JP4875408B2 - Control device for vehicle equipped with belt type continuously variable transmission - Google Patents

Description

  The present invention relates to a control device for a vehicle equipped with a belt type continuously variable transmission.

  In a vehicle equipped with a belt-type continuously variable transmission, the driving force of the engine is transmitted to the drive wheels via the belt-type continuously variable transmission, and the transmittable torque of the belt is controlled by the clamping pressure of the belt by the pulley. The belt may slip due to fluctuations in the torque of the engine or the input torque from the drive wheels, and if the slip occurs, the belt is worn and durability is lowered.

Therefore, Patent Document 1 discloses a technique for protecting the belt by sliding the clutch by setting the transmittable torque of the clutch provided between the engine and the belt type continuously variable transmission to be smaller than the transmittable torque of the belt. Are listed.
JP 2004-116606 A

  The above-mentioned conventional technique is to slide a clutch instead of a belt, and if the clutch slips frequently, the clutch may deteriorate and durability may decrease. Further, if the engine torque is reduced to prevent clutch slippage, the driving performance of the vehicle will be reduced, and the driving performance will deteriorate.

  An object of the present invention is to prevent a decrease in durability of a clutch while preventing slippage of a belt and deterioration of running performance of a vehicle.

  A control device for a vehicle equipped with a belt-type continuously variable transmission according to the present invention is a control device for a vehicle equipped with a belt-type continuously variable transmission that transmits driving force of an engine to drive wheels via a clutch and a belt-type continuously variable transmission. The first capacity control means for controlling the clutch capacity and the belt capacity so that the clutch capacity that is the transmittable torque of the clutch is smaller than the belt capacity that is the transmittable torque of the belt, and the clutch capacity based on the driving state of the vehicle When the clutch capacity limit and the belt capacity are controlled by the clutch capacity limit determining means for determining whether or not the capacity is the limit, and the first capacity control means, when the capacity of the clutch is determined to be the limit, Second capacity control means for controlling the clutch capacity and the belt capacity so that the clutch capacity is larger than the belt capacity.

  According to the present invention, when the clutch capacity is controlled to be smaller than the belt capacity, the clutch capacity is controlled to be larger than the belt capacity when it is determined that the proof strength of the clutch is the limit. It is possible to prevent a decrease in the durability of the clutch while preventing slippage and deterioration of the running performance of the vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

(First embodiment)
FIG. 1 is a schematic configuration diagram showing a control device for a vehicle equipped with a belt type continuously variable transmission according to the present embodiment. The driving force of the engine 1 is transmitted to the drive wheels 5 via the torque converter 2, the forward / reverse switching mechanism 3 and the belt type continuously variable transmission 4.

  The torque converter 2 is a device that transmits the driving force of the engine 1 by the flow of oil contained therein, and has a lockup clutch that can be directly connected by fastening between an input element and an output element.

  The forward / reverse switching mechanism 3 includes a planetary gear 7, a forward clutch 8 and a reverse clutch 9 that switch the power transmission path between the input side and the output side. The clutch 9 is engaged, and both the forward clutch 8 and the reverse clutch 9 are released at the neutral position (neutral or parking).

  The engaged state of the forward clutch 8 and the reverse clutch 9 is controlled by a clutch pressure adjusting device 30 that supplies the forward clutch pressure and the reverse clutch pressure in accordance with a command from the controller 20.

  The clutch pressure adjusting device 30 adjusts the forward clutch pressure and the reverse clutch pressure using the hydraulic pressure from the hydraulic pump 10 as a base pressure, and engages or releases the forward clutch 8 and the reverse clutch 9. The hydraulic pump 10 is connected to the input side of the forward / reverse switching mechanism 3 and is driven by the engine 1.

  The forward clutch 8 and the reverse clutch 9 are exclusively engaged, and at the time of forward movement (range signal = D range), the forward clutch pressure is supplied to fasten the forward clutch 8 while the reverse clutch pressure is connected to the drain. Then, the reverse clutch 9 is released. At the time of reverse (range signal = R range), the forward clutch pressure is connected to the drain to release the forward clutch 8, while the reverse clutch pressure is supplied and the reverse clutch 9 is engaged. In the neutral position (range signal = N range), the forward clutch pressure and the reverse clutch pressure are connected to the drain, and both the forward clutch 8 and the reverse clutch 9 are released.

