JPH06316232A - Control device of vehicle with continuously variable transmission - Google Patents

Abstract

PURPOSE:To transmit a sufficient torque through a continuously variable transmission even if the actual gearing ratio is deviated from the target gear ratio, and generate a smooth running by furnishing a torque control device with a comparing means for the actual gear ratio to the target, and installing a target torque value correcting means which is to correct the target torque value on the basis of these values of gear ratio while the result from the comparing means remains out of identicalness. CONSTITUTION:The target gear ratio calculated lay a target gear ratio calculating device d2 is sent to a gear ratio control device d1, and the gear ratio of a continuously variable transmission (b) is turned identical to the target gear ratio value. The target gear ratio calculating device d2 and gear ratio control device d1 constitute a gear ratio control device D. The actual gear ratio calculated by an actual gear ratio calculating device (h) is compared by a comparator device e4 with the target gear ratio calculated by the device d2. While the comparing result remains out of identicalness, the target torque value calculated by a target torque value calculating device e3 is sent to a target torque value correcting device e2. These devices e2, e3, and e4 constitute a torque control device E.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle in which torque output from a variable torque drive device such as an engine having an electric motor or an electronically controlled throttle mechanism is transmitted to wheels via a continuously variable transmission. The present invention relates to a control device for a vehicle with a gear transmission.

[0002]

2. Description of the Related Art In the case of a vehicle with a continuously variable transmission, it is necessary to control the gear ratio and the output torque based on the running state of the vehicle. For this purpose, a gear ratio control device and a torque control device are used. The gear ratio control device calculates the target gear ratio based on the running state of the vehicle and controls the gear ratio of the continuously variable transmission to be the calculated target gear ratio. On the other hand, the torque control device calculates the target torque value based on the traveling state of the vehicle, and controls the drive torque output from the drive device to the calculated target torque value. In this case, the target gear ratio is increased as the vehicle speed is reduced, and the gear ratio is controlled to be maximized by the time the vehicle is stopped at the latest. This is because if the gear ratio is not maximized when the vehicle is stopped, the torque transmitted to the wheels at the time of the next start becomes weak and the vehicle cannot start smoothly.

However, if the vehicle is suddenly braked while traveling on a road having a low friction coefficient, such as on an icy road, the wheels may be locked immediately, and the wheels may coast to a stop in the locked state. In such a case, even if the gear ratio of the transmission is corrected to increase until the wheels are locked, the wheels still lock before reaching the maximum gear ratio,
The maximum gear ratio may not be achieved when the vehicle is stopped. In the case of a continuously variable transmission in which the gear ratio cannot be changed when the wheels are locked, the above phenomenon is unavoidable. When such a phenomenon occurs, sufficient torque cannot be transmitted to the wheels at the next start, and smooth start cannot be performed. A technique for coping with this is disclosed in JP-A-62-175228. In this technique, the gear ratio is forcibly set to the maximum gear ratio when the vehicle is stopped.

[0004]

However, in the case where there is no clutch between the wheels and the continuously variable transmission, and the continuously variable transmission does not rotate unless the wheels rotate, it is disclosed in Japanese Patent Laid-Open No. 62-1752.
The technology of Japanese Patent No. 28 cannot be used. This is because a normal continuously variable transmission can increase or decrease the gear ratio only during rotation, and often cannot increase or decrease the gear ratio while rotation is stopped.
In view of this, the present invention is intended to allow sufficient torque to be transmitted to the wheels for smooth running even when the actual gear ratio of the transmission deviates from the target gear ratio for some reason.

[0005]

To this end, the present invention has created a control device whose concept is schematically shown in FIG. This control device is a control device for a vehicle with a continuously variable transmission that travels by transmitting the torque output from the drive device A to the wheels C via the continuously variable transmission B, and based on the traveling state of the vehicle, the target gear shift is performed. The ratio is calculated and the continuously variable transmission B
And a target torque value based on the running state of the vehicle, and a torque output from the drive unit A is calculated as the target torque. Torque control device E for controlling the value
In the control device for a vehicle with a continuously variable transmission, the torque control device E is configured to compare the actual gear ratio and the target gear ratio of the continuously variable transmission B with the result of the mismatch between the comparison device. The target torque value correcting means for correcting the calculated target torque value based on the actual gear ratio and the target gear ratio while being obtained is added (corresponding to claim 1).

