JP2931861B2 - Continuously variable transmission control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission control apparatus, and more particularly to a groove between a fixed pulley piece and a movable pulley piece which is detachably mounted on the fixed pulley piece. The present invention relates to a continuously variable transmission control device that performs speed change control so as to increase or decrease the width and increase or decrease the rotation radius of a belt wound around both pulleys to change a speed ratio.

[0002]

2. Description of the Related Art In a vehicle, a transmission is interposed between an internal combustion engine and driving wheels. This transmission changes the driving force of the drive wheels and the traveling speed in accordance with the traveling conditions of the vehicle that vary over a wide range, thereby sufficiently exhibiting the performance of the internal combustion engine. The transmission is formed between both pulley parts of a pulley having a fixed pulley part fixed to the rotating shaft and a movable pulley part attached to the rotating shaft so as to be able to approach and separate from the fixed pulley part. There is a continuously variable transmission that changes the radius of rotation of a belt wound around a pulley by increasing or decreasing the width of a groove to transmit power and change the gear ratio (belt ratio).

As this continuously variable transmission, there is one disclosed in, for example, Japanese Patent Application Laid-Open No. 64-44346. According to the continuously variable transmission control method disclosed in this publication, an optimal target rotational speed is determined from first and second target rotational speeds based on detection signals of a throttle opening and a vehicle speed. In this way, the shift control is performed to easily exhibit the driving characteristics required by the driver.

[0004]

By the way, in the conventional continuously variable transmission control device, the shift control target value NES
PR is a lower limit map RAC of the shift control target value NESPR.
Although there is one determined by NEPLRL = f (NCO) which is RVL, NESPRL which is a shift control target value curve RACRVT (THR) with respect to the throttle opening THR is obtained.
Since the setting range of f (THR) was insufficient, there was an inconvenience that it was difficult to set the shift control target value NESPR.

[0005] Further, such a continuously variable transmission control device has no problem when it is operated to maintain a constant speed at a constant level. Acceleration can be very low,
There was an inconvenience of giving the driver a loose feeling.

Further, the engine speed NE sometimes responds sensitively to the throttle opening THR, which causes inconvenience to the driver, and it is difficult to maintain a constant vehicle speed NCO, so that the operability deteriorates. There was an inconvenience.

[0007]

SUMMARY OF THE INVENTION Accordingly, in order to eliminate the above-mentioned disadvantages, the present invention is directed to a pulley portion comprising a fixed pulley portion and a movable pulley portion which is detachably attached to the fixed pulley portion. A continuously variable transmission control device that controls the speed so as to increase or decrease the radius of rotation of the belt wound around the two pulleys by increasing or decreasing the groove width between the two pulleys and to change the gear ratio. A throttle opening characteristic curve in a running state where the number of revolutions becomes the lower limit of the shift control target value depending on the vehicle speed is obtained, and an output characteristic curve for generating the maximum output value of the engine is obtained. A shift control target value map is set in an area between the output characteristic curve and the shift control target value and the shift control target value obtained from the shift control target value map. Characterized in that a control unit for controlling to determine the ratio solenoid duty by the shift control target value determined by comparing the upper limit value and a lower limit value determined from limited value and a lower limit value map.

[0008]

According to the invention described above, when the control unit determines the ratio solenoid duty, the engine speed becomes the lower limit value of the shift control target value depending on the vehicle speed when the vehicle travels on the ground at a constant vehicle speed. A throttle opening characteristic curve in a running state is determined, an engine output characteristic curve is determined, a shift control target value map is set in an area between the throttle opening characteristic curve and the engine output characteristic curve, and a shift control target value is set. The shift control target value obtained from the map is compared with the upper limit value and the lower limit value obtained from the shift control target value map, and the ratio solenoid duty is determined based on the shift control target value to efficiently improve engine performance. Used to make the response of the engine speed to the throttle opening good.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

FIGS. 1 to 11 show an embodiment of the present invention. 6, reference numeral 2 denotes a belt-driven continuous variable transmission, 2A denotes a belt, 4 denotes a driving pulley, 6 denotes a driving fixed pulley piece, 8 denotes a driving movable pulley piece, 10 denotes a driven pulley, and 12 denotes a driven pulley. Is a driven-side fixed pulley part, and 14 is a driven-side movable pulley part.