  The belt-type continuously variable transmission 4 includes a primary pulley 12 connected to the input shaft 11 as a pair of variable pulleys, and a secondary pulley 14 connected to the output shaft 13, and the pair of variable pulleys 12, 14 includes The belt 15 is wound around. The belt 15 is sandwiched between the primary pulley 12 and the secondary pulley 14 and transmits the rotation of the primary pulley 12 to the secondary pulley 14. The output shaft 13 is connected to the drive wheel 5 via an idler gear or a differential gear.

  The clamping pressure of the belt 15 by the primary pulley 12 and the secondary pulley 14 is controlled by a pulley pressure adjusting device 40 that supplies primary pressure and secondary pressure in accordance with a command from the controller 20.

  The pulley pressure adjusting device 40 adjusts the primary pressure and the secondary pressure using the hydraulic pressure from the hydraulic pump 10 as a source pressure.

  The controller 20 receives a vehicle speed signal from the vehicle speed sensor 16, a range signal from the inhibitor switch 17 that responds to the shift lever, an off-road switch 18 that is turned on by the driver's intention or driving conditions when the vehicle travels off-road. The hydraulic pressure command value is determined based on the operation state such as the signal and the engine rotation speed signal from the engine 1, and commanded to the clutch pressure adjusting device 30 and the pulley pressure adjusting device 40.

  The off-road switch 18 is provided to determine whether or not the vehicle travels off-road. The off-road switch 18 may be a switch operated by the driver during off-road traveling, or switches between a high-speed driving state and a low-speed driving state. In a vehicle equipped with a possible transfer, it may be turned ON when the low-speed drive state is selected. Further, it may be turned on based on the traveling state of the vehicle regardless of the driver's intention. Note that off-road traveling means that the vehicle travels on a rough road such as an unpaved road.

  The control device for a vehicle equipped with a belt-type continuously variable transmission in the present embodiment is configured as described above, the forward clutch pressure and the reverse clutch pressure are controlled by the clutch pressure adjusting device 30, and the primary pressure and the secondary pressure are the pulley pressure adjusting device. By being controlled by 40, the clutches 8 and 9 and the belt 15 are prevented from slipping.

  However, since the road surface is not flat when the vehicle travels off-road, torque (hereinafter referred to as “spike torque”) is input from the road surface to the drive wheel 5 when the drive wheel 5 gets over a step or the like. At this time, in the belt-type continuously variable transmission 4, the engine torque is input to the primary pulley 12 and the spike torque is input to the secondary pulley 14, so the belt 15 may slip.

  Therefore, the control described below is performed so as to prevent the durability of the clutches 8 and 9 from being lowered while preventing the belt 15 from slipping.

  Hereinafter, the control performed by the controller 20 will be described with reference to the flowcharts of FIGS. FIG. 2 is a flowchart showing the control of the control device for the vehicle equipped with the belt type continuously variable transmission according to this embodiment. FIG. 3 is a flowchart showing calculation control of the clutch capacity learning value, which is controlled independently of the flowchart of FIG. FIG. 4 is a flowchart showing end control of the clutch capacity control shown in FIG.

  In step S1, it is determined whether or not the control flag is zero. If the control flag is 0, the process proceeds to step S2, and if it is 1, the process is terminated. The control flag is a flag indicating that clutch capacity control is being performed, and is 1 when clutch capacity control is being performed, and is 0 when clutch capacity control is not being performed. The clutch capacity control is control for lowering the forward clutch pressure or the reverse clutch pressure so that the transmittable torque of the forward clutch 8 or the reverse clutch 9 is smaller than the transmittable torque of the belt 15, and details will be described later.

  In step S2 (off-road travel determination means), it is determined whether or not the off-road switch is ON. If the offload switch is ON, the process proceeds to step S3, and if OFF, the process ends.

  In step S3, it is determined whether the range signal is the D range or the R range. If the range signal is the D range or the R range, the process proceeds to step S4. If the range signal is a range other than the D or R range, the process is terminated. In this step, it is determined that the shift position is in a range in which the driving force of the engine 1 is transmitted to the drive wheels 5, and is not limited to the D and R ranges.

