JPH06174068A - Control device for continuously variable transmission - Google Patents

Abstract

PURPOSE:To prevent the occurrence of belt slip by connecting the discharge side of a ratio pressure control valve controlling the suction and exhaust of oil which increases/decreases the groove width of a drive side pulley to the introduction side of a loop pressure regulating valve, and thereby applying the resistance of oil pressure discharged out of the drive side pulley so as to oil speeds. CONSTITUTION:When a change gear ratio is reduced in a continuously variable transmission, the spool valve body 146 of a ratio pressure control valve 78 is moved to the left within a slide hole 144. By this constitution, a primary pressure supply port 156 is communicated with a primary pressure discharge port 154 in the ratio pressure control valve 78, oil under the primary pressure P3 of a drive side hydraulic chamber 16 of the drive side pulley 6, is discharged, so that a change gear ratio is made small with the groove width of the drive side pulley widened. In this case, the oil of the drive side hydraulic chamber 16 is discharged to the suction side of an oil pump by a primary pressure discharge passage 182 through a loop pressure passage 90, primary pressure P3 is devised to be moderately lowered by applying the resistance of the loop pressure of the loop pressure passage 90 to discharge oil.

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 continuously variable transmission, and more particularly, it can prevent the groove width of a driving pulley from being suddenly widened when a gear ratio is reduced, thereby preventing belt slip. The present invention relates to a control device for a continuously variable transmission that can perform.

[0002]

2. Description of the Related Art In a vehicle such as an automobile, a continuously variable transmission in which a gear ratio is changed steplessly by a pulley and a belt in order to appropriately take out the driving force of an internal combustion engine to be mounted in accordance with a driving state. Some are equipped with a machine. 2. Description of the Related Art Some continuously variable transmissions increase / decrease a gear ratio by the pressure of oil supplied by an oil pump.

In the continuously variable transmission, the groove widths of the driving side pulley and the driven side pulley are relatively increased / decreased by the pressure of oil so that the belt wound around the driving side pulley and the driven side pulley is The radius of gyration is relatively increased or decreased to continuously change the gear ratio. The continuously variable transmission is controlled by the control device to change the gear ratio.

As a control device for such a continuously variable transmission, there is one disclosed in Japanese Patent Publication No. 2-62743. The device disclosed in this publication is provided with a belt clamping force generating means for clamping a belt stretched between pulleys, and a belt clamping force adjusting means for adjusting the belt clamping force generating means is provided to adjust the belt clamping force. The means increases the belt holding force in accordance with an increase in engine output, and increases the rate of increase in accordance with an increase in the gear ratio.

As a control device for a continuously variable transmission, there is one shown in FIG. In the figure, 202 is a continuously variable transmission, 204 is a drive side pulley (primary sheave), 20
6 is a driven pulley (secondary sheave), and reference numeral 208 is a clutch.

The continuously variable transmission 202 controls the pressure of oil discharged from an oil pump 210 driven by an internal combustion engine (not shown) by a hydraulic control mechanism 212. The hydraulic control mechanism oil 212 controls the pressure of the oil discharged from the oil pump 210 to the line pressure by the line pressure first control valve 214, and supplies it to the driven pulley 206 to hold the tension of the belt (not shown).

The oil controlled to the line pressure is taken out as a lube pressure by the line pressure second control valve 216 to lubricate a belt (not shown) and the like. The pressure of the oil supplied to the lubricating system is adjusted by the lube pressure adjusting valve 218.

The oil whose line pressure is controlled is taken out as a primary pressure (ratio pressure) by the ratio pressure control valve 220. The ratio pressure control valve 220 supplies the oil of the primary pressure to the drive pulley 204 to narrow the groove width and increase the gear ratio. The ratio pressure control valve 220 widens the groove width and reduces the gear ratio by discharging the oil from the drive pulley 204.

Reference numeral 222 is a relief valve, and reference numeral 22.
4 is a solenoid pressure control valve, reference numeral 226 is a line pressure solenoid valve, reference numeral 228 is a ratio pressure solenoid valve, reference numeral 23
0 is a clutch pressure control valve, reference numeral 232 is a manual shift valve, reference numeral 234 is a clutch pressure solenoid valve, reference numeral 236.
Is a shift servo valve, 238 is a cooling control valve, reference numeral 240
Is an oil cooler.