Here, the target torque value correcting means corrects the calculated target torque value to an increasing side according to the deviation between the actual speed ratio and the target speed ratio when the vehicle starts. It is preferable (corresponding to claim 2). Furthermore, it is desirable that the target torque value correction means corrects the calculated target torque value until the actual speed ratio and the target speed ratio match when the vehicle starts (claim 9). Corresponding to 3). Then, as schematically shown in FIG. 2, when the vehicle starts, the gear ratio control device D1 sets the actual gear ratio at the vehicle start until the actual gear ratio and the calculated target gear ratio match. The target torque value correcting means corrects the calculated target torque value to the increasing side in accordance with the deviation between the calculated target speed ratio and the fixed actual speed ratio. It is even more desirable that the present invention (corresponding to claim 4).

[0007]

According to the control device schematically shown in FIG. 1, the gear ratio control device D calculates the target gear ratio based on the running state, and the gear ratio of the continuously variable transmission B becomes the target gear ratio. To do. Here for some reason (for example, if the wheels are locked while traveling on ice as mentioned above)
Then, if the target speed ratio and the actual speed ratio do not match,
The occurrence of the inconsistency is detected on the torque control device E side, and the target torque value calculated based on the running state of the vehicle is corrected. As a result, the corrected target torque value is output from the drive device A. As a result, the torque according to the traveling state is transmitted to the wheel C despite the shift of the gear ratio, and the vehicle travels smoothly.

In particular, the target torque value correcting means corrects the calculated target torque value to the increasing side according to the deviation between the actual speed ratio and the target speed ratio when the vehicle starts (claim 2). In case the gear ratio does not return to the maximum gear ratio by the time the vehicle is stopped and smooth restart is not possible without changing the gear ratio, the drive torque of the drive device is increased to complement it. , The vehicle can start quickly.

The target torque value correcting means corrects the target torque value until the actual gear ratio matches the target gear ratio when the vehicle starts, and thereafter does not correct the target torque value (corresponding to claim 3). The necessary corrections are made when necessary, but unnecessary corrections are not made, ensuring smooth running. Further, when the vehicle starts in a state where the target gear ratio does not match the actual gear ratio, the target gear ratio is fixed to the actual gear ratio at the time of starting and the target gear ratio calculated based on the running state of the vehicle is fixed. While the gear ratio remains unchanged until it matches the actual gear ratio, the torque transmitted to the wheels is compensated by compensating for the deviation of the gear ratio on the drive torque side during that time (corresponding to claim 4). Changes smoothly and the starting of the wheels is not jerky.

[0010]

EXAMPLES Next, two examples of the present invention will be described in order. First Embodiment (see FIGS. 3 to 6) FIG. 3 shows a system block diagram of a vehicle control device with a continuously variable transmission according to the first embodiment. In the figure, a is an electric motor used as a drive device and has a variable torque. Reference numeral b denotes a continuously variable transmission, and a toroidal type continuously variable transmission is preferably used. A reduction gear f is attached to the output shaft of the continuously variable transmission b, a differential gear g is attached to the output shaft of the reduction gear f, and a pair of output shafts of the differential gear g has drive wheels c1 ,. Each of c2 is attached.

In this vehicle, a sensor i for detecting the number of revolutions of the electric motor a, an accelerator opening sensor j for detecting the depression amount of an accelerator pedal (not shown), a sensor k for detecting the vehicle speed, and a brake pedal (not shown) are depressed. A brake switch m that is turned on when the brake pedal is turned on and a sensor n that detects the amount of depression of the brake pedal are attached. These are sensors that detect the running state of the vehicle.

The output of the motor speed sensor i and the output of the vehicle speed sensor k are input to the actual gear ratio calculating device h. Here, the gear ratio is a value obtained by dividing the input shaft rotation speed by the output shaft rotation speed of the continuously variable transmission b, and corresponds to the output of the vehicle speed sensor k divided by the output of the motor rotation speed sensor i. The larger this value, the lower the wheel rotation speed with respect to the motor rotation speed, but the stronger torque is transmitted to the wheels.

The outputs of the accelerator opening sensor j, the vehicle speed sensor k, the brake switch m, and the brake pedal depression sensor n are input to the target gear ratio calculating device d2. The target gear ratio calculation device d2 is physically composed of a computer, and this computer is illustrated with reference to the maps shown in FIGS. 4B and 4C (which is stored in the computer). 4 (A) (specifically, S2 described later)
~ S8 or S2 to S14) is executed to calculate the target gear ratio. In the process of calculating the target gear ratio, a signal indicating the running state of the vehicle such as the on / off state of the brake switch m or the output of the vehicle speed sensor k, the accelerator opening sensor j and the brake pedal depression sensor n is used.

