JP3661898B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device, and more particularly to control of a gear ratio of an automatic transmission including a stepped transmission and a continuously variable transmission.
[0002]
[Prior art]
There has been proposed an automatic transmission control device having changing means for changing the control pattern of the automatic transmission in accordance with road information related to the surroundings at the current position of the vehicle (Japanese Patent Publication No. 6-58141, JP-A-7- No. 249991).
[0003]
[Problems to be solved by the invention]
By the way, the shift stage control according to the road condition controls the shift stage according to the specific surrounding situation, so the environment adaptability is high, but the driver is forced to control the wearing on the vehicle side. It also becomes. For example, it is conceivable that when the shift pattern changes in response to a change in the road environment, the driver suddenly changes to an unexpected shift stage.
[0004]
For example, the feeling of operation of the vehicle due to the degree of engine braking, the driving force, etc. is not determined only when turning a single curve. That is, in a mountain road where curves are continuous, not only local operation such as a curve with a large curvature, but also the shape of the road throughout the entire section including small curves existing before and after it affects the operation feeling. In such a case, according to the conventional gear position control, the shift between the gear stage intended by the driver and the controlled gear stage tends to be significant, and the control not according to the driver's intention may be performed. There is.
[0005]
From this point of view, the present invention controls the gear ratio in accordance with the road shape, regulates the control range, secures a region where the gear ratio is given priority to the driver's will, and sets the gear ratio. Is performed without violating the will of the driver.
[0006]
[Means for Solving the Problems]
Such an object is achieved by the following present invention.
[0007]
(1) road information storage means for storing road information;
Own vehicle position detecting means for detecting the own vehicle position on the road;
Corresponding to the own vehicle position detected by the own vehicle position detecting means, it is set on the traveling direction of the vehicle from the own vehicle position from the coordinate information regarding the coordinate points constituting the road stored in the road information storing means. For each coordinate point existing in the predetermined section, a change angle θ of a straight line connecting the coordinate point and the front coordinate point with respect to an extension line of the straight line connecting the coordinate point behind the coordinate point and the coordinate point is Road shape determining means for calculating an average curvature Θ of the curve in the predetermined section from the total absolute value of the calculated change angles θ,
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An automatic transmission that automatically selects the gear ratio;
Gear ratio regulating means for regulating the gear ratio within a predetermined range according to the vehicle speed and the average curvature Θ,
Gear ratio setting means for setting the gear ratio selected by the automatic transmission to be within the range restricted by the gear ratio restriction means according to the vehicle speed of the host vehicle;
A vehicle control device comprising:
[0008]
(2) road information storage means for storing road information;
Own vehicle position detecting means for detecting the own vehicle position on the road;
Corresponding to the own vehicle position detected by the own vehicle position detecting means, the altitude information about the coordinate points constituting the road stored in the road information storing means is set on the traveling direction of the vehicle from the own vehicle position. For each coordinate point existing in the predetermined section, an altitude difference ΔH between the coordinate point and the rear coordinate point is calculated, and an altitude change rate H in the predetermined section is calculated from the sum of absolute values of the calculated altitude differences ΔH. Road shape determination means for calculating;
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An automatic transmission that automatically selects the gear ratio;
Gear ratio regulating means for regulating the gear ratio within a predetermined range according to the vehicle speed and the altitude change rate H;
Gear ratio setting means for setting the gear ratio selected by the automatic transmission to be within the range restricted by the gear ratio restriction means according to the vehicle speed of the host vehicle;
A vehicle control device comprising:
[0009]
(3) The vehicle control device according to (1) or (2) , wherein the automatic transmission is a multi-stage transmission.
[0010]
(4) The vehicle control device according to (1) or (2) , wherein the automatic transmission is a continuously variable transmission.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, one preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram showing the configuration of the vehicle control device of the present invention.
The vehicle control device 1 of the present invention includes a navigation system device 10, an AT mode selection unit 20, a vehicle state detection unit 30, and a transmission control device 40. The navigation system apparatus 10 includes a navigation processing unit 11, a data storage unit 12 that is a road information storage unit, a current position detection unit 13, a communication unit 15, an input unit 16, a display unit 17, and a voice input unit 18. And an audio output unit 19.
