

If the determination in step S15 is affirmative, the engaging force of the starting clutch 16 is so high that slip does not occur in the steady state and the quasi-steady state. Therefore, in this case, in order to reduce the engagement force of the starting clutch 16, the map value used to calculate the engagement force is reduced (step S16).

On the other hand, if the determination in step S15 is negative, that is, if the starting clutch 16 has slipped due to a factor other than disturbance, the map value used to calculate the clamping pressure is used. Is increased and corrected (step S17). That is, the map value is changed to the up side. This is the same control as the correction control or the change control in step S7 described above.

That is, in order to prevent or suppress the slippage of the belt 15 in the continuously variable transmission 1 as much as possible to prevent the damage of the continuously variable transmission 1, the belt 15 is given priority (preceding) to start. It is preferable to cause slippage of the clutch 16.
Therefore, when there is a margin to reduce the engagement force of the starting clutch 16, the engagement force is preferentially reduced.
On the other hand, when the starting clutch 16 has slipped due to a factor other than disturbance, and there is no margin to reduce the fastening force of the starting clutch 16, the clamping pressure of the belt 15 is increased. In other words, the torque capacities of the starting clutch 16 are learned and corrected so that the starting clutch 16 slips prior to the continuously variable transmission 1, and in that case, the torque capacity of the starting clutch 16 is preferentially reduced depending on the slip situation. To be made.

If the result of the determination in step S14 is negative, it means that the belt 15 has slipped without any disturbance, which is the basic sandwiching condition in the steady state or the quasi-steady state. It means lack of pressure.
Therefore, in this case, the process proceeds to step S17, and the control for increasing the clamping pressure is executed.

On the other hand, FIG. 2 shows the control in the case where the affirmative determination is made in step S8, that is, the slip of the starting clutch 16 is determined. Starting clutch 1
When the slip is determined even though it is not in the slip control area of No. 6, it is determined whether the determination of the slip of the belt 15 is established (step S18). This determination can be performed in the same manner as the determination in steps S4 and S9 described above.

When it is determined that the belt 15 is slipping, that is, when the determination in step S18 is affirmative, the engine torque is maintained for a predetermined period as in the case where the determination is positive in step S9. Control (step S19) and control for returning the engine torque in accordance with the slip state of the belt 15 or the slip state of the starting clutch 16 (step S20). This is a control for promptly suppressing or eliminating excessive slippage of the belt 15 to prevent damage to the continuously variable transmission 1, and is similar to the control in steps S5, S6 and steps S12, 13 described above. Can be carried out.

Next, it is determined whether the slip of the starting clutch 16 determined in step S8 and the slip of the belt 15 determined in step S18 are caused by disturbance (step S21). This determination can be made in the same manner as the determination in step S14 described above.

Sliding of belt 15 and starting clutch 16
If the determination of the slip is due to the disturbance and thus the determination in step S21 is affirmative, as in step S15 described above, the start clutch does not depend on the disturbance in a region other than the slip control region. It is determined whether or not there is a history that 16 has slipped (step S22). If the determination in step S23 is affirmative, the engaging force of the starting clutch 16 is high enough to prevent slippage in the steady state and the quasi-steady state. Therefore, in this case, in order to reduce the engagement force of the starting clutch 16, the map value used to calculate the engagement force is reduced (step S23).
This is the same as the control in step S16 described above.

On the other hand, if the determination in step S22 is negative, that is, if the starting clutch 16 has slipped due to a factor other than disturbance, the map value used to calculate the clamping pressure is used. And the map value used for calculating the engagement force of the starting clutch 16 is increased and corrected (step S24). That is, the map value is changed to the up side. This is the same control as the correction control or change control in step S7 or step S16 described above.

That is, in order to prevent or suppress slippage of the belt 15 in the continuously variable transmission 1 as much as possible to prevent damage to the continuously variable transmission 1, the start clutch is prioritized (precedent) to the belt 15. Although it is preferable to cause 16 to slip,
If the determination in step S22 is negative, there is no room to reduce the engagement force of the starting clutch 16.
The sandwiching force of the belt 15 is increased. Further, in that case, since the starting clutch 16 is slipping, the fastening force of the starting clutch 16 is also increased.