The line pressure solenoid valve 226, the ratio pressure solenoid valve 228, and the clutch pressure solenoid valve 234 of the hydraulic control mechanism 212 are connected to a control means (not shown). The control means is the solenoid valves 226 and 228.
Drive control of 234 to operate the first line pressure control valve 214, the ratio pressure control valve 220, and the clutch pressure control valve 230 to control the line pressure, the primary pressure, and the clutch pressure.

As a result, in the continuously variable transmission 202, the drive side pulley 204 and the driven side pulley 20 are controlled by the control means.
By increasing or decreasing each groove width of 6 according to the pressure of oil, the radius of gyration of the belt (not shown) wound around the driving pulley 204 and the driven pulley 206 is increased or decreased to control the gear ratio. To be done.

[0012]

By the way, in the control device for the continuously variable transmission 202, the drive pulley 204 is provided.
The primary pressure oil is supplied to and discharged from the drive pulley 204 by the ratio pressure control valve 220 in order to increase or decrease the groove width.
The ratio pressure control valve 220 supplies oil to the drive pulley 204 to increase the gear ratio (ratio up: a gear ratio for increasing and transmitting the rotational speed) to discharge the oil from the drive pulley 204. Reduces the gear ratio (ratio down: gear ratio that increases torque and transmits)
Let

The control device of the continuously variable transmission 202 is shown in FIG.
As shown in 2, when the throttle opening is increased, the line pressure and the clutch pressure supplied to the driven pulley 206 and the clutch 208 are gradually increased, while the primary pressure supplied to the drive pulley 204 is decreased. The gear ratio is controlled to decrease.

However, since the ratio pressure control valve 220 in the conventional control device for the continuously variable transmission 202 has its discharge side open to the atmosphere as shown in FIG. 11, it is driven when the gear ratio decreases as shown in FIG. There is a problem that the speed Q of the oil discharged from the side pulley 204 is high and the primary pressure P3 sharply decreases as shown by an arrow A in FIG.

For this reason, the groove width of the driving pulley 204 is suddenly widened when the gear ratio is decreased, and the belt holding force is drastically reduced, causing a belt slip.

[0016]

In order to eliminate such inconveniences, the present invention is to increase or decrease the groove widths of the driving side pulley and the driven side pulley by the pressure of oil so as to drive the driving side pulley and the driven side pulley. In a control device for a continuously variable transmission that controls to change a gear ratio by increasing / decreasing a radius of gyration of a belt wound around a belt, oil is supplied to and discharged from a drive pulley to increase / decrease a groove width of the drive pulley. A ratio pressure control valve is provided, and a lube pressure adjustment valve for adjusting the pressure of oil supplied to the lubrication system is provided, and the discharge side of the ratio pressure control valve is connected to the introduction side of the lube pressure adjustment valve. Is characterized by.

[0017]

According to the structure of the present invention, the discharge side of the ratio pressure control valve for supplying and discharging oil to and from the drive pulley is adjusted to increase and decrease the groove width of the drive pulley, and the pressure of the oil supplied to the lubricating system is adjusted. Since it is provided in communication with the introduction side of the lube pressure adjusting valve, the resistance of the lube pressure acts on the oil discharged from the driving pulley, and the speed of the discharged oil can be reduced.

[0018]

Embodiments of the present invention will now be described in detail with reference to the drawings. 1 to 10 show an embodiment of the present invention. In FIG. 10, 2 is a continuously variable transmission. The continuously variable transmission 2 appropriately takes out a driving force generated by an internal combustion engine mounted on a vehicle (not shown) according to an operating state.

In the continuously variable transmission 2, a drive side shaft 4 driven by an internal combustion engine is provided with a drive side pulley (primary pulley) 6, and a driven side shaft 8 is provided with a driven side pulley (secondary pulley).
10 is provided. The drive-side pulley 6 includes a drive-side fixed pulley portion 12 and a drive-side movable pulley portion 14, and a drive-side hydraulic chamber 16 is provided therein. The driven pulley 10
Is composed of a driven side fixed pulley section piece 18 and a driven side movable pulley section piece 20, and a driven side hydraulic chamber 22 is provided. The drive side pulley 4 and the driven side pulley 10 are provided with a belt 24.
Is wrapped around.

