Abstract: Clutch temperature management in a slip control method and arrangement for a drivetrain including a continuously variable transmission is described herein. The drivetrain includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. The temperature data from the clutch is used to determine the usable torque. Accordingly, the clutch prevents the prime mover from stalling.

Abstract: A slip control method and arrangement for a drivetrain including a continuously variable transmission, forward-reverse clutch arrangement and an optional three-speed gearbox is described herein. The forward-reverse clutch arrangement includes a clutch that is so controlled as to slip when a torque higher than the usable torque attempts to pass through. Accordingly, the clutch prevents the prime mover from stalling.

Abstract: In a transmission belt of a continuously variable transmission, a plurality of types of elements having different shapes is arrayed. A ratio of the numbers of the respective types of the elements in a string portion of the transmission belt is set so that, when first and second pulleys of the continuously variable transmission are misaligned, a total sum of deformation volumes of end portions of the elements on a side closer to a virtual plane in the element width direction is smaller than a total sum of deformation volumes of end portions of the elements on a side farther from the virtual plane. The virtual plane passes a center of a space between sheaves of the second pulley and is perpendicular to a rotating shaft of the second pulley.

Abstract: Systems and methods for detecting and mitigating belt slip of an engine front end accessory drive are described. In one example, three different signals are input to a weighted average filter to determine the presence or absence of belt slip so that quality of an indication of belt slip may be improved.

Abstract: A transaxle and a two-speed drive module thereof. The two-speed drive module comprises an input shaft, an output shaft, and gear sets used for transmitting power between the input shaft and the output shaft. The gear sets comprise: a two-speed gear set having two groups of shift gear pairs that have different speed ratios, the shift gear pairs being capable of transmittingly connecting to or disconnecting from the input shaft so as to output the rotational speed of the input shaft at different speed ratios; a planetary gear set having an output end thereof being transmittingly connected to the output shaft; and a connecting gear set by which the two-speed gear set is transmittingly connected to the planetary gear set. The two-speed drive module can implement a reduction in the radial dimension, and can reduce the ground clearance of a transaxle.

Abstract: A vehicle is disclosed which includes a controller having at least one of a vehicle security module and a playback module. The vehicle security module may operate in a secure once mode of operation or in a secure all mode of operation. The playback module records ride information associated with the vehicle. The ride information may be provided to an external device.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus that includes a gear mechanism and a continuously-variable transmission mechanism including a primary pulley, a secondary pulley, a transfer element that is looped over the primary and secondary pulleys, and an actuator configured to apply, to the primary pulley, a thrust, based on which the transfer element is to be clamped by the primary pulley. The vehicle drive-force transmitting apparatus defines a first drive-force transmitting path for transmitting a drive force through the gear mechanism and a second drive-force transmitting path for transmitting the drive force through the continuously-variable transmission mechanism.

Abstract: A method for controlling a pulley of a vehicle having a continuously variable transmission may include: determining, by a controller, a pulley target torque and a target pulley ratio, upon detecting disturbance of the vehicle; determining, by the controller, target pressures of a driving pulley and a driven pulley based on the pulley target torque and the target pulley ratio and comparing the target pressures with each other; and controlling, by the controller, a pressure of a pulley having a larger target pressure in the comparing to be a maximum pressure generatable depending on a traveling situation of the vehicle and controlling a pressure of the other pulley to be increased to a correction pressure for implementing the target pulley ratio.

Abstract: A method is provided for automated tuning and calibration of feedback control of systems and processes. A series of actuator pulses are automatically performed and, based on the gradient of the sensor response, information is determined on the dynamics of the system to be controlled in what is described as the system identification procedure. An automatic sensor calibration procedure is performed to determine the controller's window of operation. Based on the information collected during the system identification procedure, controller parameters are automatically calculated for a specified time for the sensor to reach a setpoint. A system that is managed and/or controlled by a controller and/or control algorithm is also provided. The disclosed method provides a scheme for parameterization of control algorithms.

Abstract: A powertrain system includes a torque generating device to transfer torque to a driveline via a CVT, wherein the CVT includes a first pulley coupled to a second pulley via a flexible continuous device to transfer torque therebetween. A controller including a processor and memory is operatively connected to the CVT. The controller includes an instruction set that is executable to dynamically monitor operating parameters associated with an input force and an output force of the CVT and determine an amplitude variation of one of the operating parameters. The controller is disposed to detect an impending slip event based upon the amplitude variation, wherein the impending slip event is associated with a macro-slip condition on the flexible continuous device. Operation of the CVT is controlled to preclude the impending slip event.