The target gear ratio calculating device d2 calculates the target gear ratio based on the running state of the vehicle and sends the calculated target gear ratio to the gear ratio control device d1. Gear ratio control device d1
Is equipped with an actuator for changing the gear ratio of the continuously variable transmission b, and makes the gear ratio of the continuously variable transmission b match the target gear ratio by this actuator. The target gear ratio calculation device d2 and the gear ratio control device d1 constitute the gear ratio control device D of the present invention. The device D calculates the target gear ratio based on the running state of the vehicle, and the continuously variable The gear ratio of the transmission b is controlled to the calculated target gear ratio.

By the operation of the gear ratio control device D, the target gear ratio calculated by the target gear ratio calculating device d2 and the actual gear ratio calculated by the actual gear ratio calculating device h are usually equal. However, when the running state of the vehicle suddenly changes and the actuator cannot keep up with it, the target gear ratio and the actual gear ratio deviate. As mentioned above, when the wheels are locked, the actual speed ratio has not returned to the maximum speed ratio even though the wheels are stopped and the target speed ratio is the maximum speed ratio. It is easy to happen.

The outputs of the motor speed sensor i, the accelerator opening sensor j, the brake switch m and the brake pedal depression sensor n are input to the target torque value calculating device e3. The target torque value calculation device e3 is composed of the same computer as that of the target gear ratio calculation device d2, and this computer has a map shown in FIG. 5 (B) (which is stored in the computer). Exist)
The target torque value is calculated by executing the processing procedure of FIG. 5A (specifically, the processing of S32 to S38 or S32 to S44 described below) with reference to FIG. In the process of calculating the target torque value, a signal indicating the running state of the vehicle such as the on / off state of the brake switch m or the output of the motor speed sensor i, the accelerator opening sensor j, and the brake pedal depression sensor n is used. .

In FIG. 3, e4 is a comparison device for comparing the target gear ratio calculated by the target gear ratio calculating device d2 and the actual gear ratio calculated by the actual gear ratio calculating device h. This comparison device is also composed of a computer that constitutes the target torque value calculation device e3 and the target gear ratio calculation device d2, and the comparison is performed by the computer executing the process of step S46 in FIG. With this comparison device e4,
The target torque value calculated by the target torque value calculation device e3 is sent to the torque control device e1 while the result that the target speed ratio and the actual speed ratio are in agreement is obtained. on the other hand,
While the comparison device e4 obtains the result that the target speed ratio and the actual speed ratio do not match, the target torque value calculated by the target torque value calculation device e3 is sent to the target torque value correction device e2.

The target torque value correction device e2 is also composed of the same computer, and corrects the target torque value by executing the processing shown in step S48 of FIG. In the process of this correction, the actual gear ratio calculation device h
The actual gear ratio calculated in step 1 and the target gear ratio calculated in the target gear ratio calculation device d2 are used. More specifically, the larger the deviation between the actual gear ratio and the target gear ratio, the more strongly the target torque value is corrected to the increasing side. In step S48 of FIG. 5, γ0
Is the target gear ratio, γ is the actual gear ratio, and TMO
Is the target torque value before correction, and TM is the target torque value after correction.

The correction of the target torque value is carried out by the comparing device e4 of FIG. 3 until the target speed ratio and the actual speed ratio match, and when they do match, the correction is stopped. This corresponds to step S48 of FIG. 5 being executed during the time of step S46 being NO and being skipped when the result is YES.
The torque control device e1 of FIG. 3 is mainly configured by an electric circuit that adjusts a current flowing through the electric motor a, and adjusts the output torque of the electric motor a to a target torque value (or a corrected target torque value).

The torque control device e1, the target torque value correction device e2, the target torque value calculation device e3, and the comparison device e.
4 constitutes the torque control device E of the present invention. The target torque value calculation device e3 calculates a target torque value based on the running state of the vehicle, the comparison device e4 compares the target gear ratio with the actual gear ratio, and the target torque value correction device e2 calculates the target gear ratio with the actual gear ratio. While the calculated target torque value does not match, the calculated target torque value is corrected based on the actual gear ratio and the target gear ratio, and the torque control device e1 outputs the corrected (or not corrected) target torque value from the electric motor a. To control. Further, as will be apparent from the processing of FIG. 5 described later, the target torque value correction device e2 corrects the target torque value to the increasing side according to the deviation between the actual gear ratio and the target gear ratio. Further, the correction is performed until the comparison device e4 detects that the target gear ratio and the actual gear ratio match, and after the match, the correction is not performed.

