JP3300159B2 - Control device for continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a belt-type continuously variable transmission mounted on a vehicle, and more particularly to a line pressure control when the vehicle is stopped.

[0002]

2. Description of the Related Art As this type of continuously variable transmission, a current control type line pressure control valve and a shift control valve are provided in a hydraulic control system.
And various input signals are electrically processed by the electric control system,
The line pressure control valve is operated by the solenoid current to control the line pressure, and the shift control valve is operated to change the primary pressure to electronically control the shift operation. In particular, it has already been proposed by the present applicant that the line pressure is controlled in accordance with the transmission torque between the belt and the pulley to minimize the belt clamping force due to the line pressure without causing belt slip.

Here, the mechanism of the continuously variable transmission will be described. When the vehicle is stopped with the clutch disengaged, the belt is in the state of the maximum speed ratio in which the winding diameter of the belt around the secondary pulley on the wheel side is the largest, and the belt acts on the secondary pulley. Clamping force is acting on the belt by the applied line pressure.
The belt is a pressing type, and is constituted by arranging a number of elements in a row in a state of being hung on a steel band, and when a clamping force is applied, the pulley that pushes the element out and a steel band restricts the pulley. A frictional force is generated between the element that is going to stay.

Therefore, if the line pressure is controlled to be high when the vehicle is stopped, the frictional force between the pulley and the belt becomes very large, and a very large pressing force is required to press and rotate the elements together. It has the property that it is difficult to rotate. Therefore, when the vehicle is stopped, it is conceivable to use this characteristic to secure the hill hold property.

Conventionally, as for the line pressure control of the above-described continuously variable transmission, there is a prior art in Japanese Patent Application Laid-Open No. 63-87330, for example. In this prior art, when a stop is detected at a secondary pulley rotation speed of zero, it is shown that the line pressure is controlled to be higher than usual and a drag torque is applied to the clutch to provide, for example, a hill hold function on an uphill road. I have.

[0006]

In the above-mentioned prior art, the line pressure is always controlled to be high when the vehicle is stopped. Therefore, even when the vehicle is stopped on a flat road and hill hold is unnecessary, the line pressure becomes high. Controlled. For this reason, there is a problem that the pump drive loss at the time of stopping the vehicle increases, leading to a reduction in fuel efficiency.

SUMMARY OF THE INVENTION In view of the foregoing, it is an object of the present invention to reduce a pump drive loss when a vehicle is stopped and to secure a hill hold property by line pressure.

[0008]

To achieve this object, the present invention has the following features. Claim 1
In such an invention, the primary shaft on the engine side is
A primary pulley with a cylinder is provided, on the wheel side
With secondary cylinder on secondary shaft
A re-pulley is provided, and a drive belt is
Changes the ratio of the winding diameter to steplessly control the speed
Wound to supply line pressure to the secondary cylinder
Line pressure control valve in the oil passage
In the control device of the continuously variable transmission provided to perform variable control
The line pressure according to the engine torque and gear ratio.
Output, and controls the electric signal corresponding to the line pressure to the line pressure.
Line pressure calculation means to output to the valve
Parking and accelerator operation signals
Stop determination means for determining, and determination by the stop determination means
The stopped state of the stopped vehicle is a flat road stop or a brake stop
In this case, the line pressure is corrected to be lower than the normal line pressure, and
If the stop condition of the vehicle is Hill Hold required,
A line pressure correction method that corrects the in-pressure higher than the normal line pressure
And a step. Invention according to claim 2
Is based on the control device of the continuously variable transmission in claim 1.
The stop judging means calculates the wheel-side rotation speed when the brake is ON.
If the value is zero, stop the brake.
Off on a flat road when the wheel speed is zero,
The rake and accelerator are both off and the wheel speed is not zero
In this case, it is necessary to judge that a hill hold is required.
You. According to a third aspect of the present invention, there is provided the stepless motor according to the first aspect.
Assuming a transmission control device, the line pressure correction means
Indicates the line pressure when stopping on flat roads and stopping on brakes.
Correct to the low line pressure set for the minimum gear ratio,
When hill hold is required, the line pressure is
To compensate for the high line pressure set corresponding to
Sign.