Abstract: A vehicle control apparatus includes: a first target driving force calculation unit that calculates a first target driving force based on an accelerator pedal opening; a target speed ratio calculation unit that calculates a target speed ratio of a continuously variable transmission based on the first target driving force; a target torque calculation unit that calculates a target torque of a driving source based on the first target driving force; an air density detection unit that detects air density; and a first correction unit that corrects only the target torque, out of the target speed ratio and the target torque, in accordance with the air density.

Abstract: A continuously variable transmission (CVT) (14) includes a drive pulley (18), a driven pulley (20), and an endless rotatable device (22) coupled between the drive and driven pulleys (18, 20). The drive pulley (18) and the driven pulley (20) each include pulley teeth (19T, 21T), and the endless rotatable device (22) includes device teeth (22T).

Abstract: A revolving apparatus for a work vehicle includes a drive unit, a brake unit under the drive unit, a deceleration unit under the brake unit, and an output unit under the deceleration unit. The brake unit has a brake main body that stops revolution, a housing, a piston and a spring. The housing has a first face with a first concave component. The piston has a second face opposite the first face with a second concave component. The piston is disposed between the brake main body and the housing, and is movable with respect to the housing in order to actuate the brake main body. The spring member has two ends held in the first and second concave components. The first and second concave components have cylindrical shapes. The inside diameter of the first concave component is greater than the inside diameter of the second concave component.

Abstract: A control device for a vehicle continuously variable transmission that includes: an input-side variable pulley of which an effective diameter is variable; an output-side variable pulley of which an effective diameter is variable; a transmission belt that is wound between the input-side variable pulley and the output-side variable pulley; and a check valve that, on the basis of a first pressure that is one of an input-side pressure applied to the input-side variable pulley and an output-side pressure applied to the output-side variable pulley, regulates a second pressure that is the other one of the input-side pressure and the output-side pressure includes: a control unit that, when the second pressure is regulated by the check valve, controls the first pressure on the basis of a pressure required to suppress a slip of the transmission belt and a pressure required to achieve a target speed ratio.

Abstract: A transmission controller searches a mechanical High, which is a minimum value of a possible speed ratio of the continuously variable transmission (CVT), based on an actual speed ratio, sets a control High lower than the mechanical High by a predetermined amount, and controls a speed ratio of the CVT by setting a minimum value of a speed ratio range of the CVT at the control High.

Abstract: A target primary pressure and a target secondary pressure are set based on a speed ratio, a target line pressure as a target value of a line pressure is set to be a value obtained by adding an offset amount, as a positive value, to either one having a higher value out of the target primary pressure and the target secondary pressure, in at least a cross-point region as a region where an absolute value of a deviation, obtained by subtracting the target primary pressure from the target secondary pressure, is smaller than a predetermined deviation, and a primary pressure, a secondary pressure, and the line pressure are controlled to be the target primary pressure, the target secondary pressure, and the target line pressure, respectively.

Abstract: A transmission controller detects a rotation, speed of an input shaft, calculates an inertia torque input to a continuously variable transmission based on a change ratio of the detected rotation speed, obtains a positive inertia torque by extracting a positive portion from the calculated inertia torque, and corrects pulley pressures based on the extracted positive inertia torque.

Abstract: When the vehicle is stationary, the gear ratio is shifted to a Low side by controlling the position of a shift actuator such that a shift control valve is controlled to a position in which a first oil pressure shifts toward a neutral position side by a predetermined amount from a maximum discharge side position and a controlling secondary pulley pressure control unit to increase a second oil pressure to a predetermined oil pressure.

Abstract: A continuously variable transmission control system includes a continuously variable transmission device having an electricity-driven actuator that changes an width between a moveable sheave and a fixed sheave in at least one pulley of a drive pulley and a driven pulley, and a control device that controls driving of the electricity-driven actuator. The control device selects, from a plurality of speed relationships, each of which is a relationship between an input shaft rotational speed of the drive pulley and an output shaft rotational speed of the driven pulley, one speed relationship according to an input of a switch command signal or a drive state of the vehicle, and changes the width between the moveable sheave and the fixed sheave based on the selected speed relationship and detected values of the input shaft rotational speed and the output shaft rotational speed.

