JP5899566B2 - Control device for belt type continuously variable transmission - Google Patents

Description

  The present invention relates to a belt type continuously variable transmission control device for performing drive control of a belt type continuously variable transmission, and relates to a control method in a transition period in which a drive state is switched to a driven state.

  Conventionally, a control device as disclosed in Patent Document 1 below is used to control a belt-type continuously variable transmission. In this control device, the driving state driven from the power source side is distinguished from the driven state where the power source side is driven, and the belt clamping pressure in both states is optimized in consideration of the safety factor. Further, in this control device, the belt clamping pressure in the driven state is calculated in consideration of the driving torque of the engine auxiliary equipment including the oil pump, the air conditioner, and the alternator. Therefore, according to this control device, it is not necessary to apply an excessively large belt clamping pressure as compared with the case where a high belt clamping pressure is applied regardless of whether it is in a driven state or a driven state. Fuel consumption performance can be improved.

  A control device for a belt type continuously variable transmission for a vehicle disclosed in Patent Document 2 below is provided in order to improve a safety factor when the state is switched from the driving state to the switching state. In this control device, by controlling to temporarily increase the belt clamping pressure when the operation state is switched between the driving state and the driven state, the impact due to backlash in the rotation direction of the pulley portion is reduced. I am letting.

JP 2001-330126 A JP 2007-285333 A

  As described above, in the prior art, measures are taken to improve fuel consumption by controlling the belt clamping pressure by distinguishing between the driven state and the driven state. Here, in order to further improve fuel efficiency while preventing belt slippage, the clamping pressure applied to the belt in the belt-type continuously variable transmission does not become excessively large even in the transition period when the driving state is switched to the driven state. It is desirable to control. However, in the prior art disclosed in Patent Document 1, the belt clamping pressure is optimized under the condition that the load of the engine auxiliary equipment is applied in the transition period when the driving state is switched to the driven state, thereby improving the fuel consumption. No mention is made of the technical idea.

  Further, in the prior art disclosed in Patent Document 2, the belt clamping pressure is increased in order to reduce the impact caused by backlash in the rotation direction of the pulley portion when switching from the driving state to the driven state. Has been mentioned. However, the control of the belt clamping pressure performed in this prior art has a problem of loose impact caused by the guide structure on the fixed side and the movable side of the pulley, and a driving torque (load) accompanying the operation of the engine accessories is applied. This is not a problem of belt slippage. Therefore, in the prior art, there is a problem that it is not possible to optimize the belt clamping pressure in the transition period in which the driving state is switched to the driven state under a condition where a load is applied by the engine accessory.

  Therefore, the present invention prevents the pinching pressure acting on the belt from becoming excessively large while preventing the occurrence of belt slipping when a load is applied by an engine auxiliary device in a transition period when the driving state is switched to the driven state. An object of the present invention is to provide a control device for a belt type continuously variable transmission that can be controlled to improve fuel efficiency of a vehicle.