The continuously variable transmission 2 is provided with a clutch 26 at the output end of the driven shaft 8. The clutch 26 is provided with a clutch hydraulic chamber 28, and intermittently transmits the driving force to the output shaft 30 fitted onto the driven side shaft 8. The output shaft 30 is connected to the counter shaft by a forward-reverse switching gear train (not shown).

The continuously variable transmission 2 has a hydraulic control mechanism 32. The hydraulic control mechanism 32 is drive-controlled by a transmission control unit 34, which is a control means, controls the pressure of oil discharged from an oil pump 62, which will be described later, to a line pressure, a primary pressure (ratio pressure), and a clutch pressure, and drives them respectively. The hydraulic pressure chamber 16 of the side pulley 6, the driven hydraulic chamber 22 of the driven pulley 10, and the clutch hydraulic chamber 28 of the clutch 26 are supplied to control the tension of the belt 24, the gear ratio, and the coupling state of the clutch 26. To do.

The transmission control unit 34 includes a first rotation speed sensor 36 for detecting the engine rotation speed of the drive side shaft 4 and a second rotation speed sensor 38 for detecting the clutch input rotation speed of the driven side shaft 8. A third rotation speed sensor 40 for detecting the clutch output rotation speed of the output shaft 28, an oil temperature sensor 42 for detecting the oil temperature, and a hydraulic pressure sensor 44 for detecting the oil pressure.
And are connected.

The transmission control unit 34 uses these sensors 36.
In addition to the respective signals input from ˜44, the signals of the cooling water temperature / idle switch / throttle opening input from the engine control unit 46 of the internal combustion engine (not shown) and the air conditioning control unit 48 of the air conditioner (not shown) are input. The vehicle state is based on the air conditioning idle up signal, the signal input from the snow mode switch 50, the signal input from the brake switch 52, the signal input from the power mode switch 54, and the signal input from the shift position switch 56. Is determined to drive and control the solenoid valves 98, 100, 112 of the hydraulic control mechanism 32, which will be described later.

Reference numeral 58 is a display unit for displaying information in each of the snow mode, the power mode, and the abnormality due to the diagnosis. Further, reference numeral 60 is an air conditioning cut relay.

The hydraulic control mechanism 32 of the continuously variable transmission 2 is shown in FIG.
The circuit is configured as shown in. The hydraulic control mechanism 32 is
Oil pump 6 driven by an internal combustion engine (not shown)
The suction side of 2 is connected to an oil pan (not shown) through a strainer 64, and the discharge side is connected to the line pressure passage 66.
Have been contacted. The line pressure passage 66 includes the driven pulley 1
0 is connected to the driven side hydraulic chamber 22.

The line pressure passage 66 is connected to the line pressure first control valve 70 through the line pressure first introduction passage 68, and is connected to the line pressure second control valve 74 through the line pressure second introduction passage 72 to introduce the line pressure. A passage 76 communicates with the ratio pressure control valve 78, a solenoid pressure introduction passage 80 communicates with the solenoid pressure control valve 82, and a relief introduction passage 84.
Is communicated to the relief valve 86.

The line pressure first control valve 70 controls the oil pressure in the line pressure passage 66 to the line pressure. The first line pressure control valve 70 is connected to the second line pressure control valve 74 by a line pressure communication passage 88. The second line pressure control valve 74 controls the oil pressure in the line pressure passage 36 to the lube pressure and takes it out to the lube pressure passage 90. The lube pressure passage 90 is connected to a lubricating system that lubricates the belt 24 and the like, and is also connected to the introduction side of the lube pressure adjusting valve 92. The lube pressure adjusting valve 92 adjusts the pressure of the oil supplied to the lubricating system to the lube pressure. This lube pressure adjusting valve 92
The discharge side of is connected to the suction side of the oil pump 62 by a lube pressure discharge passage 94.

The ratio pressure control valve 78 controls the oil pressure in the line pressure passage 66 to a primary pressure (ratio pressure), takes it out to the primary pressure supply passage 96, and supplies it to the drive side hydraulic chamber 16 of the drive side pulley 6. To do. Further, the ratio pressure control valve 78 discharges oil from the drive side hydraulic chamber 16 of the drive side pulley 6. As a result, the ratio pressure control valve 78 increases or decreases the groove width of the drive pulley 6 to change the gear ratio.