On the other hand, if the determination in step S18 is negative, that is, if the slippage of the belt 15 is not determined, the engine torque is reduced for a predetermined period (step S25), and then the starting clutch is applied. 16
The engine torque is returned according to the reduction of the slip amount (step S26). This is to prevent the starting clutch 16 from being worn or damaged. Note that these controls can be performed in the same manner as steps S5, S6, steps S12, S13, or steps S19, S20 described above.

Next, it is judged whether or not the slip of the starting clutch 16 is judged to be caused by the disturbance (step S27). If the determination in step S27 is affirmative because it is caused by a disturbance, the process returns without performing any particular control.

On the other hand, if the determination in step S28 is negative because it is not caused by disturbance,
An increase correction of the map value used to calculate the engagement force of the starting clutch 16 is executed (step S28). This can be executed by changing the map itself or correcting it with a predetermined correction value as in the case of step S24 described above. In other words, in step S28, the engagement force of the starting clutch 16 is learned and corrected based on the slipping state of the starting clutch 16 and the belt 15.

FIG. 3 is a time chart showing changes in the slippage of the belt 15 and changes in the output shaft torque when the engine torque control shown in FIGS. 1 and 2 is executed. The solid line in FIG. 3 shows an example in which the engine torque reduction control is not executed when the accelerator pedal is depressed sharply and largely, and the accelerator pedal is depressed at time t1 and the engine torque (continuously variable transmission 1 Input torque) increases, and the input torque exceeds the torque capacity of the continuously variable transmission 1, that is, the belt clamping pressure torque conversion value t2.
At that point, the belt 15 begins to slip.

T after the delay time of the clamping pressure boosting control has elapsed
The clamping pressure starts to increase at the 3rd point, so the belt clamping pressure torque conversion value starts to increase. Along with this, the increasing gradient of the belt slip amount decreases. Then, the slip amount of the belt 15 starts to decrease from time t4 when the belt clamping pressure torque converted value exceeds the input torque.

After that, at time t5 when the belt clamping pressure converted value increases to a predetermined value, the increase rate of the input speed of the continuously variable transmission 1 decreases, and at time t6 thereafter, the belt 15 increases.
The slip amount becomes almost zero, and the input rotation speed decreases toward the target value.

The input torque reduction control for suppressing the slippage of the belt 15 is executed at time t3 in the middle of such a process when the input torque reduction control is not performed. Therefore, the slip amount of the belt 15 in this case is
It begins to decrease immediately at t3. As a result, for example, t5
At this point, the slip amount of the belt 15 becomes almost zero. Conventionally, the engine torque reduction control was continued until time t5. Therefore, the input torque and the output torque of the continuously variable transmission 1 change as shown by the broken lines in FIG. 3, and a drop in the output torque is felt as a feeling of deceleration or a lack of driving force. After that, the increase in torque caused a feeling of strangeness.

On the other hand, in the control device of the present invention, the engine torque reduction control is executed until time t3 after the rapid depression of the accelerator pedal, and thereafter,
The engine torque is returned according to the amount of slip of the belt 15. Then, at time t5 when the slip amount of the belt 15 becomes almost zero, the engine torque is almost completely restored, so that the output shaft torque does not drop.

Here, an example of the engine torque return control will be specifically described. The amount of torque reduction during execution of engine torque reduction control is ΔT1, and the belt 1 at that time is
Assuming that the slip amount of No. 5 is ΔS1 and the actual slip amount of the belt 15 detected during the return of the engine torque is ΔS, the engine torque reduction amount ΔT during the return control is ΔT.
However, the engine torque may be controlled so that ΔT = ΔT1 * ΔS / ΔS1. In addition,
When the slip amount ΔS of the belt 15 which is actually detected is a small amount equal to or less than a predetermined value, the engine torque reduction amount Δ is immediately increased.
T may be zero.