Next, referring to FIG. 4, a target gear ratio calculating device d
2 and the processing executed by the gear ratio control device d1 will be described. First, in step S2, it is determined whether the vehicle is braking by determining whether the brake switch m is on or off. If the vehicle is not being braked, the signal from the accelerator opening sensor j is input in step S4, and the signal from the vehicle speed sensor k is input in step S6. Next, referring to the map of FIG. 4 (B), the target gear ratio is calculated based on the accelerator opening and the vehicle speed (step S8). Here, a relationship is used in which the faster the vehicle speed, the smaller the target gear ratio, and the larger the accelerator opening, the larger the target gear ratio. When the gear ratio is selected in this way, the vehicle runs efficiently and smoothly.

During braking, step S2 becomes YES, and in this case, the signal of the brake pedal depression sensor n is input (step S10), and the signal of the vehicle speed sensor k is input (step S12). Is calculated (step S14). Here, referring to the map of FIG. 4 (C), the gear ratio is increased as the vehicle speed decreases, and the target gear ratio is increased from the higher speed side as the brake pedal is pressed harder. According to this relationship, the brake feeling is natural and the regenerative energy is efficiently regenerated by the electric motor. The processing from step S8 to S14 is executed by the target gear ratio calculation device d2 in FIG.

When the target gear ratio is calculated in steps S8 to S14, it is then compared with the actual gear ratio in step S16. If the actual gear ratio is large, the actuator is normally rotated (step S18). When the actuator is normally rotated, the actual gear ratio decreases. On the other hand, if the actual gear ratio is less than the target gear ratio (Yes in step S20), the actuator is reversed (step S22). When the actuator is reversed, the actual gear ratio increases. If the actual gear ratio and the target gear ratio match, steps S18 and S22
Are skipped, and the target speed ratio and the actual speed ratio are maintained in a state of being matched. Through the processes of steps S16 to S22, the process of setting the actual gear ratio as the target gear ratio is performed. This is executed by the gear ratio control device d1.

Next, the processing executed by the torque control device E will be described with reference to FIG. In step S32, it is determined whether the vehicle is braking. If the vehicle is not being braked, the signal from the accelerator opening sensor j is input (step S34), and the signal from the motor rotation speed sensor i is input (step S3).
6). Next, the target torque value TMO is calculated based on the map of FIG. 5 (B), the accelerator opening and the motor rotation speed. Figure 5
In the map of (B), the target torque value is determined based only on the accelerator opening, but it may be preferable to relate it to the motor rotation speed as well. The processing of steps S32 to S38 is executed by the target torque value calculation device e3. After the end of step S38, step S46 is executed to compare the actual gear ratio (γ) with the target gear ratio (γ0). This process is executed by the comparison device e4. If they do not match, step S48 is executed to correct the target torque value. In this correction, the target gear ratio γ0 is divided by the actual gear ratio γ, and the divided value is calculated as the target torque value TM.
The target torque value TM is corrected by multiplying O. With this correction, the same torque as the torque transmitted to the wheels when the drive torque having the target torque value TMO before correction is generated in the motor a in the state where the target gear ratio γ0 is adjusted, and the actual gear ratio is γ Therefore, the vehicle can start and run smoothly while compensating for the shift in the gear ratio. This step S48 is performed by the target torque value correction device e2.
This process is performed by the comparison device e4 or step S4.
46 is executed while the target speed ratio and the actual speed ratio do not match. Step S50 is a process for increasing or decreasing the torque of the motor a to reach the target torque value (or the corrected target torque value), which is executed by the torque control device e1.

The operation obtained by the above processing will be described with reference to FIG. If the maximum gear ratio γ _MAX is not returned when the vehicle is stopped for some reason, the actual gear ratio (γ) and the target gear ratio (γ0) deviate when the vehicle starts. As is clear from FIG. 4 (B), the target gear ratio γ0 is equal to the maximum gear ratio γ _MAX when the vehicle is stopped or running at low speed. Therefore, the actual gear ratio is promptly adjusted to the target gear ratio γ _MAX side by the processing after step S4 in FIG. 4 (see the line of b1). When the maximum gear ratio γ _MAX is reached and the target gear ratio is reached, the state is continued (see the line of b2). Then, as the target speed ratio decreases as the vehicle speed increases, the actual speed ratio also decreases following the decrease (line b3). Timing t in FIG.
Up to 1 is in a non-coincidence state, and after timing t1 is a non-coincidence state.