The solenoid pressure control valve 82 controls the oil pressure in the line pressure passage 66 to the solenoid pressure and takes it out to the solenoid pressure supply passage 98. The solenoid pressure supply passage 98 is branched to directly communicate with the line pressure first control valve 70 and the ratio pressure control valve 78, respectively, and the line pressure solenoid valve 100 and the ratio pressure solenoid valve 10 are connected.
The line pressure first control valve 70 and the ratio pressure control valve 78 are connected via 2 respectively.

The line pressure passage 66 is connected to the clutch pressure control valve 106 via the clutch pressure introduction passage 104 and to the manual shift valve 110 via the manual introduction passage 108. The clutch pressure control valve 106 is connected from the solenoid pressure introduction passage 112 to the solenoid pressure supply passage 98 via the clutch pressure solenoid valve 114, and is connected to the lube pressure passage 90 via the clutch pressure connection passage 116.

The clutch pressure control valve 106 controls the oil pressure in the line pressure passage 66 to the clutch pressure and takes it out to the clutch pressure supply passage 118. The manual shift valve 110 is switched by operating a shift lever of a shift mechanism (not shown) to each shift position P, R, N, D, L, etc., and shifts the oil introduced through the manual introduction passage 108 to the shift servo. The shift servo valve 122 is switched and supplied through the passage 120 to switch the shift servo valve 122.

Further, the manual shift valve 110 distributes and supplies the oil supplied through the clutch pressure supply passage 118 through the clutch pressure distribution passage 124. The shift servo valve 122 supplies the oil distributed and supplied through the clutch pressure distribution passage 124 to the clutch hydraulic chamber 28 of the clutch 26 through the clutch pressure supply / discharge passage 126, and also discharges the oil in the clutch hydraulic chamber 28.
As a result, the clutch 26 is disengaged. Also,
The shift servo valve 122 is connected to a forward / reverse switching mechanism (not shown) and switches and sets the forward / reverse meshing state of the forward / reverse switching gear train.

Further, the hydraulic control mechanism 32 is provided with a cooling control valve 128. The cooling control valve 128 is connected to the lube pressure passage 90 by the lube pressure introduction passage 130. This cooling control valve 128 is connected to the clutch 26 by a clutch cooling passage 132, and
The oil passage 136 is connected to the oil cooler 136 by the cooling passage 134. Further, the cooling control valve 128 is connected to the clutch pressure supply passage 118 by the cooling clutch pressure introduction passage 138, and the cooling primary pressure introduction passage 140.
Is connected to the primary pressure supply passage 96.

As a result, in the continuously variable transmission 2, the transmission control unit 34 for inputting signals such as the shift position, the vehicle speed, and the throttle opening degree controls the hydraulic control mechanism 3 according to the operating condition of the vehicle.
No. 2 line pressure solenoid valve 100, ratio pressure solenoid valve 102, clutch pressure solenoid valve 114 is drive-controlled to control the line first pressure control valve 70, ratio pressure control valve 78, clutch pressure control valve 106, and oil pump 62. By controlling the oil to be supplied to the line pressure, the primary pressure, and the clutch pressure, the gear ratio and the engagement state of the clutch 26 are controlled.

In such a control device for the continuously variable transmission 2, the drive pulley 6 is designed to increase or decrease the groove width of the drive pulley 6.
The discharge side of the ratio pressure control valve 78 that supplies and discharges oil is connected to the introduction side of the lube pressure adjustment valve 92 that adjusts the pressure of the oil supplied to the lubricating system.

More specifically, the ratio pressure control valve 78 is shown in FIG.
As shown in FIG. 9, the valve body 1 of the hydraulic control mechanism 32
It is attached to 42. The ratio pressure control valve 78 includes a spool valve body 146 in a sliding hole 144 of the valve body 142.
The interior is slidable.

The sliding hole 144 is shown in FIGS.
As shown in FIG. 8, it comprises a first hole 148 and a second hole 150 having a small diameter and a small diameter. In the first hole portion 148, a solenoid pressure introducing port 152 connected to the solenoid pressure supply passage 98 via the ratio pressure solenoid valve 102 is sequentially provided from one end side toward the second hole portion 150 side, and a drive side pulley. 6, a primary pressure discharge port 154 for discharging oil in the drive side hydraulic chamber 16, a primary pressure supply port 156 connected to the drive side hydraulic chamber 16 of the drive side pulley 6, and a line pressure introduction passage 7
6, a line pressure introduction port 158 connected to 6 and a drain port 160 connected to an oil pan (not shown) are opened. Solenoid pressure introducing ports 162 and 162, which are connected to the solenoid pressure supply passage 98, are provided in the second hole 150 on the first hole 148 side and the other end side, respectively.