As described above, according to the control device of the present invention, when the input torque of the continuously variable transmission 1 is reduced to suppress the slip of the belt 15, the slip of the belt 15 is almost eliminated at the same time. , The engine torque once reduced is restored to zero the engine torque reduction amount. Therefore, the drop of the output torque of the continuously variable transmission 1 or the drive torque of the vehicle is eliminated, and the torque does not increase after the drop of the torque. As a result, it is possible to avoid deterioration of drivability due to torque shortage or torque fluctuation. Therefore, there is no restriction on the width of reduction of the engine torque for suppressing the slip of the belt 15, so that the excessive slip of the belt 15 can be surely and quickly suppressed or avoided, and the damage of the continuously variable transmission 1 can be prevented. can do.

Further, in the control device of the present invention, as described above, the clamping force of the belt 15 and the engaging force of the starting clutch 16 are learned and corrected based on the respective slip conditions, so that there are individual differences, and The magnitude relationship of the torque capacities that change with time and are in a relative relationship with each other can be appropriately set so that the starting clutch 16 slips prior to the belt 15. for that reason,
It is possible to avoid or prevent slipping of the belt 15 and damage to the continuously variable transmission 1 due to the slip.

Next, another control example by the control device of the present invention will be described. As described above, as means for suppressing or eliminating slippage of the belt 15, means for increasing the clamping pressure (torque capacity of the continuously variable transmission 1) and engine torque (input torque of the continuously variable transmission 1) are used. There is a means to lower it. Among these means, the means for reducing the engine torque may affect the drivability depending on the state of execution of the control. Therefore, in the control example described below, the control for increasing the clamping pressure is preferentially executed, and the control for eliminating the slippage of the belt 15 is configured to avoid the influence on the drivability as much as possible. Has been done.

The example shown in FIG. 5 is based on the determination of disturbance.
This is an example of executing the control for eliminating the slippage of the belt 15, and first, the first determination of the slip of the tire (driving wheel) is performed (step S51). For example, as shown in FIG. 6, it is determined whether or not the vehicle is traveling, that is, whether or not the lowest wheel speed Vmin is equal to or greater than a predetermined reference value Vmin1 (step S511), and the vehicle is traveling. If an affirmative decision is made in step S511, it is decided whether or not the difference between the maximum rotation speeds of the wheels, that is, the difference between the highest wheel speed Vmax and the lowest wheel speed Vmin is equal to or greater than a predetermined reference value ΔV1 (step S512). It is determined whether or not the duration of the state is the reference value τ1 or more (step S513).

If a positive determination is made in all of these steps S511 to S513, in other words, if a positive determination is made in step S513, it means that the tire slips during running. That is, a positive determination is made in step S51 shown in FIG. In that case, the clamping pressure of the belt 15 is increased (step S5).
2).

Then, a second judgment of tire slip is made (step S53). The second determination is a determination having lower sensitivity than the first determination, and the slip determination is established when a larger slip occurs or the slip continues for a longer time. Has become.

Specifically, as shown in FIG. 7, whether or not the minimum wheel speed Vmin is equal to or greater than a predetermined reference value Vmin1 for confirming that the vehicle is traveling (step S531)
If a positive determination is made in step S531 because the vehicle is traveling, the maximum rotation speed difference between the wheels, that is, the difference between the maximum wheel speed Vmax and the minimum wheel speed Vmin is a predetermined reference value ΔV2 (> ΔV1). ) It is determined whether or not (step S532), and the duration of the state is the reference value τ2.
It is determined whether (> τ1) or more (step S533). That is, the determination is performed using a threshold different from that in the first determination.

If a positive determination is made in all of these steps S531 to S533, that is, if a positive determination is established in step S53, an engine torque down command is output (step S5).
4). On the other hand, when the degree of tire slip is slight and the determination in step S53 is negative, an engine torque return command (step S55) is output and the process returns. The control in step S55 is limited to the case where the engine torque reduction control has already been executed.