On the other hand, the torque of the motor a is at the timing t.
Before 1 is corrected to the increasing side so as to compensate the shift of the gear ratio (see the line of TM), the correction amount becomes smaller as the shift of the gear ratio becomes smaller, and the correction amount becomes zero at the timing t1. After that, the target torque value that is not corrected is adjusted. As a result, the torque transmitted to the wheels becomes an appropriate value from the beginning despite the shift of the gear ratio, and the vehicle accelerates rapidly. This embodiment is particularly effective when the vehicle starts, but is not limited to this,
It works well even when the actual gear ratio deviates from the target gear ratio for some reason during traveling. In the process of FIG. 5, step S32 becomes yes during braking. At this time, the signal of the vehicle speed sensor k is input (step S40), and the signal of the brake pedal depression sensor n is input (step S4).
2). Then, based on these, the target value of the regenerative torque generated in the electric motor a is calculated (step S4).
4). After that, the torque increasing / decreasing process is performed (step S50), and the braking motor a is controlled so as to obtain a preferable regenerative torque.

Second Embodiment (FIGS. 7 to 9) In this embodiment, if the target gear ratio and the actual gear ratio do not match when the vehicle starts, the actual gear ratio is fixed to the actual gear ratio when starting. The actual gear ratio continues to be fixed until the running state of the vehicle changes and the target gear ratio changes, and as a result the target gear ratio matches the fixed actual gear ratio. During that time, the torque is corrected based on the fixed actual gear ratio and the target gear ratio.

FIG. 7 shows a processing procedure executed by the gear ratio control device D. Step S6 during non-braking
No becomes 2, and the target gear ratio is calculated in steps S64 to S68. This is steps S4 to S8 in FIG.
Equivalent to. Next, it is determined whether FLAG is 1 (step S70). As will be described later, when the vehicle is braked (YES in step S62), the vehicle speed is zero (YES in step S100), and the actual gear ratio at that time is not the maximum gear ratio γ _MAX (step S104). Is "0"), it is set to "1", and otherwise it is zero. On the other hand, during non-braking (when step S62 is NO), it is zero while the actual gear ratio and the target gear ratio are equal (while step S82 is YES). That is, F
LAG has a maximum gear ratio γ that is the actual gear ratio when the vehicle is stopped.
_It is set to "1" when it does not return to _MAX , and is held at "1" until the target gear ratio and the actual gear ratio match while traveling, and otherwise has a value of zero. Step S7
If FLAG is zero at 0 (NO), steps S70 to S78 are performed, and the processing for matching the actual gear ratio with the target gear ratio is executed.

On the other hand, while FLAG is "1", steps S72 to S78 are skipped. That is, the actual gear ratio is maintained at that value. As described above, FLAG becomes "1" when the vehicle is stopped before the maximum gear ratio is restored. In this case, steps S72 to S7 are executed.
Since Step 8 is skipped, the gear ratio is not adjusted until FLAG becomes zero, that is, until the target gear ratio matches the actual gear ratio and FLAG becomes zero in step S84. As a result, if the vehicle stops before the maximum gear ratio is restored, the actual gear ratio remains the same as when the vehicle started, and the target gear ratio changes and matches the actual gear ratio. Until that time, it will be fixed. The fixed gear ratio at this time is γ ^* (step S
80).

Step S86 which is executed during vehicle braking
S98 is the same as steps S10 to S22 in FIG. 4, and a description thereof will be omitted. FLAG after step S100
This is for processing and is set to zero as long as the vehicle speed does not become zero (step S102). It is also set to zero when returning to the maximum gear ratio when stopped (step S1).
06). Then, it is set to "1" only when the maximum gear ratio is not restored when stopped (step S108). The FLAG set to "1" is returned to zero when the target gear ratio matches the actual gear ratio during power running (step S84).

FIG. 8 shows the processing contents of the torque control device E. This process differs from the process of FIG. 5 (A) in the following two points. The first difference is that step S46 is replaced by step S118. As a result of this, FIG.
According to the processing of step S120, the vehicle is stopped before the maximum gear ratio is completely returned to, and then the step S120 is executed until the target gear ratio changes and becomes equal to the actual gear ratio. Further, the method of correcting the target torque value is different from that in step S48 of FIG. 5 (A). In FIG. 5 (A), the correction is performed by using the actual gear ratio that changes from moment to moment, whereas in the case of FIG. 8, the correction is performed based on the fixed gear ratio γ ^* . The other points are the same as those in the first embodiment.