Abstract: Disclosed is a shift control apparatus for a continuously variable transmission configured to transmit power from a drive power source of a vehicle to a drive wheel of the vehicle. The shift control apparatus is configured to change a gear ratio of the continuously variable transmission with changes in vehicle speed and, during sudden braking of the vehicle, change a rate of change of the gear ratio (a shift speed) of the continuously variable transmission in a downshift direction depending upon a wheel slip ratio calculated from a wheel speed and the vehicle speed.

Abstract: A control apparatus for a vehicle is provided for a vehicle that has a normal mode and a power mode as vehicle driving characteristics. The control apparatus includes a continuously variable transmission mechanism that steplessly changes a speed ratio when rotational driving force of an engine output shaft is transmitted to a rotating output shaft; and a control portion that controls the continuously variable transmission mechanism such that, when a rotation speed is increased to a target rotation speed and a required output of an internal combustion engine when the power mode is selected is the same as when the normal mode is selected, the rate of increase in the rotation speed is greater when the power mode is selected than when the normal mode is selected.

Abstract: Is provided herein a torque-limiting electronically controlled CVT comprising a drive portion having a drive pulley including two opposed sheaves adapted to be actuated with an electric motor to set a transmission ratio between an engine and a ground contacting rotating member of a vehicle, an input module adapted to receive a signal indicative of whether a ground-contacting rotating member is airborne, a processing module adapted to determine a desired CVT ratio, and an output module adapted to actuate the electric motor to obtain the desired CVT ratio to match the circumferential velocity of the vehicle's airborne ground-contacting rotating member with the speed of the vehicle in order to limit a mechanical peak torque sustained by a drive system of the vehicle. Also provided hereby is a vehicle equipped with the CVT, a kit including such a CVT and a method of managing the CVT to limit the mechanical peak torque sustained by a drive train of a vehicle.

Abstract: A drive clutch for a continuously variable transmission that includes an input shaft designed to engage with an engine. A sheave assembly is mounted about the input shaft. A bearing assembly separates the sheave assembly from the input shaft such that the input shaft can rotate independently from the sheave assembly. At least one sheave clutch assembly is positioned about the input shaft. The sheave clutch assembly is configured to provide engagement between the sheave assembly and the input shaft when the rotation of the input shaft increases above a certain threshold value. An axial control mechanism is mounted on the input shaft adjacent to the second sheave. The axial control mechanism controls the movement of the second sheave toward and away from the first sheave as a function of the speed of the input shaft. A continuously variable transmission including the drive clutch and a driven clutch is also disclosed.

Abstract: A control system for a belt-type continuously variable transmission capable of preventing deterioration in fuel economy. A friction coefficient ?2 in a radially outer region of the tapered face of the driven pulley 7 is smaller than a friction coefficient ?1 in a radially inner region, and the control system comprises a speed change region setting means that increases frequency of carrying out a speed change operation within the radially inner region in case the energy saving mode is selected.

Abstract: A method is provided for controlling a normal force in a frictional contact of a continuously variable transmission including an input pulley and an output pulley where between an endless transmission element is arranged that is held between and in frictional contact with two pulley discs of each respective pulley under the influence of a respective normal force, wherein, as part the control method, the normal force at one pulley is actively oscillated, wherein a resulting oscillation of one of, or a ratio or difference between both of, a rotational speed of the input pulley and a rotational speed of the output pulley is determined and wherein at least one normal force is controlled in dependency on a correlation between the active oscillation and the resulting oscillation. The method includes a calibration step wherein a phase difference between the active oscillation and the resulting oscillation is determined.

Abstract: A method of operating a transmission (1) with at least one interlocking shift element (F) having at least two shift element halves that can be brought into interlocked engagement with one another. When a command is received to close the interlocking shift element (F), a current rotational speed difference between the shift element halves of the interlocking shift element (F) and the current positions of the shift element halves are determined. If the rotational speed difference is smaller than a first speed difference threshold value and if a tooth-on-tooth position has occurred at the interlocking shift element (F), then to release the tooth-on-tooth position, the actuation force is changed to a release level at which a rotational speed difference above a second speed difference threshold value is produced between the shift element halves.

Abstract: A belt-drive CVT includes a pair of pulleys, each of which has a stationary pulley and a movable pulley that moves toward or away from the stationary pulley in an axial direction of the pulley, a belt that is wound around the pair of pulleys and a rotation state detecting device for detecting rotation of the pulley. The rotation state detecting device has a tone wheel that rotates integrally with the pulley and a sensor that faces the tone wheel. The tone wheel has a cylinder portion that extends along a moving direction of the movable pulley. The cylinder portion is provided with a plurality of detection portions which are arranged at regular intervals in a circumferential direction throughout an entire circumference of the cylinder portion and which extend along the moving direction of the movable pulley.