[0013]
The navigation processing unit 11 includes a central control device (hereinafter referred to as “CPU”) 111 that performs various arithmetic processing such as navigation processing based on input information and outputs the result. The CPU 111 is connected to a ROM 112 and a RAM 113 via a bus line such as a data bus. The ROM 112 is a read-only memory that stores various programs for searching a route to a destination, traveling guidance in the route, determining a predetermined section, and the like. The RAM 113 is a random access memory as a working memory when the CPU 111 performs various arithmetic processes.
[0014]
The data storage unit 12 stores a map data file, an intersection data file, a node data file, a road data file, a photo data file, and information for each region such as a hotel, a gas station, and a sightseeing spot guide in each region. Other data files are provided. In each of these files, a route search is performed, a guide map is displayed along the searched route, a characteristic photograph or a frame diagram is displayed along the intersection, the remaining distance to the intersection, the next intersection Various data for displaying the direction of travel and outputting other guidance information from the display unit 17 and the voice output unit 19 are stored.
[0015]
Among the information stored in these files, each file storing intersection data, node data, and road data is used for route search in normal navigation. These files include road width, slope, road surface conditions, intersections, T-shaped roads, road lanes, points where lanes decrease, railroad crossings, highway exit rampways, highway tollgates, road Road information such as the point where the width becomes narrower, the downhill road, and the uphill road are stored.
[0016]
The node data and road data include coordinates (latitude information and longitude information) data (coordinate information) of nodes constituting each road, predetermined points (for example, intervals of 200 to 250 m), and altitude data (elevation) at each node. Information), road type, road length, number of nodes existing between roads, road shape, and the like.
[0017]
For each file, for example, various storage devices such as a floppy disk, a hard disk, a CD-ROM, an optical disk, a magnetic tape, an IC card, and an optical card are used. Each file has a large storage capacity. For example, a CD-ROM is preferably used. However, an IC card may be used for individual data such as other data files and data for each region.
[0018]
The current position detection unit 13 includes a GPS receiver 131, a geomagnetic sensor 132, a distance sensor 133, a steering sensor 134, a beacon sensor 135, and a gyro sensor 136. The GPS receiver 131 is a device that receives radio waves emitted from artificial satellites and measures the position of the vehicle. The geomagnetic sensor 132 detects geomagnetism and determines the direction in which the vehicle is facing. As the distance sensor 133, for example, a sensor that detects and counts the number of rotations of a wheel, a sensor that detects acceleration and integrates twice, a measuring device, or the like is used. As the steering sensor 134, for example, an optical rotation sensor or a rotation resistance volume attached to the rotating portion of the handle is used, but an angle sensor attached to the wheel portion may be used. The beacon sensor 135 receives position information from beacons placed on the road. The gyro sensor 136 includes a gas rate gyro, an optical fiber gyro, or the like that detects the rotational angular velocity of the vehicle and integrates the angular velocity to obtain the vehicle orientation.
[0019]
The GPS receiver 131 and the beacon sensor 135 of the current position detector 13 can each independently measure the position. In other cases, the distance detected by the distance sensor 133, the geomagnetic sensor 132, and the gyro sensor 136 can be used. The absolute position (vehicle position) of the host vehicle is detected by a combination of the detected direction or a combination of the distance detected by the distance sensor 133 and the steering angle detected by the steering sensor 134. Yes.
[0020]
The communication unit 15 transmits and receives various data to and from an FM transmitter, a telephone line, etc., for example, receives various data such as traffic information and traffic accident information received from an information center or the like. It is supposed to be.
[0021]
The input unit 16 is configured to correct the current position at the start of traveling and input a destination. Examples of the configuration of the input unit 16 include a touch panel that is arranged on the screen of a display constituting the display unit 17 and inputs information by touching keys and menus displayed on the screen, as well as a keyboard, a mouse, a bar, and the like. Examples include a code reader, a light pen, and a remote control device for remote operation.
[0022]
The display unit 17 displays operation guidance, operation menus, operation keys, a route to a guide point set according to a user's request, and various displays such as a guide map along the travel route. Is called. As the display unit 17, a CRT display, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.