Therefore, when the degree of tire slip is slight, the clamping pressure increase control is executed, but the engine torque reduction control is not executed. Therefore, the belt 1 is sensitive to the tire slip, or is erroneously determined.
Even if the pinching pressure boosting control for preventing the slip of No. 5 is frequently executed, the output shaft torque of the continuously variable transmission 1 and the driving torque of the vehicle are not particularly changed by the pinching pressure boosting control. , Drivability is not impaired. Further, even if the tire slip is slight, the clamping pressure increase control is immediately executed, so that the response of the slip suppression control of the belt 15 in the continuously variable transmission 1 becomes good, and the continuously variable transmission 1 It is possible to effectively suppress or prevent the damage and the deterioration of durability.

If the determination in step S51 is negative, the presence / absence of a rough road determination is determined as one type of disturbance determination (step S56). Further, it is determined whether or not the ABS is activated (step S57). When a positive determination is made in either of step S56 and step S57, the process proceeds to step S52 described above, and the clamping pressure increase control is executed.

On the other hand, if the determinations in both steps S56 and S57 are negative, no disturbance is determined. Therefore, a command to restore the clamping pressure (step S58) and a command to restore the engine torque (step). S59) is output and the process returns.

In the example shown in FIG. 5, the tire slip determination and the bad road determination are different phenomenon determinations. However, since the tire slip on the low μ road and the slipping due to the lifting of the tire on the bad road are similar phenomena, with the determination of the slip of the tire with the reference values of a plurality of types as described above, This makes it possible to determine a bad road more quickly.

By the way, similar control can be performed based on the slip state of the belt 15 instead of the above tire slip. Examples thereof are shown in FIGS. 8 to 10.

In FIG. 8, first, it is judged whether or not there is a first judgment of slippage of the belt 15 (step S71). This determination is made, for example, as shown in FIG. 9, by determining whether or not the slip amount ΔSP of the belt 15 is equal to or greater than a first reference value ΔSP1 (step S711), and further, the duration of the slip state equal to or greater than the reference value ΔSP1. This is performed by determining whether or not it is the first reference time τ11 or more (step S712).

If a positive determination is made in steps S711 and S712, it means that the determination of the slippage of the belt 15 is established. That is, a positive determination is made in step S71 shown in FIG. In that case, belt 1
The clamping pressure of 5 is increased (step S72).

Then, the second determination of the slippage of the belt 15 is made (step S73). This second decision is
The determination is low in sensitivity with respect to the first determination described above, and the determination of belt slip is established when larger belt slippage occurs or belt slippage continues for a longer time. Specifically, as shown in FIG. 10, the slip amount ΔSP of the belt 15 is the second reference value ΔSP.
2 (> ΔSP1) or more (step S731) is determined, and it is further determined whether the duration of the sliding state of the reference value ΔSP2 or more is the second reference time τ12 (> τ11) or more (step S732). It is done by doing.

If a positive determination is made in steps S731 and S7323, that is, if a positive determination is established in step S73, an engine torque down command is output (step S74). On the other hand, if the degree of belt slip is slight and a negative determination is made in step S73, an engine torque return command (step S75) is output and the process returns. The control in step S75 is limited to the case where the engine torque reduction control has already been executed.

Therefore, when the degree of belt slip is slight, the clamping pressure increase control is executed, but the engine torque reduction control is not executed. Therefore, even if the pinching pressure boosting control for preventing the belt 15 from slipping is frequently executed by reacting sensitively to belt slipping or making an erroneous determination, the continuously variable transmission may be performed depending on the pinching pressure boosting control. Since the output shaft torque of No. 1 and the driving torque of the vehicle do not particularly change, drivability is not impaired. Further, even if the belt slip is slight, the clamping pressure increase control is immediately executed, so that the response of the slip suppression control of the belt 15 in the continuously variable transmission 1 becomes good, and the continuously variable transmission 1 It is possible to effectively suppress or prevent the damage and the deterioration of durability.

If the determination in step S71 is negative, a pinching pressure restoration command (step S76) and an engine torque restoration command (step S75) are output and the process returns.

Since the control shown in FIG. 5 and the control shown in FIG. 8 described above are the control for controlling the clamping pressure of the belt 15 and the control for reducing the engine torque, the target vehicle is the starting clutch 16 described above. It does not have to be provided.