Abstract: When a rotational speed of a secondary pulley is less than a first reference value, the disclosed electronic control device implements lower limit hydraulic control to adjust the hydraulic pressure of a primary pulley to be at a lower limit hydraulic pressure. When the rotational speed is equal to or exceeds the first reference value, but is less than a second reference value, the electronic control device implements balanced hydraulic control to adjust the hydraulic pressure to be more than the lower limit hydraulic pressure. When the rotational speed is equal to or exceeds the second reference value, the electronic control device implements feedback control to correct the hydraulic pressure on the basis of the size of the difference between a target transmission gear ratio and a transmission gear ratio, calculated on the basis of rotational speeds detected by each rotational speed sensor.

Abstract: When estimating a torque ratio (Tr), which is the ratio of an actually transmitted torque relative to the maximum transmittable torque of a continuously variable transmission, based on the transmission characteristics for transmitting a given variable component of an input shaft element to an output shaft element via a frictional element, since the torque ratio (Tr) is estimated from a slip identifier (IDslip), which is an indicator for difference in amplitude of a variable component between the two elements, or a phase lag (??), which is an indicator for difference in phase of the variable component between the two elements, it is possible to estimate the torque ratio (Tr), which is very closely related to the power transmission efficiency of the continuously variable transmission, with good precision, thus improving the power transmission efficiency.

Abstract: A controller controls a continuously variable transmission including a variator with a primary pulley, a secondary pulley, and a power transmission member mounted therebetween. A torque converter is provided with a rotational speed detector detecting the rotational speed of a rotor located closer to drive wheels than the torque converter, a rotational speed change amount calculator calculating a change amount in the rotational speed per unit time, a limit setting unit that sets a higher absolute value of a limiter for the change amount as a rotational speed difference between an input shaft and an output shaft of the torque converter increases, a final change amount setting unit setting the smaller of the absolute value of the change amount and of the limiter as a final change amount, and a hydraulic controller controlling a hydraulic pressure to the variator based on the final change amount.

Abstract: A method of measuring and correcting the Young's Modulus inline to eliminate its impact on image length variation during print runtime. The method includes intentionally perturbing the nominal operating condition of the web printing system which is controlled by the double reflex printing controller. The perturbation creates misregistration in a control target printed image that is detectable by in-situ sensors, from which Young's Modulus is estimated. Specifically, the web tension before the print zone is set differently from the web tension in the print zone to create misregistration. The error is detected by the inline sensors, and it is used to calculate the actual Young's Modulus. The implementation of the method consists of measuring the Young's Modulus at various frequencies. The correct Young's Modulus in then incorporated into the double reflex printing algorithm.

Abstract: A method of managing slip in a transmission that is driven by a prime mover includes determining whether a slip condition of the transmission is present based on a slip value and reducing a torque output of the prime mover based on a torque reduction value when the slip condition is present. The method further includes storing the torque reduction value in an array if the slip condition is resolved as a result of the step of reducing and identifying a faulty component within the transmission based on the array.

Abstract: Is provided herein a torque-limiting electronically controlled CVT comprising a drive portion having a drive pulley including two opposed sheaves adapted to be actuated with an electric motor to set a transmission ratio between an engine and a ground contacting rotating member of a vehicle, an input module adapted to receive a signal indicative of whether a ground-contacting rotating member is airborne, a processing module adapted to determine a desired CVT ratio, and an output module adapted to actuate the electric motor to obtain the desired CVT ratio to match the circumferential velocity of the vehicle's airborne ground-contacting rotating member with the speed of the vehicle in order to limit a mechanical peak torque sustained by a drive system of the vehicle. Also provided hereby is a vehicle equipped with the CVT, a kit including such a CVT and a method of managing the CVT to limit the mechanical peak torque sustained by a drive train of a vehicle.

Abstract: In a stepping motor cooling apparatus for a belt-type continuously variable transmission, a pair of primary and secondary pulleys are disposed inside a transmission case, and a forward/backward switching unit is disposed coaxially to the primary pulley, furthermore, a stepping motor is disposed below the forward/backward switching unit. An inner case originating from the transmission case surrounds a circumference of the forward/backward switching unit. Through the inner case, a dripping hole is formed at an inner case's portion directly above the stepping motor so that working fluid drained from the forward/backward switching unit can drip on the stepping motor. In order to further improve the cooling effect of the stepping motor, a recess portion is formed immediately below the stepping motor at an upper surface of a valve body disposed under the stepping motor.