[0023]
The voice input unit 18 is configured by a microphone or the like, and necessary information is input by voice. The voice output unit 19 includes a voice synthesizer and a speaker, and outputs voice guidance information synthesized by the voice synthesizer. In addition to the voice synthesized by the voice synthesizer, various guide information may be recorded on a tape and output from a speaker. The synthesized voice of the voice synthesizer and the voice of the tape may be output. You may combine.
[0024]
In the navigation system apparatus 10 as described above, the vehicle position detection unit is configured by the current position detection unit 13, and the road information storage unit is configured by the data storage unit 12. Further, the road shape determining means includes a data storage unit 12, a current position detection unit 13, a navigation processing unit 11, and a shift control device 40. The predetermined section in the traveling direction of the own vehicle position is based on the own vehicle position detected by the current position detecting unit 13, the traveling direction of the own vehicle, and the road information stored in the road information storage means. 11 is determined. The predetermined section refers to a section (for example, about 1 km) from the own vehicle position to a point separated by a certain distance in the traveling direction of the vehicle. This section may be changed according to the vehicle speed V. For example, it can be set short when traveling at low speed and long when traveling at high speed. This predetermined section is set on the planned travel route.
[0025]
The planned travel road is a route that has been set if the vehicle's travel route has already been set, and a route that is expected to pass if the vehicle has not been set, for example, when going straight ahead It can be. By providing such a travel route detection means for searching for a planned travel route, the planned travel route becomes clearer and controllability is improved.
[0026]
Further, in the shift control device 40 constituting the road shape determining means, a first control for obtaining an average curvature Θ within a predetermined section and a second control for obtaining an altitude change rate H within the predetermined section are performed.
[0027]
(1) First Control In this first control, it is determined whether or not the road has a continuous curve over a certain distance using the road data that the navigation system device 10 has, and its average Calculate the curvature Θ.
FIG. 2 is a diagram for explaining a method of calculating the average curvature Θ for mountain roads, toll roads, and the like.
[0028]
As shown in this figure, nodes Nn are set at predetermined intervals on each road, and an average curvature Θ between the nodes is obtained from the coordinates (xn, yn) of each node Nn.
[0029]
First, the change angle θn between the nodes is obtained. That is, an angle between a straight line passing through the node N (n−1) and the node Nn and a straight line passing through the node Nn and the node N (n + 1) is obtained, and this is set as a change angle θn at the node Nn.
[0030]
Then, a fixed section (for example, 1 km) in the traveling direction of the vehicle is set as a predetermined section from the current position of the vehicle, each of the nodes N1 to Nn existing in the section, and the first node behind the current position From N (n−1), change angles θ1 to θn at each node are calculated. And average curvature (theta) is calculated | required from following Formula (1). In addition, the addition range of (SIGMA) in Formula (1) is i = 1-n.
[0031]
Θ = (Σ | θn |) / n (1)
[0032]
(2) Second control In the second control, the inclination change rate of the road on which the vehicle travels is calculated from the altitude data of a predetermined point possessed by the navigation system device 10.
FIG. 3 is a diagram for explaining a method of calculating the elevation change rate H in a predetermined section when the elevation difference ΔH of the traveling road is regarded as an inclination angle.
[0033]
As shown in this figure, the altitude change rate H is obtained from the altitude data of the nodes set on the running road.
First, an elevation difference ΔH between the nodes is obtained for the elevation data of the nodes set in the predetermined section from the current position of the vehicle.
[0034]
That is, the difference Hn−H (n−1) between the elevation H (n−1) at the node N (n−1) and the elevation Hn at the node Nn is obtained, and this is defined as the elevation difference ΔHn at the node Nn. Then, altitude differences ΔH1 to ΔHn at each node are calculated from the nodes N1 to Nn existing within the set predetermined section and the first node N (n−1) behind the current position.
[0035]
Then, the altitude change rate H is calculated with the addition range of Σ in the following equation (2) as i = 1 to n.
