CN104234849B - Power transmitting deice - Google Patents

Abstract

The invention provides a kind of power transmitting deice, this power transmitting deice due to require to create vehicle output drive strength make single direction rotation stop mechanism transfer to needing of stationary state from idling conditions time, the reduction of cornering ability can be suppressed.The control gear (40) of power transmitting deice (1A) is when being required vehicle (C) output drive strength, when overrunning clutch (17) is for idling conditions, perform the control based on middle turning radius adjustment part (77), after having transferred to stationary state, perform the control based on final turning radius adjustment part (76).

Description

Power transmitting deice

Technical field

The present invention relates to the power transmitting deice with connecting rod.

Background technique

In the past, the known power transmitting deice with the stepless speed variator of quadratic crank mechanism type, this stepless speed variator has: input part, and it is passed the driving force from traveling driving sources such as the motors being located at vehicle; Output shaft, it is configured to the rotating center axis being parallel with input part; Multiple connecting rod; And control gear, it controls the action (for example, referring to patent documentation 1) of traveling driving source and connecting rod.

The connecting rod of patent documentation 1 is formed by with lower part: the turning radius controlling mechanism being located at input part; The fork on output shaft is bearing in the mode axle that can freely swing; And connecting rod, it has on one end can with the mode rotated freely and the outer input side annulus of turning radius controlling mechanism, the swing end connection of another end and fork.

Be provided with between fork and output shaft and stop the overrunning clutch of mechanism as single direction rotation, switch between the idling conditions (so-called disengaged position) that it can dally relative to output shaft at the fork when relatively rotating to side relative to output shaft and the stationary state (so-called engagement) that fork is fixed on output shaft when relatively rotating to opposite side relative to output shaft.

Control gear due to be required to create vehicle output drive strength make single direction rotation stop mechanism transfer to needing of stationary state from idling conditions time, after performing and making process that the gear ratio of stepless speed variator is consistent with the target change gear ratio of the requirement driving force for vehicle, perform and make single direction rotation stop mechanism to transfer to the process of stationary state from idling conditions.

[patent documentation 1] Japanese Unexamined Patent Publication 2013-47492 publication

In the power transmitting deice described in patent documentation 1, when single direction rotation stops mechanism to be stationary state, becoming can from input part via the state of output shaft to the driving wheel transferring power of vehicle.Now, apply from the reaction force of fork to turning radius controlling mechanism via connecting rod.Due to this reaction force, to save the identical size of driving force that driving source requires and the power (hereinafter referred to as " adjustment driving source load ") that contrary direction is applied to adjustment driving source increases sometimes with in order to maintain the gear ratio corresponding with the actual turning radius of turning radius controlling mechanism and actual gear ratio and exchange.

When due to the increase of this adjustment driving source load, the relative turning radius corresponding with target change gear ratio there occurs change to the turning radius of turning radius controlling mechanism, control gear needs to be controlled to suitable turning radius.

Now, after single direction rotation stops mechanism to become stationary state, the turning radius of turning radius controlling mechanism temporarily becomes the turning radius being different from the turning radius corresponding with target change gear ratio, thus cornering ability may reduce.

Summary of the invention

The present invention completes in view of the above circumstances, its object is to provide a kind of power transmitting deice, this power transmitting deice due to require to create vehicle output drive strength make single direction rotation stop mechanism transfer to needing of stationary state from idling conditions time, the reduction of cornering ability can be suppressed.