As shown in FIG. 6, the driving pulley 4 is
It has a driving-side fixed pulley part 6 fixed to the rotating shaft 16 and a driving-side movable pulley part 8 mounted on the rotating shaft 16 so as to be movable in the axial direction of the rotating shaft 16 and non-rotatably. The driven pulley 10 also has a driven-side fixed pulley piece 12 and a driven-side movable pulley piece 14, similarly to the drive-side pulley 4.

A first and a second housing 18 are provided on the driving side movable pulley portion 8 and the driven side movable pulley portion 14.
20 are respectively mounted, and first and second hydraulic chambers 22, 24 are respectively formed. At this time, in the second hydraulic chamber 24 on the driven side, an urging means 26 made of a spring or the like for urging the second housing 20 in the expanding direction of the second hydraulic chamber 24 is provided.

An oil pump 28 is provided on the rotating shaft 16 and is connected to the first and second hydraulic chambers 2.
The first and second oil passages 30, 32 are associated with the first and second oil passages 30, 24, and a primary pressure control valve 34, which is a transmission control valve for controlling a primary pressure as an input shaft sheave pressure, is provided in the middle of the first oil passage 30. I do. Further, a line pressure (generally, 5 to 25 〓 / ² ) is maintained at a constant pressure (3 to 4 〓 / 〓 ² ) in the first oil passage 30 on the oil pump 28 side of the primary pressure control valve 34 by a third oil passage 36. The primary pressure control first three-way solenoid valve 42 is connected to the primary pressure control valve 34 via a fourth oil passage 40.

In the middle of the second oil passage 32, a line pressure control valve 44 having a relief valve function for controlling a line pressure serving as a pump pressure is connected through a fifth oil passage 46 to the second oil passage 32. A second three-way solenoid valve 50 for line pressure control communicates with the six oil passages 48.

Further, a clutch pressure control valve 52 for controlling a clutch pressure is provided in the second oil passage 32 on the second hydraulic chamber 24 side of a portion where the line pressure control valve 44 communicates with a seventh pressure.
The clutch pressure control valve 5 communicates with the oil passage 54.
A third three-way solenoid valve 58 for clutch pressure control communicates with the second through an eighth oil passage 56.

The primary pressure control valve 34, the first solenoid valve 42 for primary pressure control, the constant pressure control valve 38,
Sixth oil passage 48, second solenoid valve 5 for line pressure control
0, and the clutch pressure control valve 52 is connected to the ninth oil passage 60.
Communicate with each other.

The clutch pressure control valve 52 is connected to the hydraulic start clutch 62 by a tenth oil passage 64, and a pressure sensor 68 is connected to the middle of the tenth oil passage 64 by an eleventh oil passage 66. The pressure sensor 68 can directly detect the hydraulic pressure when controlling the clutch pressure in the hold and start modes and the like, and contributes when instructing the detected hydraulic pressure to be the target clutch pressure. In the drive mode, the clutch pressure becomes equal to the line pressure, which also contributes to line pressure control.

An input shaft rotation detection gear 70 is provided outside the first housing 18, and a first rotation detector 72 on the input shaft side is provided near an outer peripheral portion of the input shaft rotation detection gear 70. Further, an output shaft rotation detection gear 74 is provided outside the second housing 20, and a second rotation detector 76 on the output shaft side is provided near an outer peripheral portion of the output shaft rotation detection gear 74. And
The detection signals from the first rotation detector 72 and the second rotation detector 76 are output to a control unit 82, which will be described later, to grasp the engine speed and the belt ratio.

The hydraulic starting clutch 62 is provided with an output transmission gear 78, and a third rotation detector 80 for detecting the rotation of the final output shaft is provided near the outer periphery of the gear 78. That is, the third rotation detector 80 includes a reduction gear and a differential gear,
It detects the rotation of the drive shaft and the final output shaft directly connected to the tire, and can detect the vehicle speed. In addition, the second
The rotation detector 76 and the third rotation detector 80 can also detect the rotation before and after the hydraulic start clutch 62, which contributes to the detection of the clutch slip amount.

Further, various conditions such as engine rotation and vehicle speed from the first to third rotation detectors 72, 76, and 80 functioning as a throttle opening and a vehicle speed detector of a carburetor (not shown) of the vehicle are inputted, and duty is input. A control unit 82 for changing the rate and performing shift control is provided. The control unit 82 controls the primary three-way solenoid valve 42 for primary pressure control and the constant pressure control valve 38, the second three-way solenoid valve 50 for line pressure control, and the clutch pressure. It is configured to control the opening and closing operation of the control third three-way solenoid valve 58 and also control the pressure sensor 68.