[0036]
H = (Σ | ΔH |) / n (2)
[0037]
The automatic transmission includes an automatic transmission (not shown) (a multi-stage transmission having a 5-speed gear in this embodiment) and an actuator for setting a gear ratio (a hydraulic control circuit for setting a 5-speed gear in this embodiment). ) And a shift control device 40 that outputs an operation signal to the actuator. The speed change control device 40 is input with a vehicle speed signal, an accelerator opening signal from an accelerator sensor, road data from the navigation system device 10, and the like. The speed change control device 40 that constitutes the speed ratio restricting means and the speed ratio setting means is functionally composed of a speed change determining part and a speed change restricting part.
[0038]
The shift speed determining unit specifically determines which shift speed is selected, and is determined by, for example, a data table (shift speed map) that determines the shift speed based on the throttle opening and the vehicle speed. This shift map is prepared in a normal mode, a power mode, a slope mode, and the like, and automatically switches according to the driver's will or according to road conditions.
[0039]
On the other hand, the gear stage restricting unit is a main part of the present invention and regulates the upper limit of the gear stage determined by the gear stage determining unit. Accordingly, for example, even if the fifth speed is determined by the gear position determining unit, the command signal is output only within the range from the first speed to the fourth speed when the upper limit is set to the fourth speed by the gear position restricting unit. A command signal is output to an actuator that sets a gear ratio (not shown). Such setting of the upper limit of the shift speed is determined based on, for example, a restriction shift speed map shown in FIG.
[0040]
This restriction shift map is used to determine the upper limit of the shift speed from the vehicle speed and the average curvature Θ. As shown in the figure, as the average curvature Θ increases, the region where the upper limit of the gear stage is the third speed or the fourth speed is widened to the higher vehicle speed side.
[0041]
This restriction gear map is created from the viewpoint of what gear speed is more appropriate when decelerating, but the driver does not want to decelerate in the region where the vehicle speed exceeds a predetermined speed. Therefore, the control for restricting the upper limit value of the gear position based on this map is not performed. That is, even if the fourth speed is determined by the shift speed map of the shift speed determination unit, for example, if the third speed is determined by the restriction shift speed map, the third speed is used as the output signal. In addition, when the second speed is determined by the shift speed map, even if the restriction speed map is the third speed, this means that the shift speed is restricted within the range from the first speed to the third speed. The gear stage output as the command signal is the second speed. Then, in the region where the vehicle speed is equal to or higher than the predetermined speed, the driver determines that he does not want to decelerate, and the control for restricting the upper limit value of the shift speed is released, and based on the shift speed map of the shift speed determination unit Control is performed.
[0042]
For example, in FIG. 4, when the average curvature Θ and the vehicle speed V are located at point a, if the shift speed is 4th speed, the shift speed is forcibly switched to 3rd speed and from 1st speed to 3rd speed. In the meantime, the gear position is changed. When the vehicle is located at point b, the driver determines that the vehicle does not intend to decelerate, and the gear stage restriction unit does not perform control for limiting the upper limit of the gear stage, and travels in the normal mode. .
[0043]
Further, when the altitude change rate H is equal to or greater than a fixed reference value (for example, 10 m), the shift mode of the shift speed determining unit is changed. For example, when the altitude change rate H is equal to or higher than a reference value, the shift mode is switched from the normal mode to the power mode. Thereby, in the case of a downhill, the area | region of an engine brake spreads, and comes to assist deceleration. In the case of an uphill, a large driving force can be obtained. When the altitude change rate H is equal to or less than the reference value, the mode is switched from the power mode to the normal mode based on the map shown in FIG.
[0044]
That is, the speed ratio regulating means in the present embodiment determines the upper limit of the speed ratio (speed stage) from the average curvature Θ and the vehicle speed V, and the speed ratio setting means is determined by the determined upper limit speed ratio and the speed stage determining unit. A command signal to be output is determined by comparing with the selected gear ratio. In this case, the gear ratio setting means also determines that no upper limit of the gear ratio is provided when the vehicle speed is high, according to the vehicle speed.
[0045]
The AT mode selection unit 20 is an operation unit that selects a shift mode in the shift stage determination unit. Further, the vehicle state detection unit 30 includes a vehicle speed sensor 31 that is a vehicle speed detection unit that detects the vehicle speed of the host vehicle, and a throttle sensor 35 that detects a throttle opening. The vehicle speed V detected by the vehicle speed sensor 31 is supplied to the shift speed determining unit and the shift speed restricting unit of the shift control device 40. Further, the throttle opening detected by the throttle sensor 35 is supplied to the gear position determining unit.