The spool valve element 146 has a first hole portion 14
8 are provided with a first large diameter portion 164 and a second large diameter portion 166, and a small diameter portion 168 slidingly contacting the second hole portion 150. A projecting portion 170 is provided on one end side of the first large diameter portion 164, and a first spring 172 that biases the second large diameter portion 150 side is elastically provided. Between the first large diameter portion 164, the second large diameter portion 166 and the small diameter portion 168, a first communication portion 174 and a second communication portion 176 each having a small diameter are provided. At the other end of the small diameter portion 168, the solenoid pressure introducing port 16 in the second hole portion 150 is provided.
A second spring 180 that biases the first hole 148 is elastically provided between the second spring 180 and the support 178 that is disposed between the two 162.

As a result, the ratio pressure control valve 78 has a solenoid pressure acting on the first large diameter portion 164 from the solenoid pressure supply passage 98 via the ratio pressure solenoid valve 102.
Switching control is performed by the solenoid pressure acting on the small diameter portion 168 from the solenoid pressure supply passage 98 and the spring forces of the first spring 172 and the second spring 178.

In the ratio pressure control valve 78, the primary pressure discharge port 154 on the discharge side is inserted into the lube pressure passage 90 on the introduction side of the lube pressure adjusting valve 92, and the primary pressure discharge passage 18 is provided.
I am contacting you by 2. Therefore, the oil in the drive-side hydraulic chamber 16 of the drive-side pulley 6 becomes
82 via the lube pressure passage 90 to the oil pump 62 from the lube pressure adjusting valve 92 via the lube pressure discharge passage 94.
Is discharged to an oil pan (not shown) on the suction side or through a lubrication system such as the belt 24.

Next, the operation will be described.

In the continuously variable transmission 2, the transmission control unit 34 for inputting signals such as the shift position, vehicle speed, throttle opening and the like controls the line pressure solenoid valve 100 of the hydraulic control mechanism 32 and the ratio according to the operating state of the vehicle. Pressure solenoid valve 102,
By controlling the clutch pressure solenoid valve 114 to control the line first pressure control valve 70, the ratio pressure control valve 78, etc., and controlling the oil pressure supplied by the oil pump 62 to the line pressure, the ratio pressure, etc. Controls ratio and clutch engagement.

In the continuously variable transmission 2, the primary pressure oil is supplied to and discharged from the drive pulley 6 by the ratio pressure control valve 78 in order to increase or decrease the groove width of the drive pulley 6. The ratio pressure control valve 78 increases the gear ratio by supplying oil to the drive pulley 6 (ratio up: a gear ratio that transmits by increasing the rotation speed), and discharges oil from the drive pulley 6. The gear ratio is reduced (ratio down: the gear ratio at which torque is increased and transmitted).

As shown in FIGS. 4 to 6, when increasing the gear ratio, the spool valve element 146 of the ratio pressure control valve 78 is used.
Is moved to the second hole portion 150 side of the sliding hole 144. As a result, the ratio pressure control valve 78 causes the spool valve body 146 to move.
The primary connection part 174 connects the primary pressure supply port 156 and the line pressure introduction port 158 to supply the drive side hydraulic chamber 16 of the drive side pulley 6 with the oil of the line pressure P1 as the primary pressure P3. The groove width of 6 is narrowed to increase the gear ratio.

From this state, when the gear ratio is reduced by increasing the opening of the throttle valve, the spool valve element 146 of the ratio pressure control valve 78 is set to the sliding hole as shown in FIGS. It is moved to the first hole portion 148 side of 144. Accordingly, the ratio pressure control valve 78 connects the primary pressure supply port 156 and the primary pressure discharge port 154 by the first communication portion 174 of the spool valve element 146, and the primary pressure P3 of the drive side hydraulic chamber 16 of the drive side pulley 6 is connected. Oil is discharged to widen the groove width of the drive pulley 6 to reduce the gear ratio.