  In step S4, it is determined whether or not the clutch is not engaged. If the clutch is not being engaged, the process proceeds to step S5, and if the clutch is being engaged, the process is terminated. Here, for example, when the shift position shifts from the N range to the D range, the forward clutch pressure is supplied to the forward clutch 8 in the released state, the forward clutch 8 is engaged, and when the shift position shifts from the N range to the R range, the release is released. The reverse clutch pressure is supplied to the reverse clutch 9 in the state, and the reverse clutch 9 is engaged. Thus, when the forward clutch pressure or the reverse clutch pressure is supplied and the forward clutch 8 or the reverse clutch 9 is shifted from the released state to the engaged state, it is determined that the clutch is being engaged.

  In step S5, the countdown timer is activated. When the off-road switch is turned on, the vehicle is driven off-road and the input torque from the drive wheels 5 increases, so the primary pulley 12 can be controlled by increasing the hydraulic pressure supplied to the primary pulley 12 and the secondary pulley 14. Further, slipping between the secondary pulley 14 and the belt 15 is prevented. Therefore, the time required for the pulley pressure to rise to the hydraulic pressure at which actual off-road driving can be performed after the off-road switch is turned on is set as the initial value of the countdown timer. The initial value of the countdown timer is set to 100 ms to 200 ms, for example.

  In step S6 (first capacity control means), the hydraulic pressure supplied to the primary pulley 12 and the secondary pulley 14 is increased to increase the belt capacity. The hydraulic pressure supplied to the primary pulley 12 and the secondary pulley 14 is increased to a strength limit pressure that is obtained in advance through experiments or the like.

  In step S7, it is determined whether or not the countdown timer is zero. If the countdown timer is zero, the process proceeds to step S8, and if it is not zero, the process is terminated.

  In step S8, the clutch capacity is calculated. The clutch capacity is calculated according to the following equation (1).

(Clutch capacity) = (Clutch capacity learning value) × (Belt capacity) − (Clutch pressure variation) − (Offset value) (1)
Here, the clutch capacity learning value is a value obtained by dividing the maximum clutch capacity at which the clutches 8 and 9 slip by the engine torque at that time, and the calculation method will be described later. The belt capacity is a torque that can be transmitted by the belt 15, and is calculated based on each pulley pressure. The clutch pressure variation is an error of the clutch pressure, and is subtracted to enable the clutches 8 and 9 to slide even if the clutch pressure becomes higher than the indicated value. The offset value is a predetermined value and is subtracted to ensure that the clutches 8 and 9 slide.

  In step S9 (first capacity control means), the clutch capacity is controlled. The clutch pressure is controlled so that the clutch capacity becomes the clutch capacity calculated in step S8.

  In step S10, the control flag is set to 1.

  Next, the calculation control of the clutch capacity learning value will be described with reference to the flowchart of FIG. When the control start conditions in FIGS. 2 and 3 are satisfied at the same time, the control in FIG. 2 is performed with priority.

  In step S21, it is determined whether a clutch capacity learning start condition is satisfied. The clutch capacity learning start condition is to satisfy the following six conditions for a predetermined time (for example, 2 s).

  The first condition is that the clutches 8 and 9 are not being engaged. If the clutches 8 and 9 are not engaged, the forward clutch pressure or the reverse clutch pressure is supplied as described in step S4 of FIG. 2, and the forward clutch 8 or the reverse clutch 9 is not transitioning from the released state to the engaged state. That is.

  The second condition is that the throttle opening is within a predetermined range. If the throttle opening is small, there is almost no input torque from the engine 1, and the learning value cannot be calculated. Further, since the input torque from the engine 1 is large when the throttle opening is large, durability is lowered when the clutches 8 and 9 are slid many times by the clutch capacity learning control.

  The third condition is that the gear ratio is smaller than a predetermined gear ratio. The predetermined gear ratio is set to a gear ratio at which the gear ratio is the highest.

  The fourth condition is that the gear ratio change rate is smaller than a predetermined change rate. The predetermined change rate is set to a value at which it can be determined that the gear ratio has hardly changed.

  The fifth condition is that the rate of change of the hydraulic pressure instruction value is zero. The hydraulic pressure instruction value is, for example, an instruction value of a step motor that controls the supply pressure to the pulleys 12 and 14, and this instruction value is a value that can be determined that the gear ratio has not changed as in the fourth condition. Is set.

  The sixth condition is that the lockup clutch is being engaged. If the lock-up clutch is not engaged, slippage occurs in the torque converter 2, and the clutch capacity learning value cannot be calculated.

  In step S22, 1 is added to the count value. Here, the count value is added when step S21 is satisfied and a predetermined condition is satisfied. The predetermined condition is set based on the travel distance, the number of trips, and the like since the previous count value was added.