[0046]
Hereinafter, the control operation of the shift control device 40 will be described in detail based on the flowchart shown in FIG.
First, the gear stage restricting unit acquires road information such as the vehicle position and traveling direction of the vehicle 2 from the navigation processing unit 11 (step S101). The road data in the traveling direction includes the type of road that is currently traveling, the shape of the front road, the coordinate data of each of the nodes N1 to Nn ahead of the current position, altitude data, and the like.
[0047]
In step S101, the gear stage restricting unit determines the average curvature Θ based on the above equations (1) and (2) according to the input data, that is, the road shape ahead, the nodes N1 to Nn ahead from the current position, and the like. The altitude change rate H is calculated and confirmed (step S102).
[0048]
Next, the gear position restricting unit acquires vehicle information (step S103). The vehicle information includes vehicle speed V, throttle opening, shift position, shift speed, shift mode, and the like.
[0049]
Thereafter, it is determined whether it is necessary to switch the transmission mode according to the altitude change rate H. That is, based on the map shown in FIG. 5, it is determined whether or not the altitude change rate H obtained in step 102 is equal to or higher than a reference value, and it is determined whether or not the shift mode needs to be switched ( Step S104). When the gear position restricting unit determines that the value is greater than or equal to the reference value (step S104: Y), the gear change mode in the gear position determining unit is changed to the power mode (step S105). If it is less than the reference value (step S104: N), the current shift mode is maintained.
[0050]
Further, referring to the average curvature Θ obtained in step 102 and the vehicle speed V obtained in step 103, the regulation shift speed map shown in FIG. 4 is referred to. Based on the restriction gear map, the gear restriction unit determines whether or not to restrict the gear (step S106) and determines the upper limit of the switchable gear. For example, when the vehicle speed V is high and the vehicle speed V is located in the region of the point b in FIG. 4, the gear stage restricting unit determines that the driver does not intend to decelerate (step S106: N) and restricts the gear stage. Control is not performed, and the process returns to the main routine. That is, the vehicle travels in the speed change mode selected at that time (normal mode in FIG. 4).
[0051]
Further, for example, when the upper limit of the gear position is restricted to the third speed in the restriction gear position map of FIG. Based on the shift speed map of the shift speed determining unit, the speed is switched from the first speed to the third speed. If the current speed is the fourth speed, the speed is switched to the third speed (step S107).
[0052]
By performing such control, when driving on continuous curves, it is possible to pass continuation of the curve without unnecessary shift up, and if the driver wants, the shift up is restricted. The gear speed regulation control to be performed is canceled, and a free driving operation range for the driver is secured.
[0053]
The control operation as described above may be performed by only one of the gear stage restricting unit and the gear stage determining unit, or may be performed only by the navigation processing unit 11.
[0054]
In the embodiment described above, the presence / absence of control and the upper limit of the shift speed are determined based on the restriction shift speed map shown in FIG. 4, but as shown in FIG. It may be based on a shift map for regulation in which a driver's free operation area is enlarged.
Such a change of the restriction gear map may be appropriately changed according to, for example, engine performance, vehicle type, and the like.
[0055]
Further, as shown in FIG. 8, the position of the shift line of the restriction shift map can be changed according to the altitude change rate H. In the illustrated example, when the altitude change rate H becomes equal to or greater than a certain reference value, the position of the shift line may be changed to the low speed side (from the dotted line to the solid line in the figure). You may change so that the low speed stage area | region in case average curvature (theta) is small may be larger than FIG. Such a change in the shift speed region may be configured to continuously move in accordance with the change in the altitude change rate H. In the case of such a configuration, it is possible to perform shift speed control further adapted to the road shape.
[0056]
Further, in the restriction gear stage map shown in FIG. 4, the range of the gear stage to be restricted is determined according to the vehicle speed and the average curvature Θ, but as shown in FIG. 9 and FIG. Further, the range of the speed stage to be regulated may be determined according to the vehicle speed, the average curvature Θ, and the altitude change rate H. By adopting such a configuration, it is possible to perform gear position control that is further adapted to the road shape.