Power transmitting deice of the present invention has: input part, and it is passed the driving force of traveling driving source, output shaft, it is configured to the rotating center axis being parallel with described input part, connecting rod, it has axle and is bearing in fork on described output shaft, the rotation of described input part is converted to the swing of described fork, and single direction rotation stops mechanism, it can switch prominent turning between state and stationary state, wherein, described prominent turn state under, when relatively rotating to side relative to described output shaft, described fork dallies relative to described output shaft, under described stationary state, when relatively rotating to opposite side relative to described output shaft, described fork is fixed on described output shaft, and described connecting rod has: adjustment driving source, turning radius controlling mechanism, turning radius when it can be rotated centered by described rotating center axis by the driving force free adjustment of described adjustment driving source, and connecting rod, it connects this turning radius controlling mechanism and described fork, this connecting rod can change gear ratio by changing the described turning radius of described turning radius controlling mechanism, the feature of this power transmitting deice is, this power transmitting deice has the control gear controlling described traveling driving source and described adjustment driving source, described control gear has: final goal gear ratio determination portion, and it determines the target change gear ratio corresponding with the requirement driving force to vehicle and final goal gear ratio, rotational speed increase portion, it controls, and makes the output rotational speed of described traveling driving source increase to the rotational speed corresponding to the described final goal gear ratio determined by described final goal gear ratio determination portion and target rotational speed, load estimation portion, the gear ratio corresponding to the actual turning radius of described turning radius controlling mechanism is defined as actual gear ratio by it, by with in order to maintain described actual gear ratio and to the identical size of the driving force of described adjustment driving source requirement and the power that contrary direction is applied to described adjustment driving source is defined as adjustment driving source load, estimate described adjustment driving source load according to described actual gear ratio, intermediate objective gear ratio determination portion, it, according to the described final goal gear ratio determined by described final goal gear ratio determination portion and the described adjustment driving source load estimated by described load estimation portion, determines target change gear ratio when making described single direction rotation stop mechanism to transfer to described stationary state from described idling conditions and intermediate objective gear ratio, final turning radius adjustment part, it adjusts the described turning radius of described turning radius controlling mechanism, makes the described turning radius of described turning radius controlling mechanism become the turning radius corresponding to the described final goal gear ratio determined by described final goal gear ratio determination portion and final turning radius, and middle turning radius adjustment part, it adjusts the described turning radius of described turning radius controlling mechanism, make the turning radius i.e. middle turning radius that the described turning radius of described turning radius controlling mechanism becomes corresponding to the described intermediate objective gear ratio determined by described intermediate objective gear ratio determination portion, due to require to create described vehicle output drive strength make described single direction rotation stop mechanism transfer to needing of described stationary state from described idling conditions time, described control gear performs the control in described rotational speed increase portion, and when described single direction rotation stops mechanism to be described idling conditions, perform the control of described middle turning radius adjustment part, after described single direction rotation stops mechanism to transfer to described stationary state from described idling conditions, perform the control of described final turning radius adjustment part.

In the present invention, middle turning radius adjustment part, after the turning radius of turning radius controlling mechanism is set to middle turning radius, makes single direction rotation stop mechanism to transfer to stationary state from idling conditions.Intermediate objective gear ratio is determined according to final goal gear ratio and the adjustment driving source load that estimated by load estimation portion by intermediate objective gear ratio determination portion.

Here, the adjustment driving source load that load estimation portion estimates is that single direction rotation stops mechanism when idling conditions has transferred to stationary state, be applied to the load of adjustment driving source.That is, intermediate objective gear ratio be take into account turning radius controlling mechanism turning radius due to the gear ratio of this situation that changes to adjustment driving source effect adjustment driving source load.

Therefore, when single direction rotation stops mechanism to transfer to stationary state from idling conditions, by to adjustment driving source effect adjustment driving source load, even if when the turning radius of turning radius controlling mechanism there occurs change, also control this turning radius in the mode arriving rapidly final turning radius.

Thus, due to require to create vehicle output drive strength make single direction rotation stop mechanism transfer to needing of stationary state from idling conditions time, the reduction of cornering ability can be suppressed.

In the present invention, preferably, described intermediate objective gear ratio, when the described adjustment driving source load that described load estimation portion estimates is the driving force towards the direction effect making the described turning radius of described turning radius controlling mechanism reduce, is defined as less than described final goal gear ratio by described intermediate objective gear ratio determination portion.

According to this structure, control gear, when the turning radius of turning radius controlling mechanism is larger than the final turning radius corresponding to final goal gear ratio (time less than final goal gear ratio), makes single direction rotation stop mechanism to transfer to stationary state from idling conditions.

Now, when by making the turning radius of turning radius controlling mechanism reduce to adjustment driving source effect adjustment driving source load (when actual gear ratio increases), actual turning radius reduces from the state being greater than final turning radius to final turning radius.Then, control gear makes the turning radius of turning radius controlling mechanism reduce by final turning radius adjustment part in the mode becoming final turning radius.

Thus, after single direction rotation stops mechanism to become stationary state, turning radius only reduces.

Herein, if when the middle turning radius of turning radius controlling mechanism is set to identical with final turning radius and make single direction rotation stop mechanism to transfer to stationary state from idling conditions, turning radius reduces due to adjustment driving source load.Therefore, in order to supplement this reduction part (namely in order to become final turning radius), turning radius is increased.That is, under these circumstances, under the state that single direction rotation stops mechanism to transfer to stationary state, produce the increase of turning radius and reduce two sides.

On the other hand, in the present invention, after single direction rotation stops mechanism to become stationary state, turning radius only reduces, and therefore compares with the situation reducing two sides with the increase producing turning radius in the stationary state, can suppress the reduction of cornering ability.

In the present invention, preferably, described intermediate objective gear ratio, when the described adjustment driving source load that described load estimation portion estimates is the driving force towards the direction effect making the described turning radius of described turning radius controlling mechanism increase, is defined as larger than described final goal gear ratio by described intermediate objective gear ratio determination portion.

According to this structure, control gear, when the turning radius of turning radius controlling mechanism is less than the final turning radius corresponding to final goal gear ratio (time larger than final goal gear ratio), makes single direction rotation stop mechanism to transfer to stationary state from idling conditions.