The operation obtained by the processing of FIGS. 7 and 8 will be described with reference to FIG. If the vehicle stops before the gear ratio returns to the maximum gear ratio, the gear ratio at the next start does not reach the maximum gear ratio γ _MAX . At this time, the gear ratio is not corrected, and the gear ratio γ ^{* at} that time is set (see line e1). At this time, the torque is corrected based on γ ^* and γ _MAX . If the calculated target torque value TMO is constant, the correction torque value is also constant (see line d1). As the vehicle speed increases, the target gear ratio also decreases (line e2).
The target torque value corrected in accordance with this also decreases (line d2). Then, the target gear ratio and the actual gear ratio come to coincide with each other (timing t2). After this, no correction is made,
Return to normal state. FIG. 9 shows a state at the time of starting with the accelerator pedal depressed at a constant amount, and the torque transmitted to the wheels is kept at an appropriate value from the beginning (line f1).
reference). According to this embodiment, the gear ratio does not unnecessarily increase or decrease, and the start of the vehicle does not become jerky.

[0033]

According to the present invention, since the shift of the gear ratio in the continuously variable transmission is compensated for by the torque output from the drive device, an appropriate torque is transmitted to the wheels and the vehicle has good running characteristics. Can be secured.

[Brief description of drawings]

FIG. 1 is a diagram schematically showing an outline of the invention.

FIG. 2 is a diagram schematically showing an outline of the invention.

FIG. 3 is a system diagram of the apparatus used in the examples.

FIG. 4 is a control procedure diagram of a gear ratio

FIG. 5 is a torque control procedure diagram.

FIG. 6 is a diagram for explaining the operation of the first embodiment.

FIG. 7 is a gear ratio control procedure diagram of the second embodiment.

FIG. 8 is a torque control procedure diagram of the second embodiment.

FIG. 9 is a diagram for explaining the operation of the second embodiment.

[Explanation of symbols]

A: Drive device B: Continuously variable transmission C: Wheel D: Gear ratio control device d2; Steps S2 to S8, Steps S2 to S14: Target gear ratio calculation device d1; Steps S16 to S22: Gear ratio control device E: Torque Control device e1; Step S50: Torque control device e2; Step S48: Target torque value correction device e3; Steps S32 to S38: Target torque value calculation device e4; Step S46: Comparison device

Claims (4)

[Claims] 1. A control device for a vehicle with a continuously variable transmission that transmits torque output from a drive device to wheels via a continuously variable transmission, and calculates a target gear ratio based on a traveling state of the vehicle. And a gear ratio control device that controls the gear ratio of the continuously variable transmission to the calculated target gear ratio, and a target torque value based on the running state of the vehicle, and a torque output from the drive device. In a control device for a vehicle with a continuously variable transmission including a torque control device for controlling the calculated target torque value, the torque control device compares an actual gear ratio of the continuously variable transmission with a target gear ratio. Means and a target torque value correction means for correcting the calculated target torque value based on the actual speed change ratio and the target speed change ratio while the comparison result is obtained by the comparison means. Characterized by Control device for a vehicle with a continuously variable transmission. 2. The control device for a vehicle with a continuously variable transmission according to claim 1, wherein the target torque value correction means, in response to a deviation between the actual speed ratio and the target speed ratio, when the vehicle is started, A control device for a vehicle with a continuously variable transmission, which corrects the calculated target torque value to an increasing side. 3. The control device for a vehicle with a continuously variable transmission according to claim 2, wherein the target torque value correction means is provided until the actual speed ratio and the target speed ratio match when the vehicle is started. A control device for a vehicle with a continuously variable transmission, which corrects the calculated target torque value. 4. The control device for a vehicle with a continuously variable transmission according to claim 2, wherein the gear ratio control device until the actual gear ratio and the calculated target gear ratio match when the vehicle starts. During this period, a means for fixing the actual speed ratio to the actual speed ratio when the vehicle starts is provided, and the target torque value correcting means is responsive to a deviation between the calculated target speed ratio and the fixed actual speed ratio. A control device for a vehicle with a continuously variable transmission, which corrects the calculated target torque value to an increasing side.