[0009] The above features are illustrated by the claim correspondence diagram of FIG.
In other words, the primary shaft 12 on the engine side
A primary pulley 14 having a mari cylinder 14a is provided.
The secondary shaft 13 on the wheel side.
A secondary pulley 15 having a roller 15a is provided.
A drive belt 16 is wound between the pulleys 14 and 15.
It is wound so that the gear ratio is controlled steplessly by changing the ratio of the diameter.
To supply line pressure to the secondary cylinder 15a
The line pressure control valve 26 in the line 23
Is assumed to be a continuously variable transmission provided to variably control
You. The engine torque and the unit torque for each gear ratio
Line pressure depending on the transmission torque
Is calculated, and the electric signal corresponding to the line pressure is calculated as the line pressure.
A line pressure calculating means 43 for outputting to the control valve;
Stop on a flat road according to the number, brake operation and accelerator operation signals
Judgment of car, brake stop or hill hold stop required
Stop determination means 60, flat road stop and brake stop
Corrects the line pressure to be lower than the normal line pressure, and
When the vehicle is stopped in
And a line pressure correction means 61 for correcting the pressure.
You. In the present invention, the continuously variable transmission comprises a primary shaft 1
The drive belt 16 may be wound around the second primary pulley 14 and the secondary pulley 15 of the secondary shaft 13 so that the belt is clamped by the line pressure of the secondary cylinder 15a. The line pressure control valve 26 may use a duty solenoid or the like other than the proportional solenoid, and may have a configuration in which mechanical control and electrical control are combined.

The line pressure correcting means 61 can arbitrarily control the line pressure in each stop state, in addition to the minimum speed ratio, the maximum speed ratio, or a high normal line pressure. The wheel-side rotation speed may be a wheel-side rotation speed other than the secondary pulley rotation speed, the brake operation signal may be a signal other than the brake switch, and the accelerator operation signal may be a signal other than the throttle opening sensor. But it is good.

[0011]

According to the present invention having the above configuration, the engine power is supplied to the primary pulley 1 of the primary shaft 12 during traveling of the vehicle.
4. The drive belt 16 and the secondary pulley 15 of the secondary shaft 13 transmit a continuously variable speed to the wheels. At this time, an electric signal corresponding to the transmission torque is output from the line pressure calculating means 43 to the line pressure control valve 26 to control the line pressure of the secondary cylinder 15a. Power is applied.

When the vehicle is stopped, the stop determination means 60 stops the vehicle on a flat road where both the brake and the accelerator are stopped according to the signal of the rotation speed on the wheel side, the brake operation, and the accelerator operation, and the brake stop which is stopped by the driver's brake operation. , Or a hill hold stop required to move when both the brake and the accelerator are turned off. And if there is no danger of retreating on a flat road stop and a brake stop,
The line pressure is corrected by the line pressure correcting means 61 to a value lower than the normal line pressure, so that the pump drive loss is reduced and fuel efficiency is improved. In the case of a hill hold required stop, the line pressure is corrected to a high normal line pressure by the line pressure correcting means 61, and the clamping force of the secondary pulley 15 is increased. Therefore, the hill-hold is ensured so as not to move backward due to the characteristics of the continuously variable transmission.

[0013]

Embodiments of the present invention will be described below with reference to the drawings. Referring to FIG. 2, as a continuously variable transmission to which the present invention is applied, an overall configuration of a drive system in which an electromagnetic clutch is combined with a belt-type continuously variable transmission will be described. The power of the engine 1 is connected to a continuously variable transmission 4 via an electromagnetic clutch 2 and a forward / reverse switching device 3, and a set of a reduction gear 5, an output shaft 6, a differential device 7 and an axle 8 are transmitted from the continuously variable transmission 4. And is transmitted to the drive wheels 9 via the.

The electromagnetic clutch 2 has a drive member 2a directly connected to the crankshaft 10 of the engine 1, and a driven member 2b having a built-in clutch coil 2c and directly connected to the input shaft 11. When the clutch current Ic is supplied to the clutch coil 2c by the control unit 40, the magnetic powder magnetically couples and accumulates the magnetic powder in a gap between the two members 2a and 2b, and transmits the clutch torque by this coupling force. . That is, when starting, the clutch current Ic according to the engine speed Ne is supplied to smoothly connect the clutch, and the clutch current Ic is reduced below the set vehicle speed to release the clutch or generate a predetermined drag torque.