The belt type continuously variable transmission control device of the present invention provided to solve the above-described problem includes a drive transmission device that uses an engine as a drive source and can input and output power via the belt type continuously variable transmission. And an oil pump driven by the engine and an alternator driven by the engine as at least an auxiliary machine, and a fuel cut operation for stopping fuel supply to the engine in a state where the vehicle is running at a reduced speed can be performed. In the above-described vehicle, the belt-type continuously variable transmission is used for pressure regulation control of the belt clamping pressure applied to the belt-type continuously variable transmission. The control device for a belt type continuously variable transmission according to the present invention is an input estimated torque deriving unit that derives an estimated value of torque input to a continuously variable transmission mechanism included in the belt type continuously variable transmission as an input estimated torque. And target clamping pressure setting means for setting a belt clamping pressure to be applied to the belt in the belt type continuously variable transmission based on the estimated input torque derived by the estimated input torque deriving means, and the target A clamping control means capable of regulating the belt clamping pressure generated in the belt-type continuously variable transmission based on the target clamping pressure set by the clamping pressure setting means, and the belt-type continuously variable transmission on the power source side Driving state determination means for determining whether the driving state is driven by the power transmitted from the power source or the driven state in which the power source side is driven, and determines whether the fuel cut operation is possible And Yuerukatto permission determination means, and an output capable accessory operation command means the operation command to the auxiliary device. The belt type continuously variable transmission control device according to the present invention provides at least the driving torque of the oil pump and the driving torque of the auxiliary machine when the driving state determining means determines that the driven state is established. It is possible to derive the estimated input torque as being included, set the target clamping pressure based on the estimated input torque, and control the belt clamping pressure so as to be the target clamping pressure. The belt type continuously variable transmission control apparatus according to the present invention is a stage in which the drive state is shifted to the driven state, and a timing β after a predetermined time ΔT from a timing α at which the fuel cut operation permission determination is made. When the operation command for the alternator is output, the belt clamping pressure is controlled by the clamping pressure control means at a timing γ between the timing α and the timing β and a predetermined time Δt before the timing β. A pressure regulation command is output.

  In the belt type continuously variable transmission control device of the present invention, the estimated input torque in the driven state is derived in consideration of the driving torque of the oil pump using the engine as a driving source and the auxiliary machine including at least the alternator. Based on the result, pressure regulation control of the belt clamping pressure is performed. Therefore, according to the belt type continuously variable transmission control device of the present invention, excessive setting of the belt clamping pressure is eliminated, fuel consumption is reduced, and belt slippage occurs during the transition from the driving state to the driven state. It can be prevented from occurring.

  Further, in the belt type continuously variable transmission control device of the present invention, when a request for starting the operation of the auxiliary machine is issued in the transition period from the driving state to the driven state, a response delay of the belt clamping pressure occurs. In consideration of this, the belt clamping pressure adjustment command is output within the period from the determination of permission of the fuel cut operation to the timing β at which the alternator operation command is actually output. In other words, the belt clamping pressure adjustment command is output at a timing γ after the timing α at which the fuel cut operation permission determination is made and before the timing β and a predetermined time before the timing β. As a result, it is possible to prevent belt slippage due to a response delay of the hydraulic pressure without applying an excessively large belt clamping pressure in the transitional period to the driven state. Therefore, according to the present invention, it is possible to provide a control device for a belt-type continuously variable transmission that can reliably prevent belt slipping while obtaining an effect of reducing fuel consumption.

  According to the present invention, in the transition period when the driving state is switched to the driven state, when a load is applied by the engine accessory, control is performed so that the pinching pressure acting on the belt does not become excessively large, thereby improving the fuel efficiency of the vehicle. It is possible to provide a control device for a belt-type continuously variable transmission that can contribute to the above.

The skeleton figure which shows the transmission system employ | adopted in the vehicle carrying the control apparatus for belt type continuously variable transmission which concerns on one Embodiment of this invention, and explanatory drawing which showed the structure of the control apparatus for belt type continuously variable transmission It is. It is a flowchart which shows the operation control implemented by the control apparatus for belt type continuously variable transmission which concerns on one Embodiment of this invention. It is a timing chart which shows the state which performed operation control by the control device for belt type continuously variable transmissions concerning one embodiment of the present invention.

  Subsequently, for a belt type continuously variable transmission control device C (hereinafter, also simply referred to as “control device C”) according to an embodiment of the present invention, a vehicle A in which the control device C is mounted is taken as an example with reference to the drawings. The details will be described. In the following description, an outline of the configuration of the vehicle A will be described prior to the description of the control device C which is a characteristic configuration of the present invention.

  The vehicle A of this embodiment includes a transmission system T, an engine E, a control device C, and the like as shown in FIG. The transmission system T is an FF horizontal transmission for an automobile, and is transmitted to the drive shaft 10 by switching the rotation of the input shaft 3 and the input shaft 3 driven by the engine output shaft 1 via the torque converter 2 between forward and reverse. The forward / reverse switching device 4, the continuously variable transmission 7 including the drive pulley 11, the driven pulley 21, and the V belt 15 wound between both pulleys, and the differential device 30 that transmits the power of the driven shaft 20 to the output shaft 32. Etc. The input shaft 3 and the drive shaft 10 are arranged on the same axis, and the driven shaft 20 and the output shaft 32 of the differential device 30 are arranged parallel to the input shaft 3 and non-coaxially. Therefore, the transmission system T has a three-axis configuration as a whole.

  The V-belt 15 employed in this embodiment is a known metal belt composed of a pair of endless tension bands and a large number of blocks supported by these tension bands.

  Each component constituting the transmission system T is accommodated in the transmission case 5. An oil pump 6 is disposed between the torque converter 2 and the forward / reverse switching device 4. Although not shown in FIG. 1, the oil pump 6 includes an oil pump body fixed to the transmission case 5, an oil pump cover fixed to the oil pump body, and between the oil pump body and the oil pump cover. And a pump gear housed in the housing. The pump gear is driven by the pump impeller 2 a of the torque converter 2. The turbine runner 2b of the torque converter 2 is connected to the input shaft 3, and the stator 2c is supported by the transmission case 5 via the one-way clutch 2d.

  The torque converter 2 is provided with a lockup clutch 2e that directly connects the input side and the output side thereof. The lockup clutch 2e is a hydraulic friction clutch that is frictionally engaged based on a differential pressure (lockup differential pressure) ΔP between the hydraulic pressure in the engagement side oil chamber 2f and the hydraulic pressure in the release side oil chamber 2g. The engagement state or the release state is established by controlling the differential pressure ΔP.

  The oil pump 6 is operated by power input from the engine E. Accordingly, the operation of the oil pump 6 is interlocked with the engine E. That is, while the engine E is operating, the oil pump 6 also operates, but when the engine E stops, the oil pump 6 also stops. Also, by operating the oil pump 6, oil can be pumped toward the hydraulic operation devices such as the forward / reverse switching device 4 and the CVT 7 to be described in detail later, and the line pressure (hydraulic pressure) can be applied. Therefore, the hydraulic pressure cannot be applied to the forward / reverse switching device 4 or the CVT 7 while the engine E is stopped.

  The forward / reverse switching device 4 includes a planetary gear mechanism 40, a reverse brake 50, and a direct coupling clutch 51. The planetary gear mechanism 40 is of a so-called single pinion type, in which a sun gear 41 is connected to the input shaft 3 that is an input rotating member, and a ring gear 42 is connected to the drive shaft 10 that is an output rotating member. . The reverse brake 50 corresponds to the starting clutch at the time of forward movement in the present invention, and is provided between the carrier 44 that supports the pinion gear 43 and the transmission case 5. The direct coupling clutch 51 is provided between the carrier 44 and the sun gear 41. When the direct clutch 51 is released and the reverse brake 50 is engaged, the rotation of the input shaft 3 is reversed and decelerated and transmitted to the drive shaft 10. Conversely, when the reverse brake 50 is released and the direct clutch 51 is engaged, the carrier 44 and the sun gear 41 of the planetary gear mechanism 40 rotate together, so that the input shaft 3 and the drive shaft 10 are directly connected.

  The drive pulley 11 of the continuously variable transmission 7 includes a fixed sheave 11a, a movable sheave 11b, and a hydraulic servo 12. The fixed sheave 11 a is integrally formed on the shaft of the drive shaft (pulley shaft) 10. The movable sheave 11b is supported on the drive shaft 10 via a roller spline portion so as to be axially movable and integrally rotatable. The hydraulic servo 12 is provided behind the movable sheave 11b. A piston portion extending to the back side is integrally formed on the outer peripheral portion of the movable sheave 11b (not shown), and the outer peripheral portion of this piston portion is an inner peripheral portion of a cylinder (not shown) fixed to the drive shaft 10. Is in sliding contact. A hydraulic oil chamber 12a of the hydraulic servo 12 is formed between the movable sheave 11b and the cylinder, and shift control is performed by controlling the flow rate to the hydraulic oil chamber 12a.

  The driven pulley 21 includes a fixed sheave 21a, a movable sheave 21b, and a hydraulic servo 22. The fixed sheave 21 a is integrally formed on the driven shaft (pulley shaft) 20. The movable sheave 21b is supported on the driven shaft 20 via a roller spline portion (not shown) so as to be axially movable and integrally rotatable. The hydraulic servo 22 is provided behind the movable sheave 21b. A cylinder portion (not shown) extending to the back side is integrally formed on the outer peripheral portion of the movable sheave 21b, and a piston (not shown) fixed to the driven shaft 20 is in sliding contact with the inner peripheral portion of the cylinder portion. Yes. A hydraulic oil chamber 22a of the hydraulic servo 22 is formed between the movable sheave 21b and the piston, and the clamping pressure acting on the V belt 15 is adjusted by controlling the hydraulic pressure of the hydraulic oil chamber 22a, which is necessary for torque transmission. Belt thrust is given. Note that a spring 24 for applying an initial thrust is disposed in the hydraulic oil chamber 22a. The magnitude of the clamping pressure acting on the V-belt 15 can be appropriately adjusted to an appropriate value under the control of the control device P described in detail later.

  One end of the driven shaft 20 extends toward the engine E side, and the output gear 27 is fixed to this one end. The output gear 27 meshes with the ring gear 31 of the differential device 30, and power is transmitted from the differential device 30 to the output shaft 32 extending left and right to drive the wheels.

  The engine E is constituted by an internal combustion engine and includes an electronically controlled throttle that can adjust the opening degree (output). The engine E is connected to the transmission system T described above via the output shaft 1, and power can be input to the torque converter 2 and the oil pump 6. The engine E is operation-controlled so as to operate in cooperation with the CVT 7 described above.

  In addition to the transmission system T and the engine E described above, the vehicle A includes an auxiliary device 60 that operates by the power of the engine E. The auxiliary machine 60 operates by receiving power from the engine E. In the vehicle A, as an auxiliary machine 60, an alternator 62, an air conditioner driving unit 64, and the like are mounted.

  The control device C is for obtaining information such as the torque generated in the engine E and the operating state of the auxiliary device 60 and adjusting the clamping pressure acting on the V belt 15 in the CVT 7. As shown in FIG. 1, the control device C of the present embodiment includes an input estimated torque deriving unit 70, a nipping pressure deriving unit 72, a nipping pressure control unit 74, a driving state determining unit 76, a fuel cut permission / inhibition determining unit 77, and an auxiliary machine. An operation request determination unit 78, an auxiliary machine operation command unit 80, a delay flag output unit 82, and the like are provided.

  The fuel cut permission determination means 77 determines whether or not an operation (fuel cut operation) for stopping fuel supply to the engine E in a state where the vehicle A is traveling at a reduced speed.

  Also, the delay flag output means 82 is the delay flag at the timing α when the fuel cut permission determination is made when the fuel cut determination means 77 determines that the fuel cut operation is permitted (fuel cut permission determination). Is turned on. As shown in FIG. 3A or 3B, the delay flag is turned off when a predetermined time ΔT has elapsed after being turned on. The predetermined time ΔT can be set as appropriate. In this embodiment, the predetermined time ΔT is set to a time that is assumed to be required until the alternator 62 operates from the timing α at which the fuel cut permission determination is made. Yes. Accordingly, the delay flag is turned off at the timing β after the predetermined time ΔT from the timing α.

  The input estimated torque deriving means 70 is for deriving an estimated value of torque input to the CVT 7 as the input estimated torque Tcvt. Here, in the present embodiment, in addition to the oil pump 6, an alternator 62 that functions as an auxiliary machine 60 and an air conditioner drive unit 64 are connected to the engine E. Here, when the vehicle A changes from the driving state to the driven state while decelerating in the lock-up state, regenerative control using the alternator 62 is started while the lock-up state is maintained. Therefore, when the driving state is switched to the driven state, the torque on the engine E side and the input shaft 3 side is directly transmitted.

  The oil pump 6 and these auxiliary machines 60 are all driven by the engine E. Therefore, in a driving state where the CVT 7 is driven by the power transmitted from the engine E side, the driving torque of the oil pump 6 (hereinafter referred to as “pump torque Tp”) is derived from the torque of the engine E (hereinafter also referred to as “engine torque Te”). And the torque obtained by subtracting the drive torque of each auxiliary device 60 (hereinafter also referred to as “auxiliary drive torque Ta”) is transmitted to the input shaft 3. Accordingly, for torque transmitted to the input shaft 3 (hereinafter also referred to as “input shaft transmission torque Ti”), the relationship of Ti = Te−Tp−Ta is established. Therefore, in the driving state, the input estimated torque deriving unit 70 derives the input estimated torque Tcvt in consideration of the input shaft transmission torque Ti and the belt ratio derived based on the above-described mathematical expression.

  Contrary to the drive state described above, in the driven state where the engine E is driven by the reverse torque transmitted via the CVT 7, the oil pump 6 and the auxiliary device 60 are also driven by the reverse torque. . At this time, the rotational resistance, which is the reaction force, acts as a load on the CVT 7. For this reason, a torque obtained by adding the pump torque Tp and the auxiliary air drive torque Ta to the engine torque Te is input to the CVT 7. Accordingly, in the driven state, the input estimated torque deriving means 70 can derive the input estimated torque Tcvt in consideration of the input shaft transmission torque Ti and the belt ratio derived based on the relationship of Ti = Te + Tp + Ta.

  The clamping pressure deriving means 72 derives the target clamping pressure Pt as the belt clamping pressure to be applied to the V belt 15 in the belt type continuously variable transmission based on the input estimated torque Tcvt derived by the input estimated torque deriving means 70 described above. Can be set. Further, the clamping pressure control means 74 is based on the target clamping pressure Pt output by the clamping pressure deriving means 72, and a clamping pressure command signal (pressure regulation command) is provided for operation control of a valve provided in a hydraulic circuit (not shown). , And the belt clamping pressure that is actually applied to the V belt 15 in the CVT 7 can be controlled.

  The clamping pressure control means 74 is after the timing α at which the fuel cut operation permission determination means 77 performs the fuel cut operation permission determination until the timing β at which the operation command for the alternator 62 is output, from the timing β. Also, the pinching command signal is output at a timing γ that is a predetermined time Δt before. As shown in FIGS. 3A and 3B, in the present embodiment, the predetermined time Δt is the same as the predetermined time ΔT corresponding to the period of the timing α and the timing β. Therefore, the timing α and the timing γ are the same. Accordingly, the clamping pressure control means 74 outputs a clamping pressure command signal at the same time as the fuel cut operation permission determination is made. It is desirable that the predetermined time ΔT is a time required until the fuel cut state is actually reached after the fuel cut operation permission determination. This is to prevent the operation delay of the alternator 62 and to secure an opportunity for the regenerative operation.

  The drive state determination means 76 is provided to determine whether the CVT 7 is in a drive state driven by the power transmitted from the engine E or a driven state in which the engine E side is driven. The driving state determination means 76 can determine whether the driving state or the driven state based on the accelerator opening or the vehicle speed.

  The auxiliary machine operation request determination means 78 is provided for determining whether or not there is an operation request for the alternator 62 mounted on the vehicle A as the auxiliary machine 60 of the engine E. Here, the alternator 62 can charge the battery by regeneration when performing an operation (fuel cut operation) for stopping fuel supply to the engine E in a state where the vehicle A is traveling at a reduced speed. Therefore, the auxiliary machine operation request determination means 78 determines whether or not the fuel cut operation is possible based on the accelerator opening, the engine speed, the vehicle speed, the battery voltage, and the like. It is determined that there was a request for operation.

  The auxiliary machine operation command means 80 outputs a signal (alternator operation command signal) for instructing the operation of the auxiliary machine 60 when the auxiliary machine operation request determination means 78 determines that there is an operation request for the alternator 62. Is. The auxiliary machine operation command means 80 outputs an alternator operation command signal at the timing β described above.

  Next, the belt clamping pressure control performed by the control device C described above and a method for deriving the input shaft transmission torque Ti to the input shaft 3 performed in the process of this control will be described in detail with reference to the drawings. The belt clamping pressure control by the control device C is performed according to the flowchart shown in FIG. In parallel with the execution of the control flow shown in FIG. 2, the above-described delay flag, alternator operation command signal detection, and determination as to whether the driving state or the driven state is in effect are always executed.

  The control flow shown in FIG. 2 will be described. First, in step 1, it is confirmed whether or not the delay flag is in an on state. Here, when the delay flag is in the ON state, the control flow is from step 1 to step 2, and the input shaft transmission torque Ti to the input shaft 3 is derived according to Ti = Te + Ta + Tp (Equation 1). Is done. Here, in (Equation 1), taking into account that the torque increases as the alternator 62 rotates at a lower speed, the accessory drive torque Ta is set to the maximum value. Thereafter, the control flow proceeds to step 3, the input estimated torque Tcvt is calculated based on the previously derived input shaft transmission torque Ti, and the target clamping pressure Pt is set by the clamping pressure deriving means 72. Thereafter, in step 4, pressure regulation control is performed by the clamping pressure control unit 74 so that the clamping pressure corresponding to the target clamping pressure Pt derived by the clamping pressure deriving unit 72 acts on the V belt 15. Thereby, a series of control flow is completed.

  If it is determined in step 1 described above that the delay flag is in the off state, the control flow proceeds to step 5 to check whether the alternator operation command signal is in the on state. Here, if the alternator operation command signal is in the ON state, the control flow proceeds to step 6. In step 6, the input shaft transmission torque Ti is derived based on Ti = Te + Ta + Tp (Formula 2). Thereafter, the control flow proceeds to step 3 and step 4. In step 3 and step 4, the input estimated torque Tcvt is calculated and the target clamping pressure Pt is set based on the input shaft transmission torque Ti derived in step 6 in the same manner as described above. Pressure regulation control based on the clamping command signal output by 74 is performed.

  When it is determined in step 5 described above that the alternator operation command signal is in the OFF state, the control flow proceeds to step 7 to determine whether the vehicle A is in the driving state or the driven state. If it is determined in step 7 that the vehicle A is in a driving state, the control flow proceeds to step 8 where the input shaft transmission torque Ti to the input shaft 3 is Ti = Te−Ta−Tp (Equation 3). It is derived in principle. Thereafter, the control flow proceeds in the order of step 3 and step 4, and the estimated input torque Tcvt is calculated based on the input shaft transmission torque Ti. Further, the target clamping pressure Pt is set so as to be an appropriate value for the input estimated torque Tcvt, and the clamping pressure command signal is output.

  On the other hand, if it is determined in step 7 that the state is the driven state, the control flow proceeds to step 9. In step 9, the input shaft transmission torque Ti is derived according to Ti = Te + Ta + Tp (Formula 4). Thereafter, the control flow proceeds to step 3, and the input estimated torque Tcvt is calculated based on the input shaft transmission torque Ti derived in step 7. In step 3, the target clamping pressure Pt commensurate with this estimated input torque Tcvt is derived and set by the clamping pressure deriving means 72. In step 4, a clamping pressure command signal is output by the clamping pressure control means 74, and clamping pressure control is performed.

  As described above, in the control device C of the present embodiment, the input shaft transmission torque Ti in the driven state is derived in consideration of the oil pump 6 using the engine E as a drive source and the drive torque of the auxiliary device 60, The pressure regulation control of the belt clamping pressure is performed based on the target clamping pressure Pt set based on this result. Therefore, according to the control device C, it is possible to prevent the V-belt 15 from slipping without setting the belt clamping pressure excessively large, and the fuel consumption reduction effect can be exhibited.

  Further, the control device C outputs a pressure regulation command for the belt clamping pressure at a timing γ after the timing α at which the fuel cut operation permission determination is made and before the timing β and a predetermined time before the timing β. To do. As a result, belt slippage due to a response delay in hydraulic pressure can be prevented without causing excessively large belt clamping pressure to act on the V-belt 15 in the transitional period when the vehicle A transitions from the driven state to the driven state. be able to. Therefore, according to the present invention, it is possible to provide a control device for a belt-type continuously variable transmission that can reliably prevent belt slipping while obtaining an effect of reducing fuel consumption.

  In the present embodiment, an example in which the predetermined times ΔT and Δt are the same and the timing α at which the fuel cut operation permission determination is made and the timing γ at which the pinching command signal is output is the same is illustrated. However, the present invention is not limited to this, and the predetermined times ΔT and Δt may be made different, and the timing γ may be set at an appropriate timing after the timing α and before the timing β.

  The control device for a belt type continuously variable transmission according to the present invention is suitably used in a vehicle that is equipped with a belt type continuously variable transmission and in which an operation of auxiliary equipment is assumed in a transition period in which the driving state is switched to the driven state. be able to.

7 Belt type continuously variable transmission (CVT)
15 V-belt 60 Auxiliary machine 62 Alternator 64 Air conditioner driving unit 70 Input estimated torque deriving means 72 Nipping pressure deriving means 74 Nipping pressure control means 76 Drive state determining means 77 Fuel cut permission / rejection determining means 78 Auxiliary machine operation request determining means 80 Auxiliary machine operation Command means 82 Delay flag output means E Engine C Belt type continuously variable transmission control device

Claims (1)

An oil pump driven by the engine, and an alternator driven by at least the engine as an auxiliary device, comprising a drive transmission device capable of inputting / outputting power via a belt-type continuously variable transmission using an engine as a drive source; In order to regulate the belt clamping pressure applied to the belt-type continuously variable transmission in a vehicle capable of performing a fuel cut operation for stopping the fuel supply to the engine in a state where the vehicle is running at a reduced speed A control device for a belt type continuously variable transmission used,
Input estimated torque deriving means for deriving an estimated value of torque input to the continuously variable transmission mechanism included in the belt type continuously variable transmission as input estimated torque;
Based on the estimated input torque derived by the estimated input torque deriving means, target clamping pressure setting means for setting a belt clamping pressure to be applied to the belt in the belt type continuously variable transmission as a target clamping pressure;
A clamping pressure control means capable of regulating the belt clamping pressure generated in the belt type continuously variable transmission based on the target clamping pressure set by the target clamping pressure setting means;
Driving state determination means for determining whether the belt type continuously variable transmission is in a driving state driven by power transmitted from the power source side or a driven state in which the power source side is driven;
A fuel cut permission determination means for determining whether or not the fuel cut operation is possible;
An auxiliary machine operation command means capable of outputting an operation command to the auxiliary machine,
When it is determined by the driving state determining means that the driven state, the input estimated torque is derived as including at least the driving torque of the oil pump and the driving torque of the auxiliary machine, A target clamping pressure is set based on the input estimated torque, and the belt clamping pressure can be regulated to be the target clamping pressure.
In the transition from the driving state to the driven state, when the alternator operation command is output at a timing β after a predetermined time ΔT from the timing α at which the fuel cut operation permission determination is made, The belt clamping pressure control command is output by the clamping pressure control means at a timing γ after the timing α and before the timing β and before a predetermined time Δt from the timing β. Control device for belt type continuously variable transmission.

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