Abstract: In a motorcycle having a V-belt type continuously variable transmission, a resin washer made of a nylon resin is interposed between a boss fixed to a moving sheave half of a secondary sheave and a spring bearing member. The boss contacts the spring bearing member through the resin washer, whereby the moving sheave half is restricted to a Top position, in which a spacing between it and a stationary sheave half becomes maximum. In this manner, the maximum speed is not changed by exchange of the V-belt, the V-belt does not slip or become considerably abraded or deteriorated, and noise generation is suppressed.

Abstract: A belt-drive CVT includes a pair of pulleys, each of which has a stationary pulley and a movable pulley that moves toward or away from the stationary pulley in an axial direction of the pulley, a belt that is wound around the pair of pulleys and a rotation state detecting device for detecting rotation of the pulley. The rotation state detecting device has a tone wheel that rotates integrally with the pulley and a sensor that faces the tone wheel. The tone wheel has a cylinder portion that extends along a moving direction of the movable pulley. The cylinder portion is provided with a plurality of detection portions which are arranged at regular intervals in a circumferential direction throughout an entire circumference of the cylinder portion and which extend along the moving direction of the movable pulley.

Abstract: A motor vehicle transmission having a continuously variable transmission ratio. The transmission includes an input-side torque converter that is optionally connectable on the output side through a first transmission stage with a predetermined gear ratio, or through a second, continuously variable transmission stage, to the output shaft of the transmission so that it transmits torque. The transmission ratio of the continuously variable transmission stage is adjustable in such a way that the rotational speed of the transmission output shaft remains constant when the transmission of torque is shifted from the first transmission stage to the second transmission stage.

Abstract: Apparatuses and methods are disclosed for controlling a variable speed transmission including an actuator, a cam follower, and a speed adjustment cam. The actuator is rotatable through a first phase and a subsequent second phase, and includes an actuator cam surface and a variator. The cam follower is movable in response to contact with the actuator cam surface during rotation through the first phase, for actuating a coupler of the transmission between a disengaged position and an engaged position. The variator is movable along the speed adjustment cam during rotation through the second phase for enabling adjustment of a torque transfer mechanism associated with the transmission. By this configuration, control over the coupling of the transmission to a torque input such as a motor and control over the speed of the transmission are both enabled through rotation of a single actuator, and thus can be implemented in a self-propelled machine such as a lawnmower using a single operator-manipulated control.

Abstract: A drive clutch for a continuously variable transmission that includes an input shaft designed to engage with an engine. A sheave assembly is mounted about the input shaft. A bearing assembly separates the sheave assembly from the input shaft such that the input shaft can rotate independently from the sheave assembly. At least one sheave clutch assembly is positioned about the input shaft. The sheave clutch assembly is configured to provide engagement between the sheave assembly and the input shaft when the rotation of the input shaft increases above a certain threshold value. An axial control mechanism is mounted on the input shaft adjacent to the second sheave. The axial control mechanism controls the movement of the second sheave toward and away from the first sheave as a function of the speed of the input shaft. A continuously variable transmission including the drive clutch and a driven clutch is also disclosed.

Abstract: A slippage detection system for a continuously variable transmission capable of continuously changing a ratio between a speed of rotation of an input member and a speed of rotation of an output member is provided. The slippage detection system calculates a correlation coefficient relating to the input rotation speed and the output rotation speed, based on a plurality of measurement values of the input rotation speed and a plurality of measurement values of the output rotation speed, and determines slippage of the torque transmitting member in the continuously variable transmission based on the calculated correlation coefficient.

Abstract: An electrically assisted or actuated continuously variable transmission (CVT) with a first pulley having a first pulley portion for fixed connection to an engine shaft and an axially movable second pulley portion for placement about the engine shaft. A mechanism for assisting a mechanically-actuated CVT includes a nut connected to the movable portion and an electric motor having a screw that is engaged with the nut. The nut is moved axially by rotation of the screw with respect to the nut, assisting mechanical actuators in changing axial spacing between the pulley portions. A variable actuator for actuating a CVT includes a pair of disks coaxially engaged with the pulley portions, and a roller for contacting the disks at varying inclinations. An electric motor tilts the roller along the axis of rotation, causing the disks to rotate at differing rates to effect a change in axial spacing between the pulley portions.