Now, when by making the turning radius of turning radius controlling mechanism increase to adjustment driving source effect adjustment driving source load (when actual gear ratio reduces), actual turning radius increases from the state being less than final turning radius to final turning radius.Then, control gear makes the turning radius of turning radius controlling mechanism increase by final turning radius adjustment part in the mode becoming final turning radius.

Thus, after single direction rotation stops mechanism to become stationary state, turning radius only increases.

Herein, if when the middle turning radius of turning radius controlling mechanism is set to identical with final turning radius and make single direction rotation stop mechanism to transfer to stationary state from idling conditions, turning radius increases due to adjustment driving source load.Therefore, in order to supplement this augmenting portion (namely in order to become final turning radius), turning radius is reduced.That is, under these circumstances, under the state that single direction rotation stops mechanism to transfer to stationary state, produce the increase of turning radius and reduce two sides.

On the other hand, in the present invention, after single direction rotation stops mechanism to become stationary state, turning radius only increases, and therefore compares with the situation reducing two sides with the increase producing turning radius, can suppress the reduction of cornering ability.

In the present invention, described load estimation portion according to described actual gear ratio and the output drive strength of described traveling driving source or the output rotational speed of described traveling driving source, can estimate described adjustment driving source load.

In the present invention, described intermediate objective gear ratio determination portion can be configured to: when maybe this requires that the variable quantity of driving force is greater than specified value to the requirement driving force of described vehicle, with the requirement driving force of described vehicle, maybe this requires the mode that the deviation between the then larger and described final goal gear ratio of the variable quantity of driving force is larger, determines described intermediate objective gear ratio.

Accompanying drawing explanation

Fig. 1 is the sectional view of the power transmitting deice that embodiments of the present invention are shown.

Fig. 2 is the figure obtained from the turning radius controlling mechanism of end on observation present embodiment, connecting rod, fork.

Fig. 3 is the figure of the change of the turning radius of the turning radius controlling mechanism that present embodiment is described.

Fig. 4 is the figure of the relation between the change of turning radius of the turning radius controlling mechanism that present embodiment is shown and the angle of oscillation θ 2 of the oscillating motion of fork, the angle of oscillation of the oscillating motion of fork when () illustrates that turning radius is maximum a, the angle of oscillation of the oscillating motion of fork when () illustrates that turning radius is medium b, (c) illustrates the angle of oscillation of the oscillating motion of the fork of turning radius hour.

Fig. 5 be the change of the turning radius of the turning radius controlling mechanism illustrated relative to present embodiment, the plotted curve of the change of the angular velocity omega of fork.

Fig. 6 illustrates in the stepless speed variator of present embodiment, by differing 60 degree respectively and the plotted curve of 6 connecting rods making phase place different state that makes output shaft rotate.

Fig. 7 is the figure of the relation between the angular velocity of the fork that present embodiment is shown and the angular velocity of output shaft and idling conditions and stationary state.

Fig. 8 is the figure of the relation illustrated between the output rotational speed of the speed of a motor vehicle, offset and traveling driving source and boundary line.

Fig. 9 is the functional block diagram of the structure of the control gear of the stepless speed variator that present embodiment is shown.

Figure 10 is the flow chart of the process of the control gear that present embodiment is shown.

Figure 11 is the figure of the time variations of each value of the control illustrated based on control gear, a () is the figure of the aperture that closure is shown, b () is the figure that the speed of a motor vehicle is shown, c () is the figure of the output rotational speed that traveling driving source is shown, d () is the figure of the offset that turning radius controlling mechanism is shown, (e) is the figure of the state that overrunning clutch is shown.

Figure 12 is the figure that the offset of turning radius controlling mechanism and the relation between the rotational speed of traveling driving source and adjustment driving source load are shown.

Figure 13 be the output rotational speed of traveling driving source, offset, boundary line and vehicle be shown driving force between the figure of relation.

Figure 14 be illustrate relative to closure aperture, the figure of final deviation between turning radius and middle turning radius.

Label declaration

1A: power transmitting deice; C: vehicle; 2: input shaft (input part); 3: output shaft; 4: turning radius controlling mechanism; 14: adjustment driving source; 15: connecting rod; 17: overrunning clutch (single direction rotation stops mechanism); 18: fork; 20: connecting rod; 40: control gear (control device); 50: traveling driving source; 60: driving wheel; I: gear ratio; Td: require driving force (requiring driving force, the information of vehicles of regulation); Δ Td: require the variable quantity of driving force Td (requiring the variable quantity of driving force, the information of vehicles of regulation); Ne: export rotational speed; Tp: regulate and use driving source load; Ne_cmd: target rotational speed; I_cmd_last: final goal gear ratio; I_cmd_mid: intermediate objective gear ratio; R1_cmd_last: final offset (final turning radius); R1_cmd_mid: middle offset (middle turning radius); 72: final goal gear ratio determination portion; 73: rotational speed increase portion; 74: load