The functions of various signals input to the control unit 82 and the functions of the input signals will be described in detail. A shift lever position detection signal... P, R, N, D, L, etc. Control of line pressure and ratio required for each range, clutch control, detection signal of carburetor throttle opening …… Detects engine torque from memory previously input into the program, determines target ratio or target engine speed, carburetor idle position Detection signal …… Improves accuracy in correction and control of the carburetor throttle opening sensor, Accelerator pedal signal …… Detects the driver's will based on the depression of the accelerator pedal, and determines the control method when driving or starting, and brakes Signal …… Detects whether the brake pedal is depressed or not, and controls the clutch, such as disengaging. Determines the power mode option signal… .Sports (or economy) performance of the vehicle
There is an option to use it.

Reference numeral 84 denotes a piston of the hydraulic start clutch 62, 86 denotes an annular spring, 88 denotes a first pressure plate, 90 denotes a friction plate, 92 denotes a second pressure plate, 94 denotes an oil pan, and 96 denotes an oil filter. is there.

In such a continuously variable transmission control device, when the vehicle is traveling at a constant speed at a constant vehicle speed, the engine speed N
The throttle opening characteristic curve THRCUS in the running state where E becomes the lower limit value NESPRL of the shift control target value NESPRL based on the vehicle speed NCO is obtained, and the output characteristic curve for generating the maximum output value of the engine is obtained. The shift control target value map RA is set in an area between THRCUS and the output characteristic curve of the engine.
CRVT is set, and the shift control target value map RACR is set.
Shift control target value NESPR obtained from VT and upper limit and lower limit map RACR of shift control target value NESPR
Upper limit NESPRU calculated from VU and RACRVL
The control unit 82 is provided with a function of determining the ratio solenoid duty based on the shift control target value NESPR determined by comparing the control value with the lower limit value NESPRL.

More specifically, the throttle opening degree characteristic curve THRCUS in a running state in which the engine speed NE becomes the lower limit value NESPRL of the shift control target value NESPRL based on the vehicle speed NCO when the vehicle travels at a constant speed at a constant vehicle speed.
Ask for.

Further, as shown in FIGS. 8 and 9, the fluctuation amount (△ THR) of the throttle opening THR when the vehicle travels at a constant speed at a constant vehicle speed is obtained. That is, a fluctuation throttle opening curve TRCUS-1 obtained by adding the fluctuation amount (△ THR) of the throttle opening THR to the throttle opening characteristic curve THRCUS is obtained.

Further, the engine speed NE0-NE6 at which the maximum output torque is generated at each throttle opening THRO-THR6 of the engine output characteristics, for example, the engine output torque characteristics (see FIGS. 2 and 3) is determined. A line connecting the rotational speeds NEO to NE6 is defined as an engine output torque characteristic curve THROPW.

The set throttle opening characteristic curve THRCNS and the variable throttle opening curve THRCUS
A shift control target value map RACRVT is set from −1 and the engine output torque characteristic curve THRPOW.

The control unit 82 controls the shift control target value NE with respect to the throttle opening THR in a region divided by one of the throttle opening characteristic curve THRCNS and the variable throttle opening curve THRCUS-1.
A shift control target value map RACRVT for the throttle opening THR is set in a region where the SPR is low and in a region where the output torque decreases in the region divided by the engine output torque characteristic curve THRPOW (see FIG. 1). The shift control target value NESPR is determined from the shift control target value map RACRVT.

Further, a final shift control target value NESPR is determined from an upper limit value NESPRU obtained from an upper limit map RACRVU of the shift control target value NESPR with respect to the vehicle speed NCO, and a lower limit value NESPRL obtained from the lower limit map RACRVL. The control unit 82 controls the gear shift based on the shift control target value NESPR determined in this way.

Next, the operation will be described.

As shown in FIG. 6, the belt-driven continuously variable transmission 2 includes an oil pump 2 located on a rotating shaft 16.
8 operates according to the drive of the rotating shaft 16, and the oil is absorbed from an oil pan 94 at the bottom of the transmission via an oil filter 96. The line pressure, which is the pump pressure, is controlled by the line pressure control valve 44. If the amount of leakage from the line pressure control valve 44, that is, the escape amount of the line pressure control valve 44, is large, the line pressure decreases. If it is less, the line pressure will be higher.