Abstract: Since a threaded shaft 111 of a ball screw mechanism is disposed parallel to a pulley shaft 201 and an axial displacement of the threaded shaft 111 is converted into an axial displacement of a movable sheave 207 by a fork member 300 which swings, the inertia of a nut member 107 can be suppressed, and a high-speed control of a pulley width can easily be implemented. By the fork member 300 being interposed between the threaded shaft 111 and the movable sheave 207, even though the movable sheave 207 is inclined by a biased force of a belt 211, a the threaded shaft 111 is not inclined, thereby making it possible to suppress a reduction in fatigue life.

Abstract: A continuously variable transmission including a first shaft with a first pulley rotating around a first rotation axis, a second shaft with a second pulley and a belt looped around the first pulley and the second pulley whereby the first pulley comprises two discs with conical surfaces which support the belt at a first radius and which are displaceable relative to one another in the direction of the first rotation axis for changing the first radius. Both conical surfaces of the discs are provided with parallel ridges and slits parallel to the first rotation axis so that the conical surfaces intersect in a plane perpendicular to the rotation axis whereby the ridges of the one disc slot in the slits of the other disc.

Abstract: When a through speed ratio, which is an overall speed ratio of a variator and a subtransmission mechanism, varies from a larger speed ratio than a mode switch speed ratio to a smaller speed ratio than the mode switch speed ratio, a gear position of the subtransmission mechanism is changed from a first gear position to a second gear position and the speed ratio of the variator is modified to a large speed ratio side. The mode switch speed ratio is set midway between a low speed mode Highest speed ratio and a high speed mode Lowest speed ratio.

Abstract: When a through speed ratio, which is an overall speed ratio of a variator and a subtransmission mechanism, varies from a larger speed ratio than a mode switch speed ratio to a smaller speed ratio than the mode switch speed ratio, a gear position of the subtransmission mechanism is changed from a first gear position to a second gear position and the speed ratio of the variator is modified to a large speed ratio side. The mode switch speed ratio is set to be equal to a high speed mode Lowest speed ratio.

Abstract: When a through speed ratio, which is an overall speed ratio of a variator and a subtransmission mechanism, varies from a larger speed ratio than a mode switch speed ratio to a smaller speed ratio than the mode switch speed ratio, a gear position of the subtransmission mechanism is changed from a first gear position to a second gear position. The mode switch speed ratio is set at a through speed ratio obtained when the speed ratio of the variator is a Highest speed ratio and the gear position of the subtransmission mechanism is the first gear position.

Abstract: When the vehicle is stationary, the gear ratio is shifted to a Low side by controlling the position of a shift actuator such that a shift control valve is controlled to a position in which a first oil pressure shifts toward a neutral position side by a predetermined amount from a maximum discharge side position and a controlling secondary pulley pressure control unit to increase a second oil pressure to a predetermined oil pressure.

Abstract: An electrically actuated continuously variable transmission with a first pulley having a first pulley portion for fixed connection to an engine shaft and an axially movable second pulley portion for placement about the engine shaft. An electric actuator coaxially coupled to the second pulley portion moves the second pulley portion with respect to the first pulley portion when the electric actuator moves the second pulley portion to change spacing between the first and second pulley portions.

Abstract: A hydraulic control system of a vehicle power train having a belt-type continuously variable transmission, and a hydraulic lock-up clutch, includes: a line pressure control valve; first and second control valves; first, second and third electromagnetic valves; and a fail-safe valve. The fail-safe valve is switched to a fail position in which a line pressure is supplied to one of a drive pulley and a driven pulley when a rapid deceleration state is likely to occur in the belt-type continuously variable transmission, the fail-safe valve is switched to a normal position in which a hydraulic pressure output from the first control valve is supplied to the one of the drive pulley and the driven pulley during times other than the above, and the fail-safe valve is switched by a combination of a hydraulic pressure controlled by the second electromagnetic valve and a hydraulic pressure controlled by the third electromagnetic valve.

Abstract: The following steps are performed in the control method: determining a mode of operation from amongst a permanent mode and a transient mode, as a function of a set of variables comprising said estimated values; correcting the value of the speed of rotation of the outlet shaft in such a manner that: if the mode has been determined as being the permanent mode, then the moving average (L?) of the gear ratio (L) over a period (T) of a plurality of unit time intervals lies between a first threshold value (S1) that is negative and a second threshold value (S2) that is positive; and if the mode has been determined as being the transient mode, then said moving average (L?) of the gear ratio (L) lies outside the range of values defined by the first and second threshold value (S1, S2).