JP5374880B2 - Control device for continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a continuously variable transmission control device for compatibly improving accelerating responsiveness and fuel economy. <P>SOLUTION: A continuously variable transmission is mounted on a vehicle. When an accelerator opening is increased, linear shift control is executed so that the continuously variable transmission varies a speed. When the accelerator opening is reduced during executing the linear shift control, off-up control is executed so that the continuously variable transmission varies a speed. An up-shift variable speed in the off-up control is controlled to be higher than an up-shift variable speed in the linear shift control. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a control device for a continuously variable transmission, and in particular, when the continuously variable transmission is controlled to shift in the second mode, the continuously variable transmission is configured to shift in the first mode. The present invention relates to a technique for performing control so as to increase the shift speed of an upshift compared to a case where control is performed.

  2. Description of the Related Art Conventionally, continuously variable transmissions that change a gear ratio steplessly are known. In a continuously variable transmission, for example, it is possible to control the engine speed so as to optimize fuel consumption by constantly changing the gear ratio according to the vehicle speed (always changing the gear ratio). In the continuously variable transmission, it is possible to shift at different shift speeds (gradients at which the gear ratio changes) depending on the driving state of the vehicle.

  Japanese Patent Laid-Open No. 10-47447 (Patent Document 1) discloses a control device for a continuously variable transmission that determines a mode corresponding to a difference in required shift speed and shifts at an appropriate shift speed. The control device described in Patent Document 1 includes a basic transmission ratio setting unit that sets a basic transmission ratio according to operating conditions, and shift control that gradually brings the transmission ratio of the continuously variable transmission closer to the basic transmission ratio according to a predetermined transmission speed. And the upshift control in the shift control unit, the first shift mode in a state where the throttle opening is substantially constant, the second shift mode associated with the closing operation until the throttle is substantially fully closed, and the intermediate opening of the throttle An upshift discriminating unit that discriminates one of the third shift modes associated with the closing operation up to, a shift speed changing unit that changes the shift speed in the shift control unit for each shift mode discriminated by the upshift discrimination unit, including. The shift speed changing unit sets the fastest shift speed in the first shift mode and sets the slowest shift speed in the second shift mode.

According to the control device described in this publication, an upshift with the throttle opening being substantially constant, an upshift accompanying a closing operation until the throttle is almost fully closed, and a closing operation up to the intermediate opening of the throttle. The accompanying upshifts can be discriminated from each other, and the upshift control can be executed at different optimum shift speeds. In the first speed change mode, the convergence of the speed ratio can be ensured, in the second speed change mode, it is possible to avoid occurrence of popping out feeling due to an excessive speed change speed, and in the third speed change mode, rotation can be smoothly reduced.
Japanese Patent Laid-Open No. 10-47447

  However, in the control device described in Japanese Patent Laid-Open No. 10-47447, the shift speed of the upshift performed when the throttle opening is decreased. Therefore, a state where the engine speed is high can be maintained, and fuel consumption can be deteriorated. Further, the speed of upshifting with the throttle opening being substantially constant is increased. Therefore, if the throttle opening is made substantially constant after acceleration, the gear ratio is quickly reduced. Therefore, when the throttle opening is increased in order to accelerate again, the gear ratio is small, so that the responsiveness at the time of acceleration can be deteriorated.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for a continuously variable transmission that can achieve both responsiveness during acceleration and improved fuel efficiency. It is.

  A control device for a continuously variable transmission according to a first invention is a control device for a continuously variable transmission mounted on a vehicle. The control device includes: means for detecting an accelerator opening; first control means for controlling the continuously variable transmission so as to shift in the first mode when the accelerator opening increases; When the accelerator opening decreases in a state where the continuously variable transmission is controlled to shift in the first mode, the continuously variable transmission is controlled so as to shift in the second mode different from the first mode. When the continuously variable transmission is controlled to shift in the second mode, and when the continuously variable transmission is controlled to shift in the first mode. And a speed control means for controlling the speed of the upshift so as to increase.

  According to this configuration, when the accelerator opening increases, the continuously variable transmission is controlled to shift in the first mode. When the accelerator opening decreases in a state where the continuously variable transmission is controlled to shift in the first mode, the continuously variable transmission is controlled to shift in the second mode different from the first mode. Is done. When the continuously variable transmission is controlled to shift in the second mode, the shift speed of the upshift is faster than when the continuously variable transmission is controlled to shift in the first mode. It is controlled to become. As a result, when the accelerator opening is increased and the upshift is performed after the vehicle is accelerated, the speed change is made slower and the gear ratio is maintained higher than when the accelerator opening is decreased. Can be made easier. Therefore, when the accelerator opening is increased again, it can be quickly accelerated. Further, when the accelerator opening is reduced and an upshift is performed, the speed change speed can be increased as compared with the case where the accelerator opening is increased. Therefore, the output shaft rotational speed of the drive source (for example, engine) connected to the continuously variable transmission can be quickly reduced, and the fuel consumption can be reduced. As a result, it is possible to provide a control device for a continuously variable transmission that can achieve both acceleration response and improved fuel efficiency.

  In the continuously variable transmission control device according to the second invention, in addition to the configuration of the first invention, the second control means includes means for setting a target input shaft rotational speed of the continuously variable transmission, Means for controlling the continuously variable transmission such that the input shaft rotational speed of the continuously variable transmission becomes the target input shaft rotational speed. When the continuously variable transmission is controlled to shift in the second mode, the speed control means controls the speed of the upshift to be increased as the target input shaft speed of the continuously variable transmission increases. Means for doing so.

  According to this configuration, when the continuously variable transmission is controlled so as to shift in the second mode, control is performed so that the upshift speed is increased as the target input shaft speed of the continuously variable transmission is increased. Is done. As a result, the output shaft rotational speed can be lowered more quickly in an operating state where the output shaft rotational speed of the drive source connected to the continuously variable transmission is relatively high. Therefore, the fuel consumption can be further reduced. In addition, the upshift speed can be reduced in an operating state where the output shaft rotational speed of the drive source is relatively low. Therefore, the braking force (engine brake) by the resistance of the drive source can be used effectively.

  The control device for a continuously variable transmission according to the third aspect of the invention further includes means for detecting the vehicle speed in addition to the configuration of the first aspect of the invention. The speed control means includes means for controlling the speed of the upshift to be higher as the vehicle speed is higher when the continuously variable transmission is controlled to shift in the second mode.

  According to this configuration, when the continuously variable transmission is controlled to shift in the second mode, the upshift speed is controlled to increase as the vehicle speed increases. As a result, the output shaft rotational speed can be lowered more quickly in an operating state where the output shaft rotational speed of the drive source connected to the continuously variable transmission is relatively high. Therefore, the fuel consumption can be further reduced. In addition, the upshift speed can be reduced in an operating state where the output shaft rotational speed of the drive source is relatively low. Therefore, the braking force due to the resistance of the drive source can be used effectively.

  In the continuously variable transmission control device according to the fourth aspect of the invention, in addition to the configuration of the first aspect of the invention, the speed control means is provided when the continuously variable transmission is controlled to shift in the first mode. When the continuously variable transmission is controlled so as to limit the upshift speed to the first limit value and shift in the second mode, the upshift speed is greater than the first limit value. When the continuously variable transmission is controlled to shift in the second mode by limiting to the second limit value or less, the continuously variable transmission is controlled to shift in the first mode. Means for controlling the speed of the upshift to be higher than that in the case of being included.

  According to this configuration, the upshift speed can be controlled by limiting the upshift speed to the first limit value or the second limit value or less.

  The continuously variable transmission control device according to the fifth aspect of the invention further includes means for detecting the vehicle speed in addition to the configuration of the fourth aspect of the invention. The second control means controls the continuously variable transmission so that the input speed of the continuously variable transmission becomes the target input shaft speed, and means for setting the target input shaft speed of the continuously variable transmission. Means. The speed control means includes setting means for setting the second limit value according to a map having the vehicle speed and the target input shaft rotation speed of the continuously variable transmission as parameters.

  According to this configuration, the second limit value is set according to the vehicle speed and the target input shaft speed of the continuously variable transmission. Thereby, an optimal value can be set as the second limit value in accordance with the driving state of the vehicle and the operation of the driver. Therefore, the shift speed of the upshift can be set more finely.

  In the continuously variable transmission control device according to the sixth aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the setting means has a second restriction so that the setting means increases as the target input shaft speed of the continuously variable transmission increases. Means for setting the value;

  According to this configuration, the second limit value is set so as to increase as the target input shaft speed of the continuously variable transmission increases. Thereby, it is possible to control the speed of the upshift to be increased as the target input shaft speed of the continuously variable transmission is increased. Therefore, the output shaft rotational speed can be lowered more quickly in an operating state where the output shaft rotational speed of the drive source connected to the continuously variable transmission is relatively high. As a result, fuel consumption can be further reduced. In addition, the upshift speed can be reduced in an operating state where the output shaft rotational speed of the drive source is relatively low. Therefore, the braking force due to the resistance of the drive source can be used effectively.

  In the continuously variable transmission control apparatus according to the seventh aspect of the invention, in addition to the configuration of the fifth aspect of the invention, the setting means has means for setting the second limit value so as to increase as the vehicle speed increases. .

  According to this configuration, the second limit value is set so as to increase as the vehicle speed increases. As a result, it is possible to control the speed of the upshift to be increased as the vehicle speed increases. Therefore, the output shaft rotational speed can be lowered more quickly in an operating state where the output shaft rotational speed of the drive source connected to the continuously variable transmission is relatively high. As a result, fuel consumption can be further reduced. In addition, the upshift speed can be reduced in an operating state where the output shaft rotational speed of the drive source is relatively low. Therefore, the braking force due to the resistance of the drive source can be used effectively.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with a control device according to the present embodiment will be described with reference to FIG. The output of the engine 200 of the drive device 100 mounted on the vehicle is input to the belt-type continuously variable transmission 500 via the torque converter 300 and the forward / reverse switching device 400. The output of the continuously variable transmission 500 is transmitted to the reduction gear 600 and the differential gear device 700, and is distributed to the left and right drive wheels 800. The driving device 100 is controlled by an ECU (Electronic Control Unit) 900 described later. Instead of the belt-type continuously variable transmission 500, a chain-type or toroidal-type continuously variable transmission may be used.

  The torque converter 300 includes a pump impeller 302 connected to the crankshaft of the engine 200 and a turbine impeller 306 connected to the forward / reverse switching device 400 via the turbine shaft 304. A lockup clutch 308 is provided between the pump impeller 302 and the turbine impeller 306. The lockup clutch 308 is engaged or released when the hydraulic pressure supply to the engagement side oil chamber and the release side oil chamber is switched.

  When the lockup clutch 308 is completely engaged, the pump impeller 302 and the turbine impeller 306 are integrally rotated. The pump impeller 302 is provided with a mechanical oil pump 310 that generates hydraulic pressure for controlling the transmission of the continuously variable transmission 500, generating a belt clamping pressure, and supplying lubricating oil to each part. ing.

  The forward / reverse switching device 400 is composed of a double pinion type planetary gear device. Turbine shaft 304 of torque converter 300 is connected to sun gear 402. The input shaft 502 of the continuously variable transmission 500 is connected to the carrier 404. Carrier 404 and sun gear 402 are connected via forward clutch 406. Ring gear 408 is fixed to the housing via reverse brake 410. The forward clutch 406 and the reverse brake 410 are frictionally engaged by a hydraulic cylinder. The input rotational speed of the forward clutch 406 is the same as the rotational speed of the turbine shaft 304, that is, the turbine rotational speed NT.

  When the forward clutch 406 is engaged and the reverse brake 410 is released, the forward / reverse switching device 400 enters the forward engagement state. In this state, the driving force in the forward direction is transmitted to the continuously variable transmission 500. When the reverse brake 410 is engaged and the forward clutch 406 is released, the forward / reverse switching device 400 enters the reverse engagement state. In this state, the input shaft 502 is rotated in the reverse direction with respect to the turbine shaft 304. As a result, the driving force in the reverse direction is transmitted to the continuously variable transmission 500. When both forward clutch 406 and reverse brake 410 are released, forward / reverse switching device 400 enters a neutral state in which power transmission is interrupted.

  The continuously variable transmission 500 includes a primary pulley 504 provided on the input shaft 502, a secondary pulley 508 provided on the output shaft 506, and a transmission belt 510 wound around these pulleys. Power is transmitted using frictional forces between the pulleys and the transmission belt 510.

  Each pulley is composed of a hydraulic cylinder so that the groove width is variable. By controlling the hydraulic pressure of the hydraulic cylinder of the primary pulley 504, the groove width of each pulley changes. As a result, the engagement diameter of the transmission belt 510 is changed, and the gear ratio GR (= primary pulley rotation speed NIN / secondary pulley rotation speed NOUT) is continuously changed.

  As shown in FIG. 2, the ECU 900 includes an engine speed sensor 902, a turbine speed sensor 904, a vehicle speed sensor 906, a throttle opening sensor 908, a cooling water temperature sensor 910, an oil temperature sensor 912, an accelerator opening sensor 914, a foot A brake switch 916, a position sensor 918, a primary pulley rotation speed sensor 922, and a secondary pulley rotation speed sensor 924 are connected.

  The engine speed sensor 902 detects the engine speed (engine speed) NE of the engine 200. The turbine rotation speed sensor 904 detects the rotation speed (turbine rotation speed) NT of the turbine shaft 304. The vehicle speed sensor 906 detects the vehicle speed V. The throttle opening sensor 908 detects the opening degree θ (TH) of the electronic throttle valve. Cooling water temperature sensor 910 detects cooling water temperature T (W) of engine 200. The oil temperature sensor 912 detects the oil temperature T (C) of the continuously variable transmission 500 or the like. The accelerator opening sensor 914 detects the accelerator pedal opening A (CC). The foot brake switch 916 detects whether or not the foot brake is operated. The position sensor 918 detects the position P (SH) of the shift lever 920 by determining whether the contact provided at the position corresponding to the shift position is ON or OFF. Primary pulley rotation speed sensor 922 detects input shaft rotation speed (rotation speed of primary pulley 504) NIN of continuously variable transmission 500. Secondary pulley rotation speed sensor 924 detects the output shaft rotation speed (rotation speed of secondary pulley 508) NOUT of continuously variable transmission 500. A signal representing the detection result of each sensor is transmitted to ECU 900. The turbine rotational speed NT coincides with the primary pulley rotational speed NIN during forward traveling with the forward clutch 406 engaged. The vehicle speed V becomes a value corresponding to the secondary pulley rotation speed NOUT.

  ECU 900 includes a CPU (Central Processing Unit), a memory, an input / output interface, and the like. The CPU performs signal processing according to a program stored in the memory. Thereby, output control of the engine 200, shift control of the continuously variable transmission 500, belt clamping pressure control, engagement / release control of the forward clutch 406, engagement / release control of the reverse brake 410, and the like are executed.

  Output control of the engine 200 is performed by an electronic throttle valve 1000, a fuel injection device 1100, an ignition device 1200, and the like. The hydraulic control circuit 2000 performs the shift control of the continuously variable transmission 500, the belt clamping pressure control, the engagement / release control of the forward clutch 406, and the engagement / release control of the reverse brake 410.

  A part of the hydraulic control circuit 2000 will be described with reference to FIG. The hydraulic control circuit 2000 described below is an example, and the present invention is not limited to this.

  The hydraulic pressure generated by the oil pump 310 is supplied to the primary regulator valve 2100, the modulator valve (1) 2310 and the modulator valve (3) 2330 through the line pressure oil path 2002.

The primary regulator valve 2100 is selectively supplied with control pressure from one of the SLT linear solenoid valve 2200 and the SLS linear solenoid valve 2210. In the present embodiment, both the SLT linear solenoid valve 2200 and the SLS linear solenoid valve 2210 are normally open solenoid valves (the hydraulic pressure output at the time of non-energization is maximized). Note that the SLT linear solenoid valve 2200 and the SLS linear solenoid valve 2210 may be normally closed (the hydraulic pressure output when not energized is minimized (“0”)).

  The spool of the primary regulator valve 2100 slides up and down according to the supplied control pressure. As a result, the hydraulic pressure generated by the oil pump 310 is regulated (adjusted) by the primary regulator valve 2100. The hydraulic pressure adjusted by primary regulator valve 2100 is used as line pressure PL. In the present embodiment, the higher the control pressure supplied to primary regulator valve 2100, the higher the line pressure PL. Note that the higher the control pressure supplied to the primary regulator valve 2100, the lower the line pressure PL may be.

  The SLT linear solenoid valve 2200 and the SLS linear solenoid valve 2210 are supplied with the hydraulic pressure regulated by the modulator valve (3) 2330 using the line pressure PL as a source pressure.

  SLT linear solenoid valve 2200 and SLS linear solenoid valve 2210 generate control pressure according to a current value determined by a duty signal (duty value) transmitted from ECU 900.

  Of the control pressure (output hydraulic pressure) of the SLT linear solenoid valve 2200 and the control pressure (output hydraulic pressure) of the SLS linear solenoid valve 2210, the control pressure supplied to the primary regulator valve 2100 is selected by the control valve 2400.

  When the spool of the control valve 2400 is in the state (A) in FIG. 3 (left side state), the control pressure is supplied from the SLT linear solenoid valve 2200 to the primary regulator valve 2100. That is, the line pressure PL is controlled according to the control pressure of the SLT linear solenoid valve 2200.

  When the spool of the control valve 2400 is in the state (B) in FIG. 3 (right state), the control pressure is supplied from the SLS linear solenoid valve 2210 to the primary regulator valve 2100. That is, the line pressure PL is controlled according to the control pressure of the SLS linear solenoid valve 2210.

  When the spool of the control valve 2400 is in the state of (B) in FIG. 3, the control pressure of the SLT linear solenoid valve 2200 is supplied to a manual valve 2600 described later.

  The spool of the control valve 2400 is urged in one direction by a spring. Hydraulic pressure is supplied from the shift control duty solenoid (1) 2510 and the shift control duty solenoid (2) 2520 so as to oppose the urging force of the spring.

  Shift control duty solenoid (1) 2510 and shift control duty solenoid (2) 2520 output a hydraulic pressure (control pressure) corresponding to a current value determined by a duty signal (duty value) transmitted from ECU 900.

  When hydraulic pressure is supplied to the control valve 2400 from both the shift control duty solenoid (1) 2510 and the shift control duty solenoid (2) 2520, the spool of the control valve 2400 is in the state of (B) in FIG.

  When hydraulic pressure is not supplied to the control valve 2400 from at least one of the shift control duty solenoid (1) 2510 and the shift control duty solenoid (2) 2520, the spool of the control valve 2400 is driven by the biasing force of the spring. 3 is in the state (A).

  The hydraulic pressure adjusted by the modulator valve (4) 2340 is supplied to the shift control duty solenoid (1) 2510 and the shift control duty solenoid (2) 2520. The modulator valve (4) 2340 regulates the hydraulic pressure supplied from the modulator valve (3) 2330 to a constant pressure.

  The modulator valve (1) 2310 outputs a hydraulic pressure that is regulated using the line pressure PL as a source pressure. The hydraulic pressure output from the modulator valve (1) 2310 is supplied to the hydraulic cylinder of the secondary pulley 508. The hydraulic cylinder of the secondary pulley 508 is supplied with a hydraulic pressure that does not cause the transmission belt 510 to slip.

  The modulator valve (1) 2310 is provided with a spool that can move in the axial direction and a spring that biases the spool to one side. Modulator valve (1) 2310 regulates line pressure PL introduced to modulator valve (1) 2310 using the output hydraulic pressure of SLS linear solenoid valve 2210, which is duty controlled by ECU 900, as a pilot pressure. The hydraulic pressure adjusted by the modulator valve (1) 2310 is supplied to the hydraulic cylinder of the secondary pulley 508. The belt clamping pressure is increased or decreased according to the output hydraulic pressure from the modulator valve (1) 2310.

  The SLS linear solenoid valve 2210 is controlled to have a belt clamping pressure that does not cause belt slip, according to a map using the accelerator opening A (CC) and the gear ratio GR as parameters. Specifically, the excitation current for the SLS linear solenoid valve 2210 is controlled with a duty ratio corresponding to the belt clamping pressure. When the transmission torque changes suddenly during acceleration / deceleration or the like, belt slippage may be suppressed by increasing the belt clamping pressure.

  The hydraulic pressure supplied to the hydraulic cylinder of the secondary pulley 508 is detected by the pressure sensor 2312.

  The manual valve 2600 will be described with reference to FIG. Manual valve 2600 is mechanically switched according to the operation of shift lever 920. Thereby, the forward clutch 406 and the reverse brake 410 are engaged or released.

  Shift lever 920 is operated to a “P” position for parking, an “R” position for reverse travel, an “N” position for interrupting power transmission, a “D” position and “B” position for forward travel.

  In the “P” position and the “N” position, the hydraulic pressure in the forward clutch 406 and the reverse brake 410 is drained from the manual valve 2600. Thereby, the forward clutch 406 and the reverse brake 410 are released.

  In the “R” position, hydraulic pressure is supplied from the manual valve 2600 to the reverse brake 410. Thereby, the reverse brake 410 is engaged. On the other hand, the hydraulic pressure in forward clutch 406 is drained from manual valve 2600. As a result, the forward clutch 406 is released.

  When the control valve 2400 is in the state (A) in FIG. 4 (left side state), the modulator pressure PM supplied from the modulator valve (2) (not shown) is supplied to the manual valve 2600 via the control valve 2400. . The reverse brake 410 is held in the engaged state by the modulator pressure PM.

  When the control valve 2400 is in the state (B) in FIG. 4 (right side state), the hydraulic pressure adjusted by the SLT linear solenoid valve 2200 is supplied to the manual valve 2600. By adjusting the hydraulic pressure by the SLT linear solenoid valve 2200, the reverse brake 410 is gently engaged, and a shock at the time of engagement is suppressed.

  Further, when the control valve 2400 is in the state (B) in FIG. 4 (right side state), if the duty ratio of the SLT linear solenoid valve 2200 is set to 100% and the energization amount is maximized, the SLT linear solenoid valve 2200 The hydraulic pressure is not output, and the hydraulic pressure supplied to the reverse brake 410 becomes “0”. That is, the hydraulic pressure is drained from the reverse brake 410 via the SLT linear solenoid valve 2200, and the reverse brake 410 is released.

  In the “D” position and the “B” position, hydraulic pressure is supplied from the manual valve 2600 to the forward clutch 406. As a result, the forward clutch 406 is engaged. On the other hand, the hydraulic pressure in the reverse brake 410 is drained from the manual valve 2600. Thereby, the reverse brake 410 is released.

  When the control valve 2400 is in the state (A) in FIG. 4 (left side state), the modulator pressure PM supplied from the modulator valve (2) (not shown) is supplied to the manual valve 2600 via the control valve 2400. . The forward clutch 406 is held in the engaged state by the modulator pressure PM.

  When the control valve 2400 is in the state (B) in FIG. 4 (right side state), the hydraulic pressure adjusted by the SLT linear solenoid valve 2200 is supplied to the manual valve 2600. By adjusting the hydraulic pressure by the SLT linear solenoid valve 2200, the forward clutch 406 is gently engaged, and a shock at the time of engagement is suppressed.

  The SLT linear solenoid valve 2200 normally controls the line pressure PL via the control valve 2400. The SLS linear solenoid valve 2210 normally controls the belt clamping pressure via the modulator valve (1) 2310.

  On the other hand, when the neutral control execution condition including the condition that the vehicle stops (the vehicle speed becomes “0”) with the shift lever 920 in the “D” position is satisfied, the SLT linear solenoid valve 2200 The engagement force of the forward clutch 406 is controlled so that the engagement force of 406 decreases. The SLS linear solenoid valve 2210 controls the belt clamping pressure via the modulator valve (1) 2310, and controls the line pressure PL instead of the SLT linear solenoid valve 2200.

  When a garage shift is performed in which the shift lever 920 is operated from the “N” position to the “D” position or the “R” position, the forward clutch 406 or the reverse brake 410 is gently engaged with the SLT linear solenoid valve 2200. Thus, the engagement force of the forward clutch 406 or the reverse brake 410 is controlled. The SLS linear solenoid valve 2210 controls the belt clamping pressure via the modulator valve (1) 2310, and controls the line pressure PL instead of the SLT linear solenoid valve 2200.

  When the shift lever 920 is operated to the “R” position while the vehicle is traveling forward (when the vehicle speed is equal to or higher than the return speed V (R)), the SLT linear solenoid valve 2200 releases the reverse brake 410. Be controlled.

  With reference to FIG. 5, a configuration for performing the shift control will be described. Shift control is performed by controlling the supply and discharge of hydraulic pressure to and from the hydraulic cylinder of the primary pulley 504. Supply and discharge of hydraulic fluid to and from the hydraulic cylinder of the primary pulley 504 is performed using a ratio control valve (1) 2710 and a ratio control valve (2) 2720.

  The hydraulic cylinder of the primary pulley 504 is in communication with a ratio control valve (1) 2710 to which the line pressure PL is supplied and a ratio control valve (2) 2720 connected to the drain.

  The ratio control valve (1) 2710 is a valve for executing an upshift. The ratio control valve (1) 2710 is configured to open and close the flow path between the input port to which the line pressure PL is supplied and the output port connected to the hydraulic cylinder of the primary pulley 504 with a spool.

  A spring is disposed at one end of the spool of the ratio control valve (1) 2710. A port to which the control pressure from the shift control duty solenoid (1) 2510 is supplied is formed at the end opposite to the spring across the spool. Further, a port to which a control pressure is supplied from the shift control duty solenoid (2) 2520 is formed at the end on the side where the spring is disposed.

  When the control pressure from the shift control duty solenoid (1) 2510 is increased and the control pressure is not output from the shift control duty solenoid (2) 2520, the spool of the ratio control valve (1) 2710 in FIG. (D) state (right side state).

  In this state, the hydraulic pressure supplied to the hydraulic cylinder of the primary pulley 504 increases and the groove width of the primary pulley 504 becomes narrower. As a result, the gear ratio decreases. That is, an upshift is performed. Further, by increasing the supply flow rate of hydraulic oil at that time, the speed change speed is increased.

  The ratio control valve (2) 2720 is a valve for executing a downshift. A spring is disposed at one end of the spool of the ratio control valve (2) 2720. A port to which the control pressure from the shift control duty solenoid (1) 2510 is supplied is formed at the end on the side where the spring is disposed. A port to which the control pressure from the shift control duty solenoid (2) 2520 is supplied is formed at the end opposite to the spring across the spool.

  When the control pressure from the shift control duty solenoid (2) 2520 is increased and the control pressure is not output from the shift control duty solenoid (1) 2510, the spool of the ratio control valve (2) 2720 in FIG. The state (C) (the state on the left side) is reached. At the same time, the spool of the ratio control valve (1) 2710 is in the state (C) (left side state) in FIG.

  In this state, the hydraulic oil is discharged from the hydraulic cylinder of the primary pulley 504 via the ratio control valve (1) 2710 and the ratio control valve (2) 2720. Therefore, the groove width of the primary pulley 504 is widened. As a result, the gear ratio increases. That is, downshift. Further, by increasing the discharge flow rate of the hydraulic oil at that time, the speed change speed is increased.

  When controlling the gear ratio, the hydraulic pressure (control pressure) output from the shift control duty solenoid (1) 2510 and the hydraulic pressure (control pressure) output from the shift control duty solenoid (2) 2520 are It becomes a value corresponding to the duty value transmitted to the shift control duty solenoid.

  In the present embodiment, the higher the duty value, the higher the control pressure of the shift control duty solenoid. The duty value is determined according to the difference between the actual rotational speed of the input shaft 502 of the continuously variable transmission 500 and a target input shaft rotational speed set according to a map or the like described later. The greater the difference between the actual rotational speed of the input shaft 502 and the target input shaft rotational speed, the higher the duty value is set.

  In the ratio control valve (1) 2710, the force acting on the spool by the hydraulic pressure output from the shift control duty solenoid (1) 2510 acts on the spool by the hydraulic pressure output from the shift control duty solenoid (2) 2520. If it is smaller than the sum of the force and the urging force of the spring, the spool of the ratio control valve (1) 2710 will be in the state (C) (left side state).

  In the ratio control valve (2) 2720, the force acting on the spool by the hydraulic pressure output from the shift control duty solenoid (2) 2520 acts on the spool by the hydraulic pressure output from the shift control duty solenoid (1) 2510. If it is smaller than the sum of the force and the urging force of the spring, the spool of the ratio control valve (2) 2720 will be in the state (D) (right side state).

  Therefore, if the control pressure is not output from both the shift control duty solenoid (1) 2510 and the ratio control valve (2) 2720, the spool of the ratio control valve (1) 2710 is in the (C) state (the left side state). At the same time, the spool of the ratio control valve (2) 2720 is in the state (D) (right side state).

  In this state, the hydraulic pressure adjusted by the bypass control valve 2800 connected to the ratio control valve (2) 2720 is supplied to the hydraulic cylinder of the primary pulley 504. That is, the flow rate of the hydraulic oil supplied to the hydraulic cylinder of the primary pulley 504 is controlled by the bypass control valve 2800.

  A spring is disposed at one end of the spool of the bypass control valve 2800. This spring connects the input port to which the line pressure PL is supplied and the output port for outputting the hydraulic pressure (hydraulic pressure adjusted by the bypass control valve 2800) PBY finally supplied to the hydraulic cylinder of the primary pulley 504. Energize the spool in the direction.

  A port to which the output hydraulic pressure POUT from the modulator valve (1) 2310 is supplied is formed at the end where the spring is disposed. A feedback port to which the hydraulic pressure POUT output from the bypass control valve 2800 is fed back is formed at the end opposite to the spring across the spool.

  Here, in the bypass control valve 2800, the sectional area on the feedback port side is A (1), the sectional area on the port side to which the hydraulic pressure POUT from the modulator valve (1) 2310 is supplied is A (2), and the biasing force of the spring When W is W, the bypass control valve 2800 is in an equilibrium state by the following equation.

PBY × A (1) = POUT × A (2) + W (1)
When this equation (1) is transformed, the hydraulic pressure PBY output from the bypass control valve 2800 is
PBY = {A (2) / A (1)} × POUT + W / A (1) (2)
It becomes.

  In other words, the ratio control valve (2) 2720 receives the hydraulic pressure represented by the equation (2) having the term {A (2) / A (1)} × POUT.

  Therefore, when the spool of the ratio control valve (1) 2710 is in the (C) state (left side state) and the spool of the ratio control valve (2) 2720 is in the (D) state (right side state). Can finally supply the hydraulic pressure corresponding to the hydraulic pressure POUT output to control the belt clamping pressure to the hydraulic cylinder of the primary pulley 504.

  When hydraulic oil leaks from a hydraulic control circuit or hydraulic control equipment and the hydraulic pressure of the hydraulic cylinder of the primary pulley 504 decreases, the hydraulic oil is supplied little by little from the bypass control valve 2800 to the hydraulic cylinder of the primary pulley 504. The For this reason, the shift state tends to be slightly upshifted, and is a slow upshift in which the gear ratio gradually decreases.

  Hereinafter, the function of the ECU 900 will be described with reference to FIG. Note that the functions described below may be realized by software or hardware. ECU 900 may be divided into a plurality of ECUs.

  The ECU 900 includes an accelerator opening detection unit 930, a change rate detection unit 932, a vehicle speed detection unit 934, a first setting unit 941, a second setting unit 942, a steady travel control unit 950, and a linear shift control unit 952. An off-upshift control unit 954, a gear ratio control unit 956, and a shift speed limiting unit 960.

  The accelerator opening detector 930 detects the accelerator opening A (CC) based on the signal transmitted from the accelerator opening sensor 914.

  The change rate detection unit 932 detects (calculates) the change rate of the accelerator opening A (CC). When the accelerator opening A (CC) increases, the rate of change is represented by a positive value. When the accelerator opening A (CC) decreases, the rate of change is represented by a negative value. The vehicle speed detection unit 934 detects the vehicle speed V based on the signal transmitted from the vehicle speed sensor 906.

  The first setting unit 941 sets the target input shaft rotational speed NINOPT of the continuously variable transmission 500 during steady running. In the present embodiment, steady running means, for example, a running state where the vehicle speed is constant or a slow acceleration state where the acceleration is below a threshold value. During steady running, the target input shaft rotation speed NINOPT is set as the final target input shaft rotation speed NINT, and the actual input shaft rotation speed NIN is continuously set to the target input shaft rotation speed NINT that is finally set. The gear ratio of transmission 500 is controlled. However, the target input shaft rotational speed NINOPT during steady running is always set.

  The target input rotational speed NINOPT during steady travel is a target input shaft rotational speed suitable for steady travel, and is determined with priority on fuel consumption, for example. As shown in FIG. 7, the target input shaft speed NINOPT during steady running is set according to a map having the vehicle speed V and the accelerator opening A (CC) as parameters.

  The second setting unit 942 sets a target input shaft rotational speed NINLINE during linear shift control. In the present embodiment, the linear shift control means a shift control for increasing the input shaft rotational speed NIN of the continuously variable transmission 500 in proportion to the vehicle speed V after downshifting once. In the linear shift control, for example, the accelerator opening A (CC) is greater than or equal to a predetermined positive threshold and the rate of change is greater than or equal to a predetermined positive threshold. It is executed when increases.

  During linear shift control, the target input shaft rotational speed NINLINE is set as the final target input shaft rotational speed NINT, and the actual input shaft rotational speed NIN is set to the final target input shaft rotational speed NINT. The gear ratio of the step transmission 500 is controlled. However, the target input shaft speed NINLINE during linear shift control is always set.

  The target input shaft rotational speed NINLINE during the linear shift control is set according to a map having the vehicle speed, the accelerator opening, and the change rate of the accelerator opening as parameters. More specifically, the initial value of the target input shaft speed NILINE at the time of starting the linear shift control is set according to a map having the vehicle speed, the accelerator opening, and the change rate of the accelerator opening as parameters. The initial value is set in consideration of the driving force and responsiveness after the downshift. After the initial value is set, the target input shaft speed NINLINE is set in proportion to the gradient of the vehicle speed V (the gradient of the output shaft speed NOUT) ΔαNOUT, as shown in FIG. That is, the target input shaft speed NINLINE increases or decreases in proportion to the vehicle speed V.

  When the accelerator opening A (CC) decreases at a rate of change equal to or less than a predetermined negative threshold during the execution of the linear shift control, the target input shaft speed NINLINE is calculated as follows: It is set according to a map having V and accelerator opening A (CC) as parameters.

  The steady traveling control unit 950 sets the target input shaft rotational speed NINOPT during steady traveling as the final target input shaft rotational speed NINT during steady traveling.

  The linear shift control unit 952 determines that the accelerator opening A (CC) is greater than or equal to a predetermined positive threshold and has a rate of change greater than or equal to a predetermined positive threshold. When increases, the target input shaft speed NINLINE at the time of linear shift control is set as the final target input shaft speed NINT. That is, linear shift control is started.

  The off-up shift control unit 954 is in a state where the target input shaft rotational speed NINLINE at the time of linear shift control is set as the final target input shaft rotational speed NINT, that is, during the execution of the linear shift control, If the accelerator opening A (CC) decreases at a rate of change below the threshold value, the smaller of the target input shaft speed NINOPT during steady running and the target input shaft speed NINLINE during linear shift control, Start setting as the final target input shaft speed NINT. Thereby, the off-up shift control is started. In the present embodiment, the off-upshift control means a shift control that controls the gear ratio of the continuously variable transmission 500 so that the upshift is performed when the accelerator opening is decreased.

  The gear ratio control unit 956 controls the gear ratio of the continuously variable transmission 500 so that the actual input shaft rotational speed NIN becomes the finally set target input shaft rotational speed NINT.

  The shift speed limiter 960 limits the shift speed of the upshift to a limit value or less that is determined independently for each of the shift control, the linear shift control, and the off-up control during steady running. By limiting the upshift speed to the limit value or less, the upshift speed is controlled.

  As shown in FIG. 10, the limit value of the upshift speed in the shift control during steady travel is set according to a map having final target input shaft speed NINT and vehicle speed V as parameters. The limit value is set to increase as the target input shaft speed NINT increases. That is, the higher the target input shaft speed NINT, the faster the upshift speed. Similarly, the limit value is set to increase as the vehicle speed V increases. That is, the higher the vehicle speed V, the faster the upshift speed.

  The limit value of the shift speed of the upshift in the off-up control is set according to a map having final target input shaft speed NINT and vehicle speed V as parameters, as in the shift control during steady running. Further, the limit value is set to increase as the target input shaft speed NINT increases. That is, the higher the target input shaft speed NINT, the faster the upshift speed. Similarly, the limit value is set to increase as the vehicle speed V increases. That is, the higher the vehicle speed V, the faster the upshift speed.

  Regardless of the target input shaft speed NINT and the vehicle speed V, a constant value is used as the limit value of the upshift speed in the linear shift control, as shown in FIG. The limit value of the upshift speed in the linear shift control is smaller than the limit value of the upshift speed in the shift control during steady running and the limit value of the upshift speed in the off-up control.

  Therefore, the upshift speed in the shift control during steady travel and the upshift speed in the off-up control are faster than the upshift speed in the linear shift control.

  It should be noted that the limit value of the upshift speed in the linear shift control may be made larger than the minimum value of the limit value during steady running and the minimum value of the limit value of off-up control. The limit value of the upshift speed in the linear shift control may be set according to a map having final target input shaft speed NINT and vehicle speed V as parameters.

  A control structure of a program executed by ECU 900 will be described with reference to FIGS. The program executed by the ECU 900 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market.

  In step (hereinafter step is abbreviated as S) 100, ECU 900 determines whether or not the linear shift execution flag is on. If the linear shift execution flag is on (YES in S100), the process proceeds to S124. If the linear shift execution flag is off (NO in S100), the process proceeds to S102.

  In S102, ECU 900 determines whether or not the off-up execution flag is on. If the off-up execution flag is on (YES in S102), the process proceeds to S130. If the off-up execution flag is off (NO in S102), the process proceeds to S110.

  In S110, ECU 900 determines whether or not accelerator opening A (CC) is greater than or equal to a positive threshold value. If accelerator opening A (CC) is equal to or greater than the positive threshold value (YES in S110), the process proceeds to S112. If not (NO in S110), the process proceeds to S132.

  In S112, ECU 900 determines whether or not the rate of change of accelerator opening A (CC) is equal to or greater than a predetermined positive threshold value. If the rate of change of accelerator opening A (CC) is equal to or greater than a predetermined positive threshold value (YES in S112), the process proceeds to S120. If not (NO in S112), the process proceeds to S132.

  In S120, ECU 900 starts to set target input shaft speed NINLINE at the time of linear shift control as final target input shaft speed NINT. That is, linear shift control is started. In S122, ECU 900 turns on the linear shift execution flag.

  In S124, ECU 900 determines whether or not the change rate of accelerator opening A (CC) is equal to or less than a predetermined negative threshold value. If the rate of change of accelerator opening A (CC) is equal to or less than a predetermined negative threshold value (YES in S124), the process proceeds to S126. If not (NO in S124), the process proceeds to S130.

  In S126, ECU 900 sets the smaller one of target input shaft speed NINOPT during steady running and target input shaft speed NINLINE during linear shift control as the final target input shaft speed NINT. Start. That is, off-up shift control is started.

  In S128, ECU 900 turns off the linear shift execution flag and turns on the off-up execution flag.

  In S130, ECU 900 determines whether or not the vehicle is in a steady running state. If the vehicle is in a steady running state (YES in S130), the process proceeds to S132. If not (NO in S130), the process proceeds to S140.

  In S132, ECU 900 sets target input shaft speed NINOPT during steady running as final target input shaft speed NINT. In S134, ECU 900 turns off the linear shift execution flag and the off-up execution flag.

  In S140, ECU 900 controls the gear ratio of continuously variable transmission 500 such that actual input shaft rotational speed NIN becomes finally set target input shaft rotational speed NINT.

  In S150, ECU 900 limits the upshift speed to a limit value that is determined independently for each of shift control, linear shift control, and off-up control during steady running. Thereafter, the process returns to S100.

  An operation of the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  If linear shift execution flag is off (NO in S100) and off-up execution flag is off (NO in S102), is accelerator opening A (CC) greater than or equal to a positive threshold value? Is determined (S110).

  At time T1 in FIG. 14, accelerator opening A (CC) is equal to or greater than a positive threshold value (YES in S110), and the change rate of accelerator opening A (CC) is a predetermined positive threshold. When the value exceeds the value (YES in S112), setting of the target input shaft speed NINLINE during linear shift control as the final target input shaft speed NINT is started (S120), and the linear shift execution flag is set. Turned on (S122). The gear ratio of the continuously variable transmission 500 is controlled so that the actual input shaft rotational speed NIN becomes the finally set target input shaft rotational speed NINT (S140).

  Thereby, as shown in FIG. 14, the input shaft rotational speed NIN of the continuously variable transmission 500 can be increased in proportion to the rising gradient ΔαNOUT of the vehicle speed V. Therefore, the engine speed NE can be increased together with the vehicle speed V when the vehicle is accelerated. As a result, the rubber band feel can be reduced.

  The rate of change of the accelerator opening A (CC) at the time T2 when the target input shaft rotational speed NINLINE during linear shift control is set as the final target input shaft rotational speed NINT, that is, during execution of the linear shift control. Is equal to or smaller than a predetermined negative threshold value (YES in S124), the smaller of target input shaft speed NINOPT during steady running and target input shaft speed NINLINE during linear shift control is finally determined. The target input shaft rotation speed NINT is set (S126). That is, off-up shift control is started. The linear shift execution flag is turned off and the off-up execution flag is turned on (S128).

  The gear ratio of the continuously variable transmission 500 is controlled so that the actual input shaft rotational speed NIN becomes the finally set target input shaft rotational speed NINT (S140).

  Thereby, the gear ratio of continuously variable transmission 500 can be controlled so as not to downshift. Therefore, the gear ratio of continuously variable transmission 500 can be controlled so as to meet the driver's intention to request an upshift as accelerator opening A (CC) decreases. As a result, it is possible to reduce a sense of discomfort that can be given to the driver when the linear shift control is stopped and the shift control is performed during steady running.

  If the vehicle is in a steady running state (YES in S130), the target input shaft speed NINOPT during steady running is set as the final target input shaft speed NINT (S132), and the linear shift execution flag and off-up execution are performed. The flag is turned off (S134). The gear ratio of the continuously variable transmission 500 is controlled so that the actual input shaft rotational speed NIN becomes the finally set target input shaft rotational speed NINT (S140). As a result, the vehicle can be driven with the optimum fuel economy.

  Further, at the time of shifting, the shifting speed of the upshift is limited to a limit value or less that is determined independently for each of the shifting control, the linear shift control, and the off-up control during steady running (S150). In the present embodiment, the upshift speed in the shift control during steady travel and the upshift speed in the off-up control are faster than the upshift speed in the linear shift control. In other words, the upshift speed in the linear shift control is slower than the upshift speed in the steady-state shift control and the upshift speed in the off-up control.

  As a result, when the upshift is performed between time T4 and time T5 in FIG. 15 during execution of the linear shift control, the input shaft speed NIN of the continuously variable transmission 500, that is, the engine speed NE is high. Can be maintained. Therefore, when the accelerator opening A (CC) is increased again, it can be accelerated quickly.

  Further, when the off-up control is executed between the time T5 and the time T6 in FIG. 15 and the upshift is performed, the engine speed NE can be quickly lowered. Therefore, fuel consumption can be reduced.

  Further, in the present embodiment, during the off-up control, the upshift speed is increased as the target input shaft rotation speed NINT of the continuously variable transmission 500 increases. The higher the vehicle speed V, the faster the upshift speed. Therefore, the engine speed NE can be lowered more quickly in an operating state where the engine speed NE is relatively high. Therefore, the fuel consumption can be further reduced. In addition, the upshift speed can be reduced in an operating state where the engine speed NE is relatively low. Therefore, the engine brake can be used effectively.

  Further, when an upshift is performed between time T7 and time T8 in FIG. 15 in the steady state, the fuel is obtained by lowering the engine speed NE more quickly in an operating state where the engine speed NE is relatively high. And a busy shift can be suppressed in an operating state in which the engine speed NE is relatively low.

  As described above, according to the control device according to the present embodiment, linear shift control is executed when the accelerator opening is increased. Off-up control is executed when the accelerator opening decreases during execution of the linear shift control. The upshift speed in the off-up control is faster than the upshift speed in the linear shift control. That is, the upshift speed in the linear shift control is slower than the upshift speed in the off-up control. As a result, when an upshift is performed during execution of the linear shift control, it is possible to maintain a state where the input shaft rotational speed NIN of the continuously variable transmission, that is, the engine rotational speed NE is high. Therefore, when the accelerator opening A (CC) is increased again, it can be accelerated quickly. Further, when the off-up control is executed and the upshift is performed, the engine speed NE can be quickly lowered. Therefore, fuel consumption can be reduced. As a result, it is possible to achieve both acceleration response and improved fuel efficiency.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a schematic block diagram of the vehicle carrying the control apparatus which concerns on embodiment of this invention. It is a control block diagram which shows the control apparatus which concerns on embodiment of this invention. FIG. 2 is a first diagram illustrating a hydraulic control circuit. FIG. 3 is a second diagram illustrating a hydraulic control circuit. FIG. 6 is a third diagram illustrating the hydraulic control circuit. It is a functional block diagram of ECU. It is a figure which shows the map used in order to set the target input shaft rotational speed NINOPT. It is a figure which shows target input shaft rotational speed NINLINE etc. It is a figure which shows the map used in order to set the target input shaft rotational speed NINLINE. It is a figure which shows the map used in order to set the limit value of the upshift speed in the shift control at the time of steady driving | running | working. It is a figure which shows the limiting value of the upshift speed in the linear shift control. It is FIG. (1) which shows the control structure of the program which ECU performs. It is FIG. (2) which shows the control structure of the program which ECU performs. It is a figure which shows the target input shaft rotational speed NINT etc. It is a figure which shows input shaft rotational speed NIN etc.

Explanation of symbols

  100 drive device, 200 engine, 300 torque converter, 310 oil pump, 400 forward / reverse switching device, 402 sun gear, 404 carrier, 406 forward clutch, 408 ring gear, 410 reverse brake, 500 continuously variable transmission, 502 input shaft, 504 primary Pulley, 506 Output shaft, 508 Secondary pulley, 510 Transmission belt, 600 Reduction gear, 700 Differential gear device, 800 Drive wheel, 900 ECU, 902 Engine speed sensor, 904 Turbine speed sensor, 906 Vehicle speed sensor, 908 Open throttle Degree sensor, 910 Cooling water temperature sensor, 912 Oil temperature sensor, 914 Accelerator opening sensor, 916 Foot brake switch, 918 Position sensor, 920 Shift lever, 922 Imari pulley rotation speed sensor, 924 secondary pulley rotation speed sensor, 930 accelerator opening detection section, 932 change rate detection section, 934 vehicle speed detection section, 941 first setting section, 942 second setting section, 950 steady travel control section, 952 linear Shift control unit, 954 Off-up shift control unit, 956 Gear ratio control unit, 960 Shift speed limiting unit, 1000 Electronic throttle valve, 1100 Fuel injection device, 1200 Ignition device, 2000 Hydraulic control circuit, 2002 Line pressure oil path, 2100 Primary Regulator valve, 2200 SLT linear solenoid valve, 2210 SLS linear solenoid valve, 2310 Modulator valve (1), 2330 Modulator valve (3), 2340 Modulator valve (4), 2312 Pressure sensing , 2400 control valve 2510 shift control duty solenoid (1), 2520 shift control duty solenoid (2), 2600 manual valve, 2710 ratio control valve (1), 2720 ratio control valve (2), 2800 bypass control valve.

Claims (7)

A control device for a continuously variable transmission mounted on a vehicle,
Means for detecting the accelerator opening;
First control means for controlling the continuously variable transmission to shift in a first mode when the accelerator opening increases;
When the accelerator opening decreases in a state where the continuously variable transmission is controlled to shift in the first mode, the continuously variable transmission is shifted in a second mode different from the first mode. A second control means for controlling the transmission;
When the continuously variable transmission is controlled to shift in the second mode, an upshift is performed compared to when the continuously variable transmission is controlled to shift in the first mode. A control device for a continuously variable transmission, comprising: speed control means for controlling the speed change speed to be increased. The second control means includes
Means for setting a target input shaft speed of the continuously variable transmission;
Means for controlling the continuously variable transmission such that the input shaft rotational speed of the continuously variable transmission becomes the target input shaft rotational speed,
When the continuously variable transmission is controlled to shift in the second mode, the speed control means increases the shift speed of the upshift as the target input shaft speed of the continuously variable transmission increases. The control device for a continuously variable transmission according to claim 1, comprising means for controlling to become. Further comprising means for detecting the vehicle speed;
The speed control means includes means for controlling the speed of the upshift to be higher as the vehicle speed is higher when the continuously variable transmission is controlled to shift in the second mode. The control device for the continuously variable transmission according to claim 1.   The speed control means limits the upshift speed to a first limit value or less when the continuously variable transmission is controlled to shift in the first mode, and in the second mode. When the continuously variable transmission is controlled so as to shift, the shift speed of the upshift is limited to a second limit value that is greater than the first limit value, thereby shifting in the second mode. Thus, when the continuously variable transmission is controlled, the shift speed of the upshift is faster than when the continuously variable transmission is controlled to shift in the first mode. The continuously variable transmission control device according to claim 1, comprising means for controlling. Further comprising means for detecting the vehicle speed;
The second control means includes
Means for setting a target input shaft speed of the continuously variable transmission;
Means for controlling the continuously variable transmission such that the input shaft rotational speed of the continuously variable transmission becomes the target input shaft rotational speed,
5. The continuously variable control unit according to claim 4, wherein the speed control unit includes a setting unit configured to set the second limit value according to a map having parameters of a vehicle speed and a target input shaft rotational speed of the continuously variable transmission. Transmission control device.   The control of the continuously variable transmission according to claim 5, wherein the setting means includes means for setting the second limit value such that the second limit value increases as the target input shaft speed of the continuously variable transmission increases. apparatus.   6. The continuously variable transmission control device according to claim 5, wherein the setting means includes means for setting the second limit value such that the second limit value increases as the vehicle speed increases.

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