The line pressure control valve 44 has a shift control characteristic of changing the line pressure in each of a full low state, a full overtop state, and a fixed ratio state to perform three-stage control.

The operation of the line pressure control valve 44 is controlled by a dedicated second three-way solenoid valve 50, and the line pressure control valve 44 operates following the operation of the second three-way solenoid valve 50. The second three-way solenoid valve 50 is controlled at a constant frequency duty ratio. That is, when the duty ratio is 0%, the second three-way solenoid valve 50 does not operate at all, the output side is connected to the atmosphere side, and the output oil pressure becomes zero.
When the duty ratio is 100%, the second three-way solenoid valve 50 operates, the output side conducts to the atmosphere side, the maximum output oil pressure becomes the same as the control pressure, and the output oil pressure is varied according to the duty ratio. Therefore, the characteristics of the second three-way solenoid valve 50 are substantially linear, and the line pressure control valve 44 can be operated in an analog manner.
The line pressure can be controlled by arbitrarily changing the duty ratio. The operation of the second three-way solenoid valve 50 is controlled by the control unit 82.

The primary pressure for shifting control is controlled by the primary pressure control valve 34, and the operation of the primary pressure control valve 34 is also controlled by a dedicated first three-way solenoid valve 42, similarly to the line pressure control valve 44. ing. The first three-way solenoid valve 42 is used to conduct the primary pressure to the line pressure or to conduct the primary pressure to the atmosphere side, and conducts the line pressure to shift the belt ratio to the full overdrive (4) side. Alternatively, it is conducted to the atmosphere side to shift to the full low (5) side.

Clutch pressure control valve 5 for controlling clutch pressure
Reference numeral 2 denotes a connection to the line pressure side when the maximum clutch pressure is required, and a connection to the atmosphere side when the minimum clutch pressure is required. This clutch pressure control valve 52 is also similar to the line pressure control valve 44 and the primary pressure control valve 34,
The operation is controlled by the dedicated third three-way solenoid valve 58, and the description is omitted. The clutch pressure varies within a range from a minimum atmospheric pressure (zero) to a maximum line pressure.

There are four basic patterns for controlling the clutch pressure, which will be described later. These basic patterns are as follows: (1) Neutral mode: When the shift position is N or P and the clutch is completely disengaged, the clutch pressure becomes the minimum pressure. (Zero) (2), Hold mode When the shift position is D or R, the throttle is released and there is no driving intention, or when it is desired to reduce the engine torque during driving and cut off the engine torque, the clutch pressure is such that the clutch is in contact. Low level (3), start mode …… When trying to re-engage the clutch at the time of starting or after the clutch is disengaged, the clutch pressure is used to prevent the engine from blowing up and to allow the vehicle to operate smoothly. (4) Drive mode …… Complete driving condition If you row and clutch fully engaged, There are four high-level clutch pressure having a margin to withstand sufficiently the engine torque.

The basic pattern (1) is performed by a dedicated switching valve (not shown) that is interlocked with the shift operation, and the other (2), (3) and (4) are first to third by the control unit 82.
This is performed by controlling the duty ratio of the three-way solenoid valves 42, 50, 58. In particular, in the state of (4), the seventh oil passage 54 and the tenth oil passage 64 are communicated by the clutch pressure control valve 52 so that a maximum pressure is generated, and the clutch pressure becomes the same as the line pressure.

The primary pressure control valve 34, the line pressure control valve 44, and the clutch pressure control valve 52 are
The control hydraulic pressure for controlling the first to third three-way solenoid valves 42, 50 and 58 is generated by the constant pressure control valve 38. Constant hydraulic pressure. This control oil pressure is always higher than the line pressure, but is a stable and constant pressure. The control hydraulic pressure is also introduced into each of the control valves 34, 44, 52, and these control valves 34, 44,
4, 52 are stabilized.

Next, the electronic control of the continuously variable transmission 2 will be described.

The continuously variable transmission 2 is hydraulically controlled, and in accordance with a command from the control unit 82, an appropriate line pressure for belt holding and torque transmission, a primary pressure for gear ratio change, and a clutch. Clutch pressures for secure connection are ensured respectively.

The control of the belt-driven continuously variable transmission 2 will be described with reference to FIG.