  In step S23, it is determined whether or not the count value is greater than a predetermined count value. If the count value is larger than the predetermined count value, the process proceeds to step S24, and if the count value is equal to or smaller than the predetermined count value, the process ends. The predetermined count value is set according to a desired frequency for performing clutch capacity learning control. For example, the variation in facing of the clutches 8 and 9 increases as the cumulative number of engagements and disengages of the clutches 8 and 9 increases. The frequency of performing control is set to be high.

  In step S24, the clutch capacity is reduced stepwise and then gradually reduced with a constant gain. The gain is obtained in advance by experiments or the like so that it can be accurately detected that the clutches 8 and 9 have started to slip.

  In step S25, it is determined whether clutch slip has occurred. If clutch slip has occurred, the process proceeds to step S26, and if slip has not occurred, the process ends. Whether or not clutch slip has occurred can be determined from the difference between the engine rotational speed and the primary rotational speed. During the execution of this control, the lock-up clutch is engaged, so that the torque converter 2 hardly slips.

  In step S26, it is determined whether or not the slip amount of the clutches 8 and 9 after a predetermined time elapses after the clutch slip is within a normal range. If the slip amount of the clutches 8 and 9 is within the normal range, the process proceeds to step S27, and if not within the normal range, the process returns to step S21. When the difference between the input / output rotational speeds of the clutches 8 and 9, that is, the difference between the engine rotational speed and the primary rotational speed is equal to or less than a predetermined rotational speed (for example, 20 rpm), it is determined that the slip amount of the clutches 8 and 9 is within the normal range. The If the difference between the engine rotation speed and the primary rotation speed is greater than the predetermined rotation speed, it is determined that some abnormality such as erroneous detection of the rotation sensor has occurred, and the slip amount of the clutches 8 and 9 is not within the normal range. To be judged.

  In step S27 (clutch capacity learning means), the clutch capacity learning value is recorded. The clutch capacity learning value is the clutch capacity when it is determined in step S26 that the clutch slip amount is within the normal range, and this clutch capacity learning value is recorded and the clutch capacity learning value at the previous processing is updated. To do.

  In step S28, the count value is reset.

  In step S29, the clutch capacity is returned to the original value, that is, the clutch capacity that does not slip even when the maximum torque of the engine 1 is input.

  Next, the end control of the clutch capacity control will be described with reference to the flowchart of FIG. This control is performed in parallel with the control of FIG.

  In step S31, it is determined whether or not the control flag is 1. If the control flag is 1, the process proceeds to step S32, and if it is 0, the process proceeds to step S39.

  In step S32, it is determined whether or not the offload switch is ON. If the offload switch is ON, the process proceeds to step S33, and if OFF, the process proceeds to step S36.

  In step S33, it is determined whether the range signal is the D range or the R range. If the range signal is the D range or the R range, the process proceeds to step S34, and if the range signal is a range other than the D or R range, the process proceeds to step S36.

  In step S34, the clutch heat generation amount is calculated. The clutch heat generation amount is calculated according to the following equation (2).

(Clutch heat generation amount) = (torque) × (relative rotational speed) × (slip time) (2)
Here, the torque is a torque lost when the clutches 8 and 9 slip, and is calculated based on the change speed of the rotation speed of the primary pulley 12 and the inertia coefficients of all the members rotating together with the primary pulley 12. The relative rotational speed is a rotational speed difference between input and output elements of the clutches 8 and 9, and is calculated as, for example, a difference between a rotational speed when the primary rotational speed falls due to clutch slip and a rotational speed before slipping. The slip time is the time during which the clutches 8 and 9 are slipping.

  In step S35 (clutch strength limit determining means), it is determined whether or not the heat generation amount of the forward clutch 8 or the reverse clutch 9 is smaller than a predetermined heat generation amount. If the clutch heat generation amount is smaller than the predetermined heat generation amount, the process is terminated, and if the clutch heat generation amount is equal to or greater than the predetermined heat generation amount, the process proceeds to step S36. The predetermined heat generation amount is the maximum heat generation amount capable of maintaining the durability of the clutches 8 and 9, and is set so as to decrease as the clutches 8 and 9 are repeatedly engaged and released.