The relationship between the above-described specific example and the present invention will be described below. Step S6 shown in FIG. 1 or FIG.
Each of the functional means of step S13, step S20 and step S26 corresponds to the torque return control means of the present invention, and the functional means of step S9 and step S18 corresponds to the slip determining means of the present invention. Furthermore, the functional means of steps S16 and S23 correspond to the transmission mechanism torque capacity lowering means of the present invention. On the other hand, the functional means of step S52 and step S72 shown in FIG. 5 or 8 correspond to the "first means" of the present invention, and step S54 and step S7.
The fourth functional means correspond to the "second means" of the present invention.

The present invention is not limited to the above-mentioned specific examples. That is, the present invention can be applied to a control device for a vehicle such as an electric vehicle or a hybrid vehicle having a power source other than an internal combustion engine as a power source. Further, the continuously variable transmission is not limited to the belt type, and may be another type such as a traction type (toroidal type) continuously variable transmission.

Further, the transmission mechanism arranged in series with the continuously variable transmission may be arranged at the input side instead of being arranged at the output side of the continuously variable transmission. Therefore, the transmission mechanism may be a direct coupling clutch (lockup clutch) built in a fluid coupling such as a torque converter. Further, the transmission mechanism may be of an appropriate type such as dry type, wet type, multi-plate, single plate and the like.

Further, the criterion for executing the slip suppression control by the first means and the second means in the present invention is not limited to the deviation of the wheel speed, the slip amount, or the duration thereof shown in the above specific example. Therefore, the total weight of the vehicle including the vehicle speed, the output speed of the power source or the input speed of the continuously variable transmission, the input torque, the contents of the road information obtained by the navigation device, the weight of the vehicle or the number of people, etc. Other data such as road slope may be added or replaced.

[0094]

As described above, according to the first aspect of the present invention, the input torque once reduced with the determination of the slip in the continuously variable transmission changes the slip with the decrease of the input torque. Therefore, even if the input torque is greatly reduced in order to suppress or eliminate slippage in the continuously variable transmission, normal traveling in which the determination of slippage in the continuously variable transmission is not established In this state, the input torque is also returned to the normal state in which the reduction control is not performed, so that it is possible to improve the drivability by avoiding a situation where the driving force becomes insufficient or the driving force suddenly increases. In addition, since there is less restriction on the input torque reduction control, slippage in the continuously variable transmission can be effectively suppressed or prevented.

According to the second or third aspect of the invention, the torque capacity of the transmission mechanism can be set to generate slip prior to the continuously variable transmission, and the transmission mechanism is in a steady state or a quasi-steady state. Since torque can be transmitted sufficiently without slipping and the torque capacity of the continuously variable transmission can be reduced within that range, the power transmission efficiency of the continuously variable transmission can be improved and fuel consumption of the vehicle can be improved. Can be improved.

Further, according to the invention of claim 4 or claim 5, the first slip suppression control is executed by a slight change in the behavior or the change in the operating state, and the execution frequency becomes high, or an erroneous determination is made. The first slip suppression control may be executed, but since the influence of the first slip suppression control on the driving force is small, the drivability is not deteriorated and conversely the responsiveness of the slip suppression control is improved. In addition, when the slip in the continuously variable transmission becomes more likely to occur, the second slip suppression control is executed to control the driving force in the direction of suppressing the slip, so It is possible to prevent or prevent slippage in the transmission and prevent damage to the continuously variable transmission in advance.

In particular, in the invention of claim 5, since the contact pressure in the continuously variable transmission can be lowered in the steady state or the quasi-steady state, the fuel consumption can be improved by reducing or optimizing the torque capacity in the continuously variable transmission. Both improvement and drivability are compatible.

[Brief description of drawings]

FIG. 1 is a diagram showing a part of a flow chart for explaining an example of control by a control device of the present invention.

FIG. 2 is a diagram showing another part of the flowchart.

FIG. 3 is a time chart showing changes in output shaft torque, slip amount, and the like when the engine torque return control is performed by the control together with a conventional example.