First, a shift control target value NESPR is determined from a first table (100) of a shift control target value map RACRVT comprising a detection signal of a carburetor throttle opening THR (not shown) and a shift control target value NESPR. The upper limit NESPRU is obtained from the second table (102) based on the vehicle speed detection signal from the rotation detector 80, and the third table (10) is obtained based on the vehicle speed detection signal.
The lower limit value NESPRL is obtained from 4).

Next, the shift control target value NESPR is compared with the upper limit value NESRU, and the smaller one is selected (10).
6) Then, the selected value is compared with the lower limit value NESPRL, and the larger value is selected (108), and the final shift control target value NESPR is determined.

Thereafter, the selected value is filtered (11
0), the limiter process (112) is sequentially performed, and after the engine speed NE is adjusted (114), PI control (proportional and integral control) (116) is performed to obtain the ratio solenoid duty OPWRAT.

Further, a description will be given along a control flowchart of the belt-driven continuously variable transmission 2 shown in FIG.

When an engine (not shown) is driven, the program of the control flowchart in the control section 82 is started (200).

Then, a shift control target value map R is obtained based on a detection signal of a carburetor throttle opening THR (not shown).
A shift control target value NESPR is obtained from the ACRVT. For example, an upper limit value NESPRU is obtained from a NESPRU = f (NCO) curve as an upper limit map RACRVU based on a vehicle speed detection signal from the third rotation detector 80, and a lower limit map is obtained based on the vehicle speed detection signal. RACERVL NESPR
The lower limit value NESPRL is obtained from the L = f (NCO) curve (202).

Next, the shift control target value NESPR is compared with the upper limit value NESPRU (204). This comparison (20
In 4), when NESPR> NESRU,
The upper limit NESPRU, which is a small value, is changed to the shift control target value NE.
SPR is selected (206), the process proceeds to a comparison (208) of the selected value with the lower limit value NESPRL, and in the comparison (204), NESPR ≦ NESPR
In the case of U, since the smaller value is the shift control target value NESPR, the shift control target value NESPR is selected as it is, and the process proceeds to the comparison (208) of the selected value with the lower limit value NESPRL.

Further, in the comparison (208), the selected target value of the shift control target value NESPR and the lower limit value NESPRL are determined.
Is greater than the lower limit value NESPRL, the shift control target value NESRP is set.
PR (210), and proceeds to the ratio solenoid duty OPWRAT calculation (212). In the comparison (208), NESPR ≧ NESPR
In the case of L, since the larger value is the shift control target value NESPR, the shift control target value NESPR is selected as it is, and the process proceeds to the calculation of the ratio solenoid duty OPWRAT (212).

This ratio solenoid duty OPWR
When the calculation of AT (212) is completed, return (2
14).

Thus, the power performance of the engine can be effectively utilized, the driving feeling can be improved, and the usability can be improved, which is practically advantageous.

The throttle opening characteristic curve THRC
By setting the shift control target value map RACRVT in a region between the US and the engine output torque characteristic curve THRPOW, the response of the engine speed NE to the throttle opening THR can be maintained well, and the driver feels uncomfortable. Can be reduced, which is practically advantageous, and the setting of the shift control target value map RACRVT can be easily performed, so that the development period can be shortened and the development cost can be maintained at a low cost, which is economically advantageous. is there.

Further, each effect will be described with reference to FIG. 7. As shown in FIG. 7 (a), when the throttle opening THR is released, the vehicle speed NCO, the engine speed NE, and the engine torque are reduced. Things that change.

At this time, as shown in FIG. 7B, the conventional shift control target value maps RACRVT2, RACRVT3
In the engine speed NE of the shift control target value map RACRVT1 of the present embodiment and the engine speed NE of the shift control target value map RACRVT1 of the present embodiment, since the engine speed NE does not increase more than necessary, the feeling of strangeness is reduced and the noise is reduced. It contributes to reduction and improvement of fuel efficiency.

As shown in FIG. 7C, the engine torque of the conventional shift control target value maps RACRVT2, RACRVT3 and the shift control target value map RACRVT1 of the present embodiment is different from the shift control target value of the present embodiment. By increasing the engine torque of the map RACRVT1, the conventional shift control target value maps RACRVT2, RACRVT1
An engine torque larger than CRVT3 can be secured (see FIG. 11).

Further, as shown in FIG. 7 (d), the vehicle speed NCO of the conventional shift control target value maps RACRVT2, RACRVT3 and the shift control target value map RACRVT1 of the present embodiment is different from the shift control target value of the present embodiment. Map R
The increase in the vehicle speed NCO of the ACR VT1 increases, and the acceleration performance can be improved.