  When the clutch capacity is reduced by the clutch capacity control, the clutches 8 and 9 slip instead of the belt 15 by the spike torque input. However, as the heat generation amount of the clutches 8 and 9 exceeds a predetermined heat generation amount, the clutches 8 and 9 When the slip amount increases, it is determined that the proof stress of the clutches 8 and 9 is the limit, and the end control described below is performed.

  On the other hand, if it is determined in step S32, S33, or S35 that the condition is not satisfied, the process proceeds to step S36 and the control flag is set to zero.

  In step S37 (second capacity control means), the clutch capacity control is stopped and the clutch capacity is set to the value before the control in step S9 in FIG. 2, that is, the maximum value of the clutch capacity. The maximum value of the clutch capacity is a clutch capacity that does not slip even when the maximum torque of the engine 1 is input.

  In step S38, the countdown timer is activated. The initial value of the countdown timer is set to a time required for the clutch capacity to rise to the maximum value after the clutch capacity control is stopped.

  In step S39, it is determined whether or not the countdown timer is zero. If the countdown timer is zero, the process proceeds to step S40, and if it is not zero, the process is terminated.

  In step S40 (second capacity control means), the belt capacity is reduced to a value before being increased in step S6 of FIG.

  Next, the operation of the present embodiment will be described with reference to the time charts of FIGS. FIG. 5 is a time chart showing the clutch capacity learning control. (A) is the throttle opening, (b) is the clutch capacity, (c) is the lockup capacity, (d) is the rotation speed and vehicle speed, and (e) is the speed chart. Each clutch capacity learning value is shown. FIG. 6 is a time chart showing the operation of the control device for a vehicle equipped with a belt-type continuously variable transmission according to this embodiment, where (a) is a throttle opening, (b) is an off-road switch, (c) is engine torque, (D) is a clutch capacity, (e) is a timer, (f) is a belt capacity, and (g) is a clutch heat generation amount.

  First, clutch capacity learning control will be described with reference to FIG. When the throttle opening increases at time t1, the engine speed, the primary speed, and the vehicle speed increase. As the vehicle speed increases, the lockup capacity is increased and the lockup clutch is engaged.

  At time t2, when the clutch capacity learning start condition is satisfied, the clutch capacity is decreased stepwise and then gradually decreased with a constant gain. Due to the decrease in clutch capacity, clutch slip occurs at time t3, and the engine rotation speed becomes higher than the primary rotation speed.

  When it is determined that the clutch slip is within the normal range at time t4 after a predetermined time has elapsed, the clutch capacity at this time is recorded as a learning value, and the learning is completed by returning the clutch capacity to the original value.

  Next, the operation of the control device for the vehicle equipped with the belt type continuously variable transmission according to the present embodiment will be described with reference to FIG. When the vehicle is traveling, when the off-road switch is turned on at time t1, the countdown timer is activated to increase the hydraulic pressure supplied to the pulleys 12 and 14 until the strength limit pressure is reached, thereby increasing the belt capacity. When the countdown timer reaches zero at time t2, the clutch capacity is reduced to the learning value.

  Thereafter, the forward clutch 8 generates heat in response to the spike torque input, and at time t3, when the heat generation amount of the forward clutch 8 exceeds a predetermined heat generation amount, the clutch capacity control is stopped, the clutch capacity is set to the maximum value, and the countdown is performed. Start the timer. When the countdown timer becomes zero at time t4, the belt capacity is reduced.

As described above, in the present embodiment, the belt capacity is increased, the clutch capacity is decreased, and the clutch capacity is made smaller than the belt capacity to slide the clutches 8 and 9 against the input torque from the road surface. 9 is determined to be the limit, the clutch capacity and the belt capacity are returned to the original values, and the clutch capacity is made larger than the belt capacity to prevent the clutches 8 and 9 from slipping. It is possible to prevent deterioration of the durability of the clutches 8 and 9 while preventing deterioration of the running performance of the vehicle. (Corresponding to claim 1)
Further, when the amount of heat generated by slipping of the clutches 8 and 9 is larger than a predetermined amount of heat generation, it is determined that the proof stress of the clutches 8 and 9 is the limit, so that the slip prevention of the clutches 8 and 9 is prevented from slipping the belt 15. It is possible to accurately determine the timing with higher priority, and to more reliably prevent deterioration of the durability of the clutches 8 and 9. (Corresponding to claim 2)
Furthermore, when it is determined that the vehicle is traveling off-road, for example, when a low-speed driving range of the transfer is selected, the belt capacity is increased and the clutch capacity is decreased, so that the clutch capacity is made smaller than the belt capacity. Therefore, it is possible to accurately determine the situation in which the input torque from the road surface increases and the belt 15 slips, and the slip of the belt 15 can be more reliably prevented. (Corresponding to claim 3)
Further, the clutch capacity is gradually reduced while the lockup clutch of the torque converter 2 is engaged, and the clutch capacity when the clutches 8 and 9 are slipped is recorded in advance as a learning value. Since the clutch capacity is set to the recorded learning value when ON, the amount of reduction of the clutch capacity is insufficient and the belt 15 slips, and the clutch capacity is reduced too much to deteriorate the running performance of the vehicle. This can be prevented and the clutch capacity can be controlled without excess or deficiency. (Corresponding to claim 5)
The present invention is not limited to the embodiment described above, and various modifications and changes can be made within the scope of the technical idea.