The forward / reverse switching device 3 is constituted by a gear, a hub and a sleeve between the input shaft 11 and the primary shaft 12 in a synchronous meshing manner. Then, the input shaft 11 is changed to the primary shaft 1
2, a retreat position for reversing the rotation direction of the input shaft 11 and transmitting it to the primary shaft 12,
12 has a neutral position for cutting.

The continuously variable transmission 4 has a primary shaft 12 and a secondary shaft 13 arranged in parallel with the primary shaft 12. The primary shaft 12 is provided with a primary pulley 14 having a primary cylinder 14a and a variable pulley interval. The secondary shaft 13 is provided with a secondary pulley 15 having a similar secondary cylinder 15a.
The drive belt 16 is wound around.

Next, the hydraulic control system will be described. First, an oil passage 22 from an oil pump 21 communicating with an oil pan 20 is connected to a line pressure control valve 26 of a proportional electromagnetic relief valve.
Communicate with The line pressure control valve 26 is a proportional solenoid 2
When a solenoid current Is flows from the control unit 40 to the pump 6a, the pump discharge pressure is adjusted to generate a predetermined line pressure Ps, and the line pressure Ps is constantly supplied to the secondary cylinder 15a through the oil passage 23, thereby transmitting the transmission torque and the like. The clamping force according to is applied. The line pressure Ps is guided by an oil passage 24 to a shift control valve 27 of a proportional electromagnetic pressure reducing valve. The shift control valve 27 is connected to the proportional solenoid 27a by the control unit 40.
When the solenoid current Ip flows from the cylinder, the line pressure Ps is supplied to and discharged from the primary cylinder 14a to generate a predetermined primary pressure Pp. With this primary pressure Pp, the diameter of the drive belt 16 wound around the pulleys 14 and 15 is reduced. The speed change control is performed steplessly by changing the ratio.

Referring to FIG. 3, the overall electronic control system will be described. First, a primary speed sensor 30 for detecting a primary pulley speed Np, a secondary speed sensor 31 for detecting a secondary pulley speed Ns, an engine speed sensor 32 for detecting an engine speed Ne by an ignition pulse or the like, a throttle opening a throttle opening sensor 33 for detecting θ. These sensor signals are input to the control unit 40.

In the control unit 40, a line pressure control system will be described. First, it has an engine torque calculation unit 41 to which the throttle opening θ and the engine speed Ne are input, and estimates the engine torque Te based on the torque characteristic of θ−Ne. On the other hand, the actual gear ratio i is
And the required line pressure P per unit torque at each gear ratio
Find su. The engine torque Te and the required line pressure Psu are input to the target line pressure calculation unit 43, and the target line pressure Pss according to the transmission torque is calculated as Pss = Te · P
It is calculated by su. The target line pressure Pss is input to the solenoid current setting section 44 to determine a solenoid current Is corresponding to the target line pressure Pss.
Is output to the proportional solenoid 26a by the drive unit 45.

The shift control system will be described. An actual speed ratio calculating section 46 to which the primary pulley speed Np and the secondary pulley speed Ns are input is provided.
It is calculated by p / Ns. Secondary pulley rotation speed Ns
And the throttle opening θ are input to the target primary pulley rotation speed search unit 47, and the target primary pulley rotation speed Npd is determined based on the relationship of Ns−θ. The target primary pulley rotation speed Npd and the secondary pulley rotation speed Ns are input to a target gear ratio calculator 48, and the target gear ratio is is calculated as is = Npd / N.
s is calculated. Thus, the secondary pulley rotation speed N
s, the actual gear ratio i and the throttle opening θ,
An optimal target gear ratio is set according to the running conditions.

The actual speed ratio i, the target speed ratio is, the engine torque Te, and the required line pressure Psu and the line pressure Ps per unit torque at each speed ratio are input to a target primary pressure calculating section 49. The maximum torque (Ps / Psu) that can be transmitted at the current line pressure Ps and the engine torque Te
Is determined by Kt = Te / (Ps / Psu), and the hydraulic ratio Kp is determined by Kp = f (Kt / i). Then, the primary pressure Ppd required to maintain the current actual speed ratio i is obtained by Ppd = Kp · Ps. Further, a feedback correction ΔPp corresponding to a deviation between the target speed ratio is and the actual speed ratio i is obtained, and these Ppd and ΔPp are obtained.
Let p be the target primary pressure Pps, Pps = Ppd ±
It is calculated by ΔPp.