At this time, the ratio pressure control valve 78 connects the primary pressure discharge port 154 to the lube pressure passage 90 on the introduction side of the lube pressure adjusting valve 92. Therefore, the oil in the drive-side hydraulic chamber 16 of the drive-side pulley 6 is discharged from the lube pressure adjusting valve 92 to the suction side of the oil pump 62 from the lube pressure adjusting valve 92 via the lube pressure passage 90 by the primary pressure discharge passage 182. Will be done. Alternatively, the oil is discharged to an oil pan (not shown) via a lubricating system such as the belt 24.

As a result, the oil discharged from the drive pulley 6 is subjected to the resistance of the lube pressure P (for example, 1.4 〓 / 〓 ² ) in the lube pressure passage 90 as shown in FIG. As shown by the arrow B in FIG. 2, the oil speed Q is reduced and the primary pressure P3 is gradually reduced.

For this reason, the driving pulley 6 has a speed Q of the oil discharged from the driving pulley 6 when the gear ratio decreases.
It is possible to prevent the groove width from being suddenly widened by decreasing the value. As a result, it is possible to prevent a rapid reduction in the gear ratio, ensure the holding force of the belt 24, and prevent belt slip.

[0049]

As described above, according to the present invention, the resistance of the lube pressure acts on the oil discharged from the driving pulley, and the speed of the oil can be reduced.

Therefore, the drive-side pulley can prevent the groove width from being suddenly widened by reducing the speed of the oil discharged from the drive-side pulley when the gear ratio is reduced. It is possible to prevent a sharp decrease in the ratio, to secure the holding force of the belt, and to prevent belt slip.

[Brief description of drawings]

FIG. 1 is a circuit configuration diagram of a control device for a continuously variable transmission showing an embodiment of the present invention.

FIG. 2 is a diagram showing changes in throttle opening, line pressure, clutch pressure, and primary pressure.

FIG. 3 is an explanatory diagram of a case where oil is discharged from a drive side hydraulic chamber of a drive side pulley.

FIG. 4 is an operation state explanatory diagram of a ratio pressure control valve when a gear ratio is increased.

FIG. 5 is an enlarged explanatory diagram of the operating state of the ratio pressure control valve when the gear ratio is increased.

FIG. 6 is an operation state explanatory diagram of the valve body of the ratio pressure control valve when the gear ratio is increased.

FIG. 7 is an operation state explanatory diagram of the ratio pressure control valve when the gear ratio is reduced.

FIG. 8 is an enlarged explanatory diagram of the operating state of the ratio pressure control valve when the gear ratio is reduced.

FIG. 9 is an operation state explanatory diagram of the valve body of the ratio pressure control valve when the gear ratio is reduced.

FIG. 10 is a schematic configuration diagram of a control device for a continuously variable transmission.

FIG. 11 is a circuit configuration diagram of a control device for a continuously variable transmission showing a conventional example.

FIG. 12 is a diagram showing changes in throttle opening, line pressure, clutch pressure, and primary pressure.

FIG. 13 is an explanatory diagram of a case where oil is discharged from a drive side hydraulic chamber of a drive side pulley.

[Explanation of symbols]

 2 continuously variable transmission 6 driving side pulley 10 driven side pulley 16 driving side hydraulic chamber 22 driven side hydraulic chamber 24 belt 26 clutch 32 hydraulic control mechanism 34 transmission control unit 62 oil pump 66 line pressure passage 78 ratio pressure control valve 90 lube Pressure passage 92 Lube pressure adjusting valve 96 Primary pressure supply passage 98 Solenoid pressure supply passage 152 Solenoid pressure introduction port 154 Primary pressure discharge port 156 Primary pressure supply port 158 Line pressure introduction port 182 Primary pressure discharge passage

Claims (1)

[Claims] 1. The gear ratio is changed by increasing or decreasing the groove widths of the driving pulley and the driven pulley by the pressure of oil to increase or decrease the radius of gyration of the belt wound around the driving pulley and the driven pulley. In the control device of the continuously variable transmission for controlling so as to increase / decrease the groove width of the drive side pulley, a ratio pressure control valve for supplying / discharging oil to / from the drive side pulley is provided to control the pressure of the oil supplied to the lubricating system. A control device for a continuously variable transmission, comprising: a lube pressure adjusting valve for adjusting; and a discharge side of the ratio pressure control valve connected to an introducing side of the lube pressure adjusting valve.