It should be noted that the present invention is not limited to the above-described embodiment, and various application modifications are possible.

For example, in the embodiment of the present invention, the region in which the shift control target value map RACRVT is set is determined by the throttle opening characteristic curve THRCNS and the engine output torque characteristic curve THRPOW. It is also possible to determine and use the characteristic curve THRCNS and the output horsepower characteristic curve of the engine.

[0059]

As described in detail above, according to the present invention, the throttle opening characteristic in a running state in which the engine speed becomes the lower limit value of the shift control target value depending on the vehicle speed when the vehicle is traveling at a constant speed at a constant vehicle speed. A curve and an output characteristic curve that generates the maximum output value of the engine are determined, and a shift control target value map is set in an area between the throttle opening characteristic curve and the engine output characteristic curve,
The ratio solenoid duty is determined based on the shift control target value determined by comparing the shift control target value obtained from the shift control target value map with the upper limit value and the lower limit value obtained from the upper limit value and lower limit value map of the shift control target value. Since a control unit for controlling the engine is provided, the power performance of the engine can be effectively used, the driving feeling can be improved, and the usability can be improved, which is practically advantageous. In addition, by setting the shift control target value map in a region between the throttle opening degree characteristic curve and the engine output characteristic curve, it is possible to maintain a good response of the engine speed to the throttle opening degree and provide the driver with the response. Discomfort can be reduced, which is practically advantageous, and also facilitates setting of the shift control target value map.

[Brief description of the drawings]

FIG. 1 is a shift control target value map showing an embodiment of the present invention.

FIG. 2 is a diagram showing a relationship between an engine speed and a throttle opening.

FIG. 3 is a diagram showing a relationship between an engine speed and an engine torque.

FIG. 4 is a control flowchart of the belt-driven continuously variable transmission.

FIG. 5 is a block diagram of a belt-driven continuously variable transmission.

FIG. 6 is a schematic explanatory view of a belt-driven continuously variable transmission.

FIG. 7A is a time chart of a throttle opening THR. (B) A time chart of the engine speed NE. (C) It is a time chart of an engine torque. (D) A time chart of the vehicle speed NCO.

FIG. 8 is a diagram showing a relationship between a vehicle speed, a throttle opening degree, and a throttle opening degree characteristic according to an engine speed.

FIG. 9 is a diagram showing a relationship between a throttle opening characteristic and a variation amount according to an engine speed and a throttle opening.

FIG. 10 is a diagram showing a relationship between a throttle opening and a target engine speed.

FIG. 11 is a diagram showing a relationship between an engine speed and an engine torque.

[Explanation of symbols]

 2 Belt-driven continuous variable transmission 2A belt 4 Drive-side pulley 10 Driven-side pulley 30 First oil passage 32 Second oil passage 34 Primary pressure control valve 36 Third oil passage 38 Constant pressure control valve 40 Fourth oil passage 42 First 1 Three-way solenoid valve 44 Line pressure control valve 46 Fifth oil passage 48 Sixth oil passage 50 Second three-way solenoid valve 52 Clutch pressure control valve 54 Seventh oil passage 56 Eighth oil passage 58 Third three-way solenoid valve 60 Ninth oil Passage 62 Hydraulic start clutch 64 Tenth oil passage 66 Eleventh oil passage 68 Pressure sensor 72 First rotation detector 76 Second rotation detector 80 Third rotation detector 82 Control unit 94 Oil pan 96 Oil filter

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (1)

(57) [Claims] 1. A belt that is wound around a pair of fixed pulleys and a movable pulley that is detachably mounted on the fixed pulleys, the width of the groove between the two pulleys being reduced. In a continuously variable transmission control device that performs shift control to increase or decrease the turning radius and change the gear ratio, a running state in which the engine speed becomes the lower limit value of the shift control target value depending on the vehicle speed when the vehicle is traveling at a constant speed at a constant vehicle speed. And the output characteristic curve for generating the maximum output value of the engine is determined, and a shift control target value map is set in an area between the throttle opening characteristic curve and the output characteristic curve of the engine. By comparing the shift control target value obtained from the shift control target value map with the upper limit value and the lower limit value obtained from the upper limit value and lower limit value map of the shift control target value, A continuously variable transmission control device, comprising: a control unit that controls to determine a ratio solenoid duty based on a determined shift control target value.