[0057]
The maps shown in FIGS. 4, 5, 7, 8, and 10 are not provided with hysteresis for the sake of simplicity, but may be provided with hysteresis to prevent hunting. preferable.
[0058]
As the automatic transmission, one having a continuously variable transmission may be used. In this case, the gear ratio regulating means regulates not the gear range but the gear ratio range. In this case, the upper limit of the speed ratio to be restricted can be configured to continuously change according to the average curvature Θ and the vehicle speed. Thereby, it becomes possible to perform gear ratio control according to the road shape.
Further, the transmission control device 40 may restrict the transmission ratio within a predetermined range according to the vehicle speed and the altitude change rate H.
[0059]
【The invention's effect】
As described above, according to the vehicle control device of the present invention, it is possible to perform gear ratio control in accordance with the road shape and to secure a region in which the driver's will is prioritized. The vehicle can be controlled accordingly.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.
FIG. 2 is also an explanatory diagram for explaining calculation of an average curvature Θ for mountain roads and the like in the vehicle control device.
FIG. 3 is an explanatory diagram for explaining calculation of an altitude change rate H for a mountain road or the like in the vehicle control device.
FIG. 4 is a restriction gear map in shift-down control.
FIG. 5 is a map in shift mode control based on an altitude change rate H;
FIG. 6 is a flowchart showing a control operation of the transmission control device.
FIG. 7 is a restriction speed map in another embodiment.
FIG. 8 is a restriction speed map in another embodiment.
FIG. 9 is a map for determining a reference value in another embodiment.
FIG. 10 is a restricting shift speed map for determining an upper limit shift speed from the reference value and the vehicle speed.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Vehicle 10 Navigation system apparatus 11 Navigation processing part 12 Data storage part 13 Current position detection part 20 AT mode selection part 30 Vehicle state detection part 40 Transmission control apparatus EQ96-071
11
15

Claims (4)

Road information storage means for storing road information;
Own vehicle position detecting means for detecting the own vehicle position on the road;
Corresponding to the own vehicle position detected by the own vehicle position detecting means, it is set on the traveling direction of the vehicle from the own vehicle position from the coordinate information regarding the coordinate points constituting the road stored in the road information storing means. For each coordinate point existing in the predetermined section, a change angle θ of a straight line connecting the coordinate point and the front coordinate point with respect to an extension line of the straight line connecting the coordinate point behind the coordinate point and the coordinate point is Road shape determining means for calculating an average curvature Θ of the curve in the predetermined section from the total absolute value of the calculated change angles θ ,
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An automatic transmission that automatically selects the gear ratio;
Gear ratio regulation means for regulating the gear ratio within a predetermined range according to the vehicle speed and the average curvature Θ,
Gear ratio setting means for setting the gear ratio selected by the automatic transmission to be within the range regulated by the gear ratio regulation means according to the vehicle speed of the host vehicle;
A vehicle control device comprising: Road information storage means for storing road information;
Own vehicle position detecting means for detecting the own vehicle position on the road;
Corresponding to the own vehicle position detected by the own vehicle position detecting means, the altitude information about the coordinate points constituting the road stored in the road information storing means is set on the traveling direction of the vehicle from the own vehicle position. For each coordinate point existing in the predetermined section, an altitude difference ΔH between the coordinate point and the rear coordinate point is calculated, and an altitude change rate H in the predetermined section is calculated from the sum of absolute values of the calculated altitude differences ΔH. Road shape determination means for calculating;
Vehicle speed detection means for detecting the vehicle speed of the vehicle;
An automatic transmission that automatically selects the gear ratio;
Gear ratio regulating means for regulating the gear ratio within a predetermined range according to the vehicle speed and the altitude change rate H;
Gear ratio setting means for setting the gear ratio selected by the automatic transmission to be within the range regulated by the gear ratio regulation means according to the vehicle speed of the host vehicle;
A vehicle control device comprising:   The vehicle control device according to claim 1, wherein the automatic transmission is a multi-stage transmission.   The vehicle control device according to claim 1, wherein the automatic transmission is a continuously variable transmission.

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