FIG. 4 is a diagram schematically showing a drive system and a control system of a vehicle equipped with a continuously variable transmission according to the present invention.

FIG. 5 is a flowchart showing a control example in which clamping pressure up control and engine torque down control are executed in order.

FIG. 6 is a flowchart showing a subroutine that is the content of the first determination shown in FIG.

FIG. 7 is a flowchart showing a subroutine that is the content of the second determination shown in FIG.

FIG. 8 is a flowchart showing another control example in which the clamping pressure up control and the engine torque down control are executed in order.

9 is a flowchart showing a subroutine that is the content of the first determination shown in FIG.

10 is a flowchart showing a subroutine that is the content of the second determination shown in FIG.

[Explanation of symbols]

1 ... Continuously variable transmission, 3 ... Engine (power source), 11 ...
Drive pulley, 12 ... Driven pulley, 13, 14 ...
Actuator, 15 ... Belt, 16 ... Start clutch, 19 ... Drive wheel, 24 ... Electronic control unit for transmission (CVT-ECU).

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16D 25/14 640K F term (reference) 3J057 AA03 BB02 GA03 GA17 GA26 GB02 GB04 GB05 GB29 GB36 GE07 HH01 JJ01 3J552 MA07 MA08 MA09 MA15 MA26 NA01 NB01 PA12 PA13 PA56 PA62 PA63 SA36 UA03 UA08 VA15W VA25W

Claims (5)

[Claims] 1. A continuously variable transmission in which a rotating member and a torque transmitting member are directly or indirectly contacted with each other so that torque can be transmitted, and a torque capacity changes according to the contact pressure, is connected to an output side of a power source, A control device for a vehicle provided with a continuously variable transmission that reduces the input torque input to the continuously variable transmission from the power source side when the occurrence of slip between the rotating member and the torque transmission member is determined. In a vehicle equipped with a continuously variable transmission, the vehicle has a torque return control means for returning from the state where the input torque is reduced, based on the slip state after the input torque is reduced. Control device. 2. A continuously variable transmission in which a rotating member and a torque transmitting member are directly or indirectly brought into contact with each other so that torque can be transmitted so that the torque capacity changes in accordance with the contact pressure, and a transmission mechanism having a variable torque capacity is connected in series. A vehicle control device including a continuously variable transmission that is connected to the rotary member and controls the torque capacities so that the transmission mechanism slips before the slip occurs between the rotating member and the torque transmission member. Slip determining means for determining slip between the rotating member and the torque transmitting member; and a torque capacity of the transmission mechanism when the slip between the rotating member and the torque transmitting member is determined for the continuously variable transmission. A transmission mechanism torque capacity reducing means for preferentially reducing the torque capacity of the transmission mechanism in accordance with the situation of slippage in the continuously variable transmission so as to relatively reduce the torque capacity. Control device for a vehicle with a continuously variable transmission, wherein the door. 3. The situation of occurrence of slippage in the continuously variable transmission is
There is no history that the transmission mechanism has caused slipping due to neither slip control nor disturbance during a predetermined period, and the slippage determination means determines slippage between the rotating member and the torque transmission member. A case according to claim 2, wherein
A control device for a vehicle including the continuously variable transmission according to item 1. 4. A continuously variable transmission, in which a rotating member and a torque transmitting member are brought into direct or indirect contact with each other so that torque can be transmitted, and a torque capacity changes according to the contact pressure, is connected to an output side of a power source. In a control device for a vehicle equipped with a continuously variable transmission, first means for suppressing a slip in the continuously variable transmission and executing a first slip suppression control having a small influence on a driving force, and the first slip. A second slip suppression control that has a larger influence on the driving force than the suppression control and that suppresses a slip in the continuously variable transmission; and a first slip suppression control by the first means. A control device for a vehicle provided with a continuously variable transmission, characterized in that the execution judgment standard of each means is set so as to execute the second slip suppression control by the second means. 5. The first slip suppression control is control for increasing the torque capacity of the continuously variable transmission, and the second slip suppression control is control for reducing the input torque of the continuously variable transmission. The control device for a vehicle including the continuously variable transmission according to claim 4, wherein: