JPH0150610B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Field of Industrial Application The present invention relates to a gear ratio control device for a continuously variable transmission.

(b) Conventional technology As a conventional gear ratio control device for a continuously variable transmission,
There are those described in JP-A-56-46152 and JP-A-57-90450. The gear ratio control devices for continuously variable transmissions described in these documents control the gear ratio of the continuously variable transmission so that the engine is always operated in a state where the fuel consumption rate of the engine is the best. In other words, an ideal control line connecting the points where the fuel consumption rate is minimum on the entire performance curve of the engine is stored in the control device of the continuously variable transmission, and this line and the detected actual driving state of the vehicle (engine speed) are stored in the controller of the continuously variable transmission. speed, throttle opening, vehicle speed, etc.)
The gear ratio of the continuously variable transmission was controlled so that the actual operating state of the engine matched the operating state on the stored ideal control line. FIG. 8 shows an example of an ideal engine control line. The ideal control line G shown by a thick line is composed of two parts. In other words, line B connecting the points where the actual fuel consumption rate is minimum and line A where the engine speed is constant.
That is. The engine speed is set to a constant value on line A of the ideal control line G (in the example shown in Fig. 1)
1000 rpm) because engine operation generally becomes unstable at engine speeds below this. The engine rotation speed on line A is set to a value with some margin (in other words, it is set somewhat high), taking into account variations in performance among engines and changes in performance over time for each engine. be).

(c) Problems to be Solved by the Invention However, in the conventional gear ratio control device for a continuously variable transmission, the engine rotational speed on the line A of the ideal control line G, which is set relatively high as described above, is Since the control was carried out according to the
In the case of a highly stable engine, or even if the engine is the same, when the engine operating condition is stable, the engine speed is controlled to be higher than necessary on line A of the ideal control line G. Ta. In such a case, there is a problem that more fuel is consumed than necessary, and the vehicle is not always operated at the lowest fuel consumption rate.

(D) Structure of the Invention The present invention has been made by focusing on the above-mentioned problems in conventional gear ratio control devices for continuously variable transmissions. When the input is entered, the gear ratio is changed in a predetermined manner during steady operation of the vehicle, the fuel consumption rate before and after changing the gear ratio is compared to find the gear ratio that provides the minimum fuel consumption, and this gear ratio is obtained. By correcting the gear ratio correction value,
Solve the above problems. That is, the gear ratio control device according to the present invention includes a switch disposed at a position that can be operated by the driver, and when a command is given from the switch and the vehicle is in a steady running state, the gear ratio at that time is adjusted. a first fuel consumption rate calculating means for calculating a fuel consumption rate from a measured value of fuel consumption within a predetermined time and a travel distance; and a gear ratio larger than the above gear ratio and a gear ratio smaller than the above gear ratio; second and third fuel consumption rate calculation means for calculating fuel consumption rates from the measured values of fuel consumption and travel distance within a predetermined period of time at these gear ratios; Second
and a correction value determining means that compares the fuel consumption rates calculated by the third fuel consumption rate calculation means and determines a gear ratio correction value so as to correspond to the gear ratio with the smallest fuel consumption rate; target gear ratio correction means for correcting the target gear ratio signal based on the corrected target gear ratio signal; and feedback control means for controlling the operation of the transmission actuator of the machine.

(E) Effect When the switch is operated by the driver, the fuel consumption rate is calculated under three different gear ratios. Then, the actual gear ratio is corrected so that it becomes the gear ratio with the lowest fuel consumption rate. This makes it possible to always maintain the operating state with the lowest fuel consumption rate.

(f) Examples Hereinafter, the present invention will be explained based on FIGS. 2 to 7 of the accompanying drawings.

FIG. 2 shows an engine, a continuously variable transmission, and a continuously variable transmission for implementing the gear ratio control device for a continuously variable transmission according to the present invention.
A control device etc. is schematically shown. An air flow meter 5 for measuring the air flow rate is provided in the intake pipe 4 of the engine 2, and its detection signal 7 is sent to the electronic control device 100. Fuel to the engine 2 is supplied by a fuel injection valve 9. The amount of fuel injected from the fuel injection valve 9 is determined by the electronic control unit 100.
is controlled by an electrical signal 108 from. The opening degree of the throttle valve 8 is adjusted by a throttle valve actuator 10 (operated by an electric signal 106 from an electronic control unit 100). That is, the throttle valve 8 is
The throttle valve actuator 10 pulls the throttle valve actuator 10 through a wire 14 with a wire 14 and rotates it against a return spring 16. accelerator pedal 1
The stroke of 8 is transmitted to the lever 22 via the link mechanism 20. A movable part of an accelerator pedal sensor 24, which is a displacement/electric signal converter, is connected to the lever 22, so that an electric signal 26 corresponding to the stroke of the accelerator pedal 18 can be obtained. An electrical signal 26 from the accelerator pedal sensor 24 is sent to an electronic control device 100, which will be described later. The lever 22 is a spring 28
and a safety throttle valve 32 by a wire 30 passing through a fixing portion 34 and having a stopper 36 attached to the wire 30. The stopper 36 is set to come into contact with the fixed part 34 when the accelerator pedal 18 is depressed by about 10%, and in this state (the stopper 36 is in contact with the fixed part 34), the opening degree of the safety throttle valve 32 is changed. is set to be 100%. Therefore, on subsequent strokes (10% to 100%) of the accelerator pedal 18, the spring 28 only stretches and the safety throttle valve 32 does not change. A force is applied to the safety throttle valve 32 by a return spring 38 in the direction of closing the valve. An engine rotational speed sensor 40 is provided on the rotational shaft 2a of the engine 2, and an electrical signal 42 obtained thereby is sent to the electronic control device 100. The rotational power of the engine 2 is input to a V-belt type continuously variable transmission 50. The continuously variable transmission 50 includes a centrifugal clutch 52, a driving pulley 54, and a driven pulley 56.
and a final drive device 58.
The centrifugal clutch 52 transmits the rotational force of the engine 2 to the drive pulley 54 via the drive shaft 60 when the rotation speed exceeds a predetermined value. The drive pulley 54 includes a fixed conical plate 62 fixed to the drive shaft 60, and a V-shaped pulley groove formed by opposing the fixed conical plate 62. 60 and a movable conical plate 66 that is movable in the axial direction. The drive pulley 54 is connected to the driven pulley 56 by a V-belt 68.
This driven pulley 56 is connected to a fixed conical plate 7 fixed to a driven shaft 70.
2, and a movable conical plate 76 which is disposed opposite to the fixed conical plate 72 and forms a V-shaped pulley groove, and which is movable in the axial direction of the driven shaft 70 by the hydraulic pressure acting on the driven pulley cylinder chamber 74. It is completed. When power is transmitted from the driving pulley 54 to the driven pulley 56, the movable conical plate 66 of the driving pulley 54 and the movable conical plate 76 of the driven pulley 56 are moved in the axial direction to change the radius of the contact position with the V-belt 68. Accordingly, the rotation ratio between the driving pulley 54 and the driven pulley 56 can be changed. For example, if the width of the V-shaped pulley groove of the driving pulley 54 is increased and the width of the V-shaped pulley groove of the driven pulley 56 is decreased, the radius of the V-belt contact position on the driving pulley 54 side becomes smaller, and the driven pulley 56 The radius of the V-belt contact position on the side becomes larger, and a larger gear ratio can be obtained as a result. Movable conical plate 66
If 76 and 76 are moved in the opposite direction, the gear ratio becomes smaller, completely opposite to the above. The driven shaft 70 is connected to output shafts 82 and 84 via reduction gears 78 and 80 of the final drive device 58 . The driven shaft 70 is provided with a vehicle speed sensor 86 that detects the rotational speed of the driven shaft 70 (which corresponds to the vehicle speed), and an electrical signal 88 from the vehicle speed sensor 86 is sent to the electronic control device 100. The aforementioned driving pulley cylinder chamber 64 and driven pulley cylinder chamber 74
are connected to a speed change control valve 92 of a hydraulic control device 90 via passages 91 and 93, respectively. The operation of the speed change control valve 92 is controlled based on an electrical signal 102 from an electronic control device 100. The line pressure supplied from the oil pump 94 to the speed change control valve 92 is regulated by a line pressure regulating valve 96. The line pressure regulating valve 96 is controlled by an electrical signal 104 from an electronic control device 100. The suction pipe 4 is connected to the line pressure regulating valve 96 via a pipe line 98.
negative pressure is also input. The electronic control device 100 receives the electric signals 26, 42, and 88 from the accelerator pedal sensor 24, the engine speed sensor 40, and the vehicle speed sensor 86 as described above, and the electronic control device 100 operates based on these electric signals. 1
00 outputs electrical signals 106, 102, and 104 to the throttle valve actuator 10, shift control valve 92, and line pressure regulating valve 96, respectively, to control these operations.

Next, the specific configuration of this electronic control device 100 will be explained.

FIG. 3 shows a block diagram of the electronic control device 100. The signal 26 from the aforementioned accelerator pedal sensor 24 is input to the throttle valve opening calculating section 110, where it is calculated by a predetermined calculation method and a throttle opening number 114 is output. The throttle opening signal 114 from the throttle valve opening calculation section 110 is input to the throttle valve actuator driver 122, the target gear ratio calculation section 210, and the transmission ratio learning control correction determination section 540. The throttle valve actuator driver 122 operates the throttle valve 8 based on this throttle opening signal 114.
The throttle valve actuator 10 is driven by the signal 106 so that the opening becomes a predetermined opening degree. The throttle valve actuator 10 is a typical electric servo motor, but a hydraulic or pneumatic position control device may also be used. The target gear ratio calculation unit 210 includes a throttle valve opening calculation unit 110.
A throttle opening signal 114 from the engine and an engine rotational speed signal 42 from the engine rotational speed sensor 40 are input. The target gear ratio calculation unit 210 calculates the engine rotation speed from the pulse waveform period of the engine rotation speed signal 42, and also calculates the throttle opening from the throttle opening signal 114, and calculates the engine rotation speed and throttle opening from the throttle opening signal 114. From this, the target gear ratio to be achieved is calculated using a preset calculation method. The target gear ratio obtained by the target gear ratio calculating section 210 is designed to operate the engine along a reference ideal control line (this will be described later).
Target gear ratio signal 1 from target gear ratio calculation unit 210
45 is corrected by a predetermined amount of gear ratio correction value Δi in the gear ratio correction section 230 as necessary, and is converted into a corrected target gear ratio signal 147 and sent to the comparison circuit 240.
sent to. The gear ratio correction unit 230 also controls the action of changing the gear ratio to a smaller side or a larger side in response to a signal 542 from a gear ratio learning control correction determining unit 540, which will be described later. On the other hand, the engine rotational speed signal 42 from the engine rotational speed sensor 40 and the vehicle speed signal 88 from the vehicle speed sensor 86 are input to the actual gear ratio calculation unit 220, and the actual gear ratio calculation unit 220 calculates the actual gear ratio based on both signals. Calculated. The actual speed ratio signal 154 from the actual speed ratio calculation section 220 is input to the comparison circuit 240 together with the corrected target speed ratio signal 147, and the comparison circuit 240 outputs the corrected target speed ratio signal 1.
47 and the actual gear ratio signal 154 are compared.
A deviation signal 148 between both signals is output. The deviation signal 148 is input to the speed change control valve driver 150, and the speed change control valve driver 150 sends a signal 102 to the speed change control valve 92 to change the speed ratio so that the deviation signal 148 becomes zero. The gear ratio learning control correction determination section 540, which is activated when the switch 570 operated by the driver is turned on, receives the throttle opening signal 114 from the throttle valve opening calculation section 110 and the throttle opening signal 114 from the engine speed sensor 40. Engine rotational speed signal 42, vehicle speed signal 88 from vehicle speed sensor 86, actual gear ratio signal 154 from actual gear ratio calculator 220, and fuel injection amount calculator 5, which will be described later.
A signal 561 from 60 is input, and the necessity and amount of correction of the gear ratio correction value is determined based on these five signals. Note that details of the gear ratio learning control correction determination section 540 will be described later. A signal 541 indicating the calculation result in the gear ratio learning control correction determination unit 540 is sent to the gear ratio correction value storage unit 550 and stored therein. A signal 551 indicating the speed ratio correction value stored in the speed ratio correction value storage section 55 is sent to the speed ratio correction section 230. Fuel injection amount calculation unit 56
0, the engine rotational speed signal 42, the signal 7 from the air flow meter 5, and the signals indicating the operating state of the engine from various sensors 530 (engine coolant temperature sensor, idle switch, full switch, etc.) are input. Injection effective pulse width Tp
is calculated and output as a signal 561. The signal 561 is input to the voltage correction section 565, where fluctuations in battery voltage, voltage drop in intermediate circuits, etc. are corrected, and the injection pulse width signal Ti is input to the voltage correction section 565.
It is output as 6. The signal 566 is amplified by the fuel injection valve drive circuit 525 to become the signal 108, which drives the fuel injection valve 9. The actual speed ratio signal 154, which is the output signal of the actual speed ratio calculation section 220, is also sent to the line pressure function generation circuit 156, where it is converted according to a predetermined function, and the converted signal 158 is sent to the line pressure regulating valve. It is sent to driver 160. Line pressure regulating valve driver 160 operates line pressure regulating valve 96 by its output electrical signal 104 . In general, the line pressure needs to be increased as the gear ratio becomes larger, and the higher the engine output torque is (the lower the intake pipe negative pressure is), so the line pressure function generation circuit 156 adjusts the line pressure according to the gear ratio. Electrical signal 1 to obtain the specified oil pressure.
54 into an electrical signal 158.

Next, the effect will be explained.

As described above, the target gear ratio calculation unit 210 calculates the target gear ratio based on the throttle opening signal 114 from the throttle opening calculation unit 110 and the engine rotation speed signal 42 from the engine rotation speed sensor 40. When the continuously variable transmission is controlled based on the target gear ratio calculated by the target gear ratio calculating section 210, the operating state of the engine is determined along the lines Ao and B shown in FIG. It is designed to change depending on the situation. This Ao line has the same value as the A line in FIG. 1 described above, and is a control line serving as a design reference. In other words, the engine rotational speed is set to be a relatively high engine speed, taking into consideration variations in performance between engines and changes in engine performance over time. A target gear ratio signal 145 indicating such a target gear ratio is input to the gear ratio corrector 230. In the gear ratio correction unit 230, the target gear ratio signal 145 is corrected as described later based on the signal 551 from the gear ratio correction value storage unit 550.

The gear ratio learning control correction determining unit 540 that corrects the correction value in the gear ratio correction value storage unit 550 is composed of an electronic circuit using a microcomputer, and its operation is performed based on the flowchart shown in FIG. explain. Gear ratio learning control correction determination unit 54
The learning control at 0 is started when the driver turns on the switch 570 (810).
First, it is determined whether the engine is operating along the line A side of the ideal control line and the vehicle is in a steady state (820). That is, it is determined whether the throttle opening signal 114, engine speed signal 42, and vehicle speed signal 88 are within predetermined value ranges over a certain period of time. If the above conditions are not met, the ready lamp is turned on (825), and it is determined again whether the above conditions are met. The ready lamp is provided in a position where the driver can see it visually, and informs the driver that the current driving condition is not in a steady state. When the ready lamp lights up, the driver drives the vehicle in a steady state as much as possible. When the above conditions are satisfied, the study lamp is turned on (830). This study lamp is also provided in a position where the driver can see it visually, so that the driver can know that learning is currently starting. In addition, the study lamp is used under driving conditions set in advance as learning control driving conditions (for example, idling, road 20km/h, 40km/h).
Km/h, 60Km/h, 80Km/h, 100Km/h
etc.), and the driving conditions that you are currently trying to learn (for example, 40
Km/h) lights up. Next, the actual fuel consumption under the current driving condition (40 km/h) to be learned is calculated (840). That is,
Injection pulse width Tp within a predetermined time from signal 561
(this is set as (ΣTp)c ₄₀ ), and from the vehicle speed signal 88, the traveling distance within a predetermined time (this is set as (ΣVSP)c ₄₀ ) is calculated, and from these two values, the distance under the above driving conditions is calculated. Fuel consumption rate Wc ₄₀ =
Calculate (ΣTp)c ₄₀ / (ΣVSP)c ₄₀ . In addition,
(ΣTp)c ₄₀ , (ΣVSP)c ₄₀ , and Wc ₄₀ are stored in a predetermined memory. Next, the gear ratio correction section 23
The fuel consumption when changing the gear ratio by outputting the signal 542 at 0 is measured (850). In other words, the fuel consumption rates Wu and W _L are the same as above when the gear ratio is actually moved by 3% to the small side from the current gear ratio (actual gear ratio) and when the gear ratio is moved by 3% to the large side. and measure. The values corresponding to these large side gear ratio and small side gear ratio are sent to the gear ratio correction section 230 by a signal 542.
is entered as . In this case, the measured values and calculated values are similarly stored in a predetermined memory. Steps 840 and 850 are repeated n times, and the fuel consumption rates Wc, Wu, and _WL are each calculated n times (860). Next, calculate the average value of n measurements,
This is stored in a predetermined memory (870). Next, a significant difference between the above measurement results is determined, and if there is no significant difference, the speed ratio correction value Δi in the speed ratio correction value storage section 550 is maintained as it is. On the other hand, if the fuel consumption rate is improved by moving the gear ratio to the smaller side, the gear ratio correction value △i is corrected to the smaller gear ratio side, and by moving the gear ratio to the larger side, the fuel consumption rate is improved. If the consumption rate is improved, the gear ratio correction value △
Correct i to the larger gear ratio side. The method for determining a significant difference in step 880 is to set the number of measurements n to be relatively small (for example, 10 times or less), and make sure that the fuel consumption rate Wu or W _L is the fuel consumption rate for all n measurements.
If it is smaller than Wc, it can be determined that there is a significant difference. Another method for determining a significant difference is to increase the number of measurements n (for example, 11 times or more) and determine that there is a significant difference if the average value of Wu or W _L is smaller than the average value of Wc by a predetermined value or more. There is a way to do it. Any of the above determination methods may be used. The gear ratio correction value is corrected as described above, and based on the gear ratio correction value Δi, the gear ratio is corrected in the gear ratio correction section 230 as follows. The operation of the gear ratio correction section 230 is performed according to the flowchart shown in FIG. First, if the signal 542 from the gear ratio learning control correction determination section 540 is 0, that is, if the gear change is not changed, the process directly proceeds to step 620.
If the signal 542 is not 0, the signal 542 is output as the corrected target gear ratio signal 147 (611).
Next, it is determined whether the gear ratio correction value △i is 0 or not (620), and if the gear ratio correction value △i is 0, no correction is made to the target gear ratio signal 145, and this is set as the correction target. It is output as a gear ratio signal 147 (650). In this case, the engine will be controlled along line Ao shown in FIG. on the other hand,
If the gear ratio correction value is not 0, it is determined whether the vehicle speed and throttle opening are in the range where the gear ratio should be corrected (630). That is, it is determined whether the engine is operating on the line A side rather than line B of the ideal control line. If the vehicle speed or throttle opening is not within the above range, no correction is made to the target gear ratio signal 145 (65
0). When the vehicle speed and throttle opening are in the above range, a gear ratio correction value Δi is added to the target gear ratio signal 145, and this is added to the corrected target gear ratio signal 147.
(640). This gear ratio correction value △
The larger the value of i, the more the corrected target gear ratio signal 147 is corrected to the side where the engine rotation speed is lower. For example, if control has been performed along the line An in FIG. 4 until now, and the gear ratio learning control correction determination unit 540 determines that the fuel consumption rate will be improved by reducing the gear ratio, then The value of the gear ratio correction value Δi is corrected to become larger, and the actual gear ratio is reduced by the action of the gear ratio corrector 230, so that control is performed along the line An ₊₁ . The difference in transmission ratio between line An and line An ₊₁ is 3%. Conversely, if the gear ratio learning control correction determination unit 540 determines that increasing the gear ratio will reduce the fuel consumption rate, the gear ratio correction value Δi is corrected to become smaller, and the gear ratio becomes larger. . That is, control is performed along the line An _-1 .

Next, a second embodiment shown in FIG. 7 will be described. In this embodiment, it is determined whether or not to correct the gear ratio correction value based on the driver's intention. When the driver operates a button, learning control is started (920), and first,
Fuel consumption is measured (930). That is, as in the embodiment shown in FIG. 5 above, the fuel consumption rate Wc at the current gear ratio, the fuel consumption rate Wu when the gear ratio is decreased by 3%, and the fuel consumption when the gear ratio is increased by 3%. Calculate the rate W _L. Next, the results are displayed quantitatively on a display device that can be viewed by the driver (940). Looking at this display result, the driver determines whether or not to modify the gear ratio correction value, and instructs the result by operating a button (950). Next, the driver's instruction is judged (960), and if the gear ratio of the gear ratio correction value is instructed, the gear ratio correction value in the memory is rewritten to the side with a smaller fuel consumption rate (970). If the driver's instruction indicates not to modify the gear ratio correction value, all calculation results are cleared (980).

In the case of the above-mentioned control, since the driver determines whether there is a significant difference in the measurement results, the number of measurements can be made relatively small (for example, three times or less). Furthermore, since the driver can sense engine vibrations, for example, if the vibrations are unacceptable even if fuel efficiency is improved, he can give an instruction not to correct the gear ratio correction value.

In addition, in order to avoid engine rotation becoming unstable, the rotational fluctuation of each engine rotation is detected, and if the rotational fluctuation exceeds a predetermined value, the gear ratio correction value is corrected in that direction. It may be canceled.

(G) Effects of the Invention As explained above, according to the present invention, a switch disposed at a position that can be operated by a driver;
When a command is given from the switch and the vehicle is in a steady running state, a first fuel consumption means calculates a fuel consumption rate from the measured value of the fuel consumption amount within a predetermined time at the current gear ratio and the travel distance. and,
In addition, the gear ratio is changed to a gear ratio larger than the above gear ratio and a gear ratio smaller than the above gear ratio, and the fuel consumption is calculated based on the measured value of fuel consumption within a predetermined time and the travel distance at these gear ratios. comparing the fuel consumption rates calculated by the first, second, and third fuel consumption rate calculation means with the second and third fuel consumption rate calculation means for calculating the fuel consumption rate, and selecting the gear ratio with the smallest fuel consumption rate; a correction value determining means for determining a speed ratio correction value in a corresponding manner; a target speed ratio correction signal for correcting a target speed ratio signal based on the speed ratio correction value to obtain a corrected target speed ratio signal; Feedback control means for controlling the operation of the shift actuator of the continuously variable transmission so that the signal indicating the actual gear ratio matches the corrected target gear ratio signal is provided, so that an operating state with the lowest fuel consumption rate is achieved. The effect is that the gear ratio can be easily achieved. In addition, since the driver can command whether or not to modify the gear ratio by operating a switch, the driver can decide whether or not to modify the gear ratio (for example, if the current gear ratio matches the driver's preference). In cases where it is not appropriate to make corrections while driving on a mountain road, etc., it is possible to stop correcting the gear ratio based on fuel efficiency.

[Brief explanation of drawings]

FIG. 1 is a diagram showing the relationship between the constituent elements of the present invention;
FIG. 2 is a diagram schematically showing a gear ratio control device, an engine, and a continuously variable transmission according to the present invention;
FIG. 3 is a block diagram of a gear ratio control device for a continuously variable transmission according to the present invention, FIG. 4 is a diagram showing an ideal control line according to the present invention, FIG. 5 is a diagram showing an operation flowchart of learning control, and FIG. FIG. 6 is a diagram showing an operation flowchart of the gear ratio correction section, FIG. 7 is a diagram showing an operation flowchart of learning control according to the second embodiment of the present invention, and FIG. 8 is a diagram showing a conventional ideal control line. It is a diagram. 2... Engine, 4... Suction pipe, 5... Air flow meter, 7... Electric signal, 8... Throttle valve, 9... Fuel injection valve, 10... Throttle valve actuator, 12... Stopper, 14... ... Wire, 16 ... Return spring, 18 ... Accelerator pedal, 20 ... Link mechanism, 22 ... Lever, 29 ... Accelerator pedal sensor, 26 ... Electric signal, 28 ... Spring, 30 ... Wire,
32... Safety throttle valve, 34... Fixed part, 3
6...stopper, 38...return spring,
40...Engine rotation speed sensor, 42...Engine rotation speed signal, 50...Continuously variable transmission, 52...
...Centrifugal clutch, 54...Drive pulley, 56...
Driven pulley, 58...Final drive device,
60... Drive shaft, 62... Fixed conical plate, 64...
... Drive pulley cylinder chamber, 66 ... Movable conical plate, 68 ... V-belt, 70 ... Driven shaft, 72 ...
... Fixed conical plate, 74 ... Driven pulley cylinder chamber, 76 ... Movable conical plate, 78, 80 ... Reduction gear, 82, 84 ... Output shaft, 86 ... Vehicle speed sensor, 88 ... Vehicle speed signal, 90 ... ...hydraulic control device,
91, 93... Passage, 92... Speed change control valve, 94
... Oil pump, 96 ... Line pressure regulating valve, 9
8...Pipe line, 100...Electronic control device, 102...
...Electric signal, 104... Electric signal, 106... Electric signal, 108... Electric signal, 110... Throttle valve opening calculation section, 122... Throttle valve actuator driver, 145... Target gear ratio signal, 147...Corrected target gear ratio signal, 150...
Speed change control valve driver, 156...Line pressure function generation circuit, 160...Line pressure regulating valve driver, 210...Target speed ratio calculation circuit, 220...
Actual gear ratio calculation unit, 230... Gear ratio correction unit, 24
0... Comparison circuit, 540... Gear ratio learning control correction determination unit, 550... Gear ratio correction value storage unit, 560
...Fuel injection amount calculation section.

Claims (1)

[Scope of Claims] 1. In a gear ratio control device for a continuously variable transmission that is connected to a vehicle engine and is continuously controlled to a gear ratio corresponding to a target gear ratio signal depending on the driving state of the vehicle, the driver When a command is given from the switch and the vehicle is in a steady running state, the measured value of fuel consumption within a predetermined time at the current gear ratio and the running state are determined. a first fuel consumption rate calculating means for calculating a fuel consumption rate from the distance; second and third fuel consumption rate calculation means each calculating a fuel consumption rate from the measured value of fuel consumption within a predetermined time and the distance traveled; and the first, second and third fuel consumption rate calculation means. A correction value determining means that compares the calculated fuel consumption rates and determines a gear ratio correction value to correspond to the gear ratio with the smallest fuel consumption rate, and corrects and corrects a target gear ratio signal based on the gear ratio correction value. Target gear ratio correction means for generating a target gear ratio signal;
A continuously variable transmission comprising: feedback control means for controlling the operation of a shift actuator of the continuously variable transmission so that a signal indicating an actual gear ratio of the continuously variable transmission matches a corrected target gear ratio signal. Machine gear ratio control device. 2. The gear ratio control device for a continuously variable transmission according to claim 1, wherein the switch also serves as a switch capable of instructing whether to actually perform or suspend correction of the target gear ratio signal.