The solenoid current calculation section 50 calculates the solenoid current Ip according to Ip = f (Pps), and outputs the solenoid current Ip to the proportional solenoid 27a by the drive section 51.

Next, the line pressure control when the vehicle is stopped will be described. A signal of the brake switch 35 as a brake operation, a secondary pulley rotation speed Ns as a wheel-side rotation speed,
And a signal of the throttle opening θ as an accelerator operation is input to the stop determination unit 60, and each stop state is determined based on these signals. That is, the brake and the accelerator both stop at OFF, that is, stop on a flat road with Ns = 0, brake stop with Ns = 0 with the brake ON, or move when both the brake and accelerator are OFF, that is, Ns ≠ 0. Judge that Hill Hold is stopped. The stop determination result is input to the line pressure correction unit 61 on the output side of the target line pressure calculation unit 43, and the target line pressure Pss is corrected according to the stop state.

That is, when the vehicle stops on a flat road and stops on a brake, the target line pressure Pss is set to, for example, the minimum speed ratio .
Correct the pressure to a value equivalent to the fixed line pressure . If hill hold is required, the target line pressure Pss should be
Is configured to be corrected to a high value corresponding to the line pressure set corresponding to

Next, the operation of this embodiment will be described. First, the oil pump 21 is driven by the operation of the engine 1 to generate a hydraulic pressure, and the hydraulic pressure is guided to the line pressure control valve 26. Here, when the vehicle is stopped, the target speed ratio is of the transmission control system is set to the maximum speed ratio on the mechanism of the continuously variable transmission 5,
By operating the shift control valve 27 to the drain side, the primary pressure Pp
Becomes almost zero. The line pressure Ps from the line pressure control valve 26 is supplied to the secondary cylinder 15a, so that the continuously variable transmission 5 is in the low speed stage with the maximum speed ratio at which the belt 16 moves to the secondary pulley 15 most.

When, for example, the D range is selected at the time of starting, the forward / reverse switching device 3 is at the forward position, and the input shaft 11 and the primary shaft 12 are directly connected. When the accelerator pedal is depressed, a clutch current Ic corresponding to the increase in the engine speed Ne flows, and the electromagnetic clutch 2 is smoothly connected. For this reason, the power of the engine 1 is input to the continuously variable transmission 4 via the electromagnetic clutch 2 and the forward / reverse switching device 3, and the power for shifting at the maximum gear ratio is transmitted to the drive wheels 9 so that the vehicle starts running.

At this time, in the line pressure control system, the engine torque Te is always estimated, and the required line pressure Psu per unit torque according to the actual speed ratio i is set. Therefore, when the accelerator pedal is started, when the target line pressure Pss is calculated to be high based on the engine torque Te and the required line pressure Psu, a corresponding solenoid current Is flows through the proportional solenoid 26a, and the drain amount is controlled by the line pressure control valve 26. And the line pressure Ps is controlled to be high. When the required line pressure Psu or the engine torque Te decreases after the start of the shift, the target line pressure Pss is set low, and the line pressure Ps is controlled to decrease. For this reason, the secondary pulley 15 always applies the necessary minimum clamping force that does not cause belt slip with respect to the transmission torque.

Next, in the transmission control system, the target primary pressure Pps is calculated based on the torque ratio Kt, the hydraulic pressure ratio Kp, and the feedback correction ΔPp corresponding to the deviation between the actual transmission ratio i and the target transmission ratio is. When the target speed ratio is is large at the start, the target primary pressure Pps is low,
When the vehicle speed increases after the start and the target speed ratio is gradually reduced, the target primary pressure Pps is calculated to be gradually higher, and the solenoid current Ip also changes. Therefore, the oil supply amount is increased by the shift control valve 27, and the primary pressure Pp is controlled to be sequentially increased, and the belt 16 shifts toward the primary pulley 14 to up-shift to a high speed stage having a small speed ratio.