  For example, the engine torque may be limited so that the input torque from the engine 1 to the clutches 8 and 9 does not exceed the clutch capacity in order to prevent the clutches 8 and 9 from slipping. In this case, when it is determined that the vehicle is traveling off-road, the engine torque limit is stopped. Thereby, it is possible to prevent the engine torque from being limited during off-road traveling that requires a particularly large engine torque, and to prevent the deterioration of the traveling performance of the vehicle. (Corresponding to claim 4)

It is a schematic block diagram which shows the structure of the control apparatus of the vehicle with a belt-type continuously variable transmission in this embodiment. It is a flowchart which shows control of the control apparatus of the vehicle with a belt-type continuously variable transmission in this embodiment. It is a flowchart which shows the calculation control of a clutch capacity learning value. 5 is a flowchart showing end control of clutch capacity control. It is a time chart which shows the calculation control of a clutch capacity learning value. It is a time chart which shows the effect | action of the control apparatus of the vehicle with a belt-type continuously variable transmission in this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Torque converter 3 Forward / reverse switching mechanism 4 Belt type continuously variable transmission 5 Drive wheel 7 Planetary gear 8 Forward clutch 9 Reverse clutch 10 Hydraulic pump 11 Input shaft 12 Primary pulley 13 Output shaft 14 Secondary pulley 15 Belt 16 Vehicle speed sensor 17 Inhibitor switch 18 Off-road switch 20 Controller 30 Clutch pressure adjusting device 40 Pulley pressure adjusting device

Claims (5)

In a control device for a vehicle equipped with a belt-type continuously variable transmission that transmits the driving force of an engine to drive wheels via a clutch and a belt-type continuously variable transmission,
First capacity control means for controlling the clutch capacity and the belt capacity so that the clutch capacity that is the transmittable torque of the clutch is smaller than the belt capacity that is the transmittable torque of the belt;
Clutch strength limit determining means for determining whether the strength of the clutch is a limit based on the driving state of the vehicle;
When the clutch capacity and the belt capacity are controlled by the first capacity control means, the clutch capacity and the belt capacity are set so that the clutch capacity becomes larger than the belt capacity when the proof strength of the clutch is determined to be a limit. Second capacity control means for controlling
A control device for a vehicle equipped with a belt-type continuously variable transmission.   2. The belt-type loadless unit according to claim 1, wherein the clutch proof strength limit determining means determines that the proof strength of the clutch is a limit when the amount of heat generated by slipping of the clutch is greater than a predetermined heat generation amount. A control device for a vehicle equipped with a step transmission. Further comprising off-road travel determination means for determining whether or not the vehicle travels off-road;
The first capacity control means controls the clutch capacity and the belt capacity so that the clutch capacity becomes smaller than the belt capacity when it is determined that the vehicle travels off-road. A control device for a vehicle equipped with the belt-type continuously variable transmission. Engine torque limiting means for limiting the torque of the engine so that the input torque from the engine to the clutch does not exceed the clutch capacity;
4. The control device for a vehicle with a belt-type continuously variable transmission according to claim 3, wherein the engine torque limiting means stops the limitation of the engine torque when it is determined that the vehicle travels off-road. Clutch capacity learning means for gradually reducing the clutch capacity in an operating state in which no slip occurs between the engine and the clutch, and recording the clutch capacity when the clutch slips as a learning value. In addition,
The control device for a vehicle with a belt-type continuously variable transmission according to any one of claims 1 to 4, wherein the first capacity control means controls the clutch capacity so as to be the learning value. .