When the target speed ratio is reaches the minimum speed ratio overdrive (eg, 0.5) in the high speed range, the target primary pressure Pps is calculated to be high, the solenoid current Ip changes, and the primary pressure Pp increases. And maintain the state of the minimum gear ratio. When the target speed ratio is increases due to a decrease in the vehicle speed, the target primary pressure Pps is calculated to be low. Accordingly, the primary pressure Pp is largely reduced and reduced, and the belt 16 shifts to the secondary pulley 15 again and goes down. shift. In this way, the entire speed change range of the maximum speed ratio and the minimum speed ratio is upshifted or downshifted while the actual speed ratio i follows the target speed ratio is, and the speed is controlled steplessly.

On the other hand, the line pressure control of the continuously variable transmission 4 when the vehicle stops will be described with reference to the flowchart of FIG. 4 and the time chart of FIG. First, in step S1, it is determined whether or not the vehicle has stopped based on the secondary pulley rotation speed Ns. During traveling of Ns ≠ 0, the process proceeds to step S7, where normal line pressure control is performed. Therefore, the line pressure Ps is reduced to the time t1 in FIG.
Relatively high as before. When it is determined that the vehicle is stopped at Ns = 0, the process proceeds to step S2, where the signal of the brake switch 35 is checked. When the brake is turned on by the driver's brake operation and the brake is stopped, as shown at time t1 in FIG. 5, the process proceeds to step S3. Line pressure Ps is the minimum gear ratio
Is corrected to a value equivalent to the line pressure set for .

When the brake is depressed when the brake is released when the vehicle is stopped, the process proceeds from step S2 to step S4 to check the accelerator operation. So I step on the accelerator
At the start of N, the process proceeds to step S7, and the normal line pressure is suppressed. On the other hand, if the accelerator is turned off together with the brake, the process proceeds to step S5, where the secondary pulley rotation speed Ns is checked. If Ns = 0 remains, stoppage on a flat road is determined, and the process proceeds to step S3. This is, for example, time point t2 in FIG. 5, and the line pressure Ps is controlled to be low similarly to the above-described brake stop. In this way, when there is no danger of the vehicle retreating when the vehicle stops on a brake or stops on a flat road, the line pressure Ps is controlled to be low in both cases, and the pump drive loss is reduced.

When both the brake and the accelerator are turned off and the vehicle retreats due to the inclination of the road surface and becomes Ns ≠ 0 as shown at time t3 in FIG. 5, it is determined in step S5 that the hill hold is required to stop. Then, from step S5 to step S6
Then, the line pressure is corrected to a high line pressure corresponding to the line pressure set corresponding to the maximum gear ratio. Therefore, in the continuously variable transmission 4, a high line pressure Ps is applied to the secondary pulley 15,
For this reason, the belt 16 and the pulley 14,
The frictional force of the transmission 15 increases, and the rotation of the wheels subsequent to the secondary pulley 15 is restricted, and the characteristics of the continuously variable transmission 4 cause the vehicle to be automatically hill-held so as not to retreat.

In this case, Ns =
Even if it becomes 0, the hill hold required stop is maintained at a high line pressure until the accelerator is turned on, thereby preventing the fluctuation of the line pressure. When the vehicle is started by stopping the brake or stopping on a flat road with the accelerator turned on, the process proceeds from step S4 to step S7 to control the normal line pressure. Therefore, the line pressure Ps is changed from a low state to the normal state at time t4 in FIG. Return. When starting from a hill hold required stop, the vehicle returns to a normal state from a state in which the line pressure Ps is high.

Referring to FIG. 6, a second embodiment of the present invention will be described. This embodiment is a case where the normal line pressure at the time of stopping is controlled to be relatively high. When it is determined that the hill hold stop is required by Ns ≠ 0 when both the brake and the accelerator are turned off in step S5, the process proceeds to step S7. Advance normal high line pressure control. Therefore, in this case, the hill is held by the high normal line pressure control in the same manner as described above. Therefore, in this embodiment, the line pressure is controlled in two stages, and the control is facilitated. In the case of stopping the brake and stopping on a flat road, the control is performed in exactly the same manner as described above, and therefore, the same steps in the flowchart are denoted by the same reference numerals and description thereof will be omitted.

[0035]

As described above, according to the present invention,
The control device of the continuously variable transmission is provided with a primary pulley provided with a primary cylinder on a primary shaft on the engine side, a secondary pulley provided with a secondary cylinder on a secondary shaft on the wheel side, and a drive between these two pulleys. The belt is wound to change the ratio of the winding diameter so that the speed can be steplessly controlled, and a line pressure control valve is provided in the oil passage that supplies the line pressure to the secondary cylinder so that the line pressure can be variably controlled by an electric signal. In the continuously variable transmission, a line pressure corresponding to the transmission torque is calculated based on the engine torque and a required line pressure per unit torque of each speed ratio, and an electric signal corresponding to the line pressure is transmitted to the line pressure control valve. The road pressure calculation means to be output and the signals of wheel side rotation speed, brake operation, and accelerator operation stop the vehicle on a flat road, Stop judgment means for judging hold stop, and line pressure correction for correcting line pressure lower than normal line pressure for flat road stop and brake stop, and correcting line pressure higher to enable hill hold for hill hold required stop Therefore, when the vehicle is stopped on a flat road or a brake operation, the pump drive loss can be reduced by low line pressure control, and fuel efficiency and the like can be improved. In addition, when a hill hold stop is required, the line pressure is controlled to a high level.
Hill hold can be performed so as not to retreat, and safety and operability of starting on a slope are improved.

Since the stop state is determined separately for flat road stop, brake stop or hill hold stop required, control can be reliably performed according to each stop state, and the result of this determination can be used for other controls. Since the line pressure is controlled to a normal line pressure, a line pressure corresponding to the maximum speed ratio, and a line pressure corresponding to the minimum speed ratio, control is easy.

[Brief description of the drawings]

FIG. 1 is a diagram corresponding to a claim of a control device for a continuously variable transmission according to the present invention.

FIG. 2 is a configuration diagram showing a drive system and a hydraulic control system of a continuously variable transmission with an electromagnetic clutch to which the present invention is applied.

FIG. 3 is a block diagram showing the entire electronic control system.

FIG. 4 is a flowchart illustrating line pressure control when the vehicle is stopped.

FIG. 5 is a time chart showing an operation state when the vehicle is stopped.

FIG. 6 is a flowchart showing a line pressure control when the vehicle is stopped according to a second embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 4 continuously variable transmission 12 primary shaft 13 secondary shaft 14 primary pulley 14a primary cylinder 15 secondary pulley 15a secondary cylinder 16 drive belt 23 oil passage 26 line pressure control valve 43 line pressure calculation means 60 stop determination means 61 line pressure correction means

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ identification code FI F16H 59:54 F16H 59:54 59:70 59:70 (58) Fields surveyed (Int.Cl. ⁷ , DB name) F16H 59 / 00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (3)

(57) [Claims] A primary pulley having a primary cylinder is provided on a primary shaft on the engine side, a secondary pulley having a secondary cylinder is provided on a secondary shaft on the wheel side, and a drive belt is wound between these pulleys. winding assigned to the shift control steplessly by changing the ratio of the diameter, continuously to the line pressure control valve in fluid passage for supplying the line pressure to the secondary cylinder is provided with a line pressure by an electrical signal so as to variably control <br/> Oite the control device for a transmission line to calculate the line pressure according to the engine torque transmission ratio, and outputs an electric signal corresponding to the <br/> line pressure to the line pressure control valve pressure and calculation means, the wheel-side rotational speed, brake operation, is determined and stop determination means for determining the stopped state of the vehicle by signal from the accelerator operation by the vehicle stop determining means vehicle Stop state is corrected in the case of a flat road stop or brake stopped below the normal line pressure to the line pressure, when stopped state of the vehicle is essential hill-hold stop is <br/> than normal line pressure to the line pressure A control device for a continuously variable transmission, comprising: a line pressure correcting means for performing a high correction. Wherein said vehicle stop determining means of the brake stop when the wheel-side rotation speed is zero at the brake ON, the flat road stop when the wheel-side rotational speed OFF brake and accelerator are both zero, and the brake 2. The control device for a continuously variable transmission according to claim 1, wherein when the accelerator is both OFF and the wheel-side rotation speed is not zero, it is determined that a hill hold stop is required. Wherein the line pressure correcting means, with respect to minimum speed ratio the line pressure in the case of a flat road stop and the brake stop
It is corrected to lower the line pressure to be set Te, set of corresponding to the maximum speed ratio of the line pressure in the case of a main hill hold stop
2. The method according to claim 1, wherein the line pressure is corrected to a high level.
The control device for a continuously variable transmission according to any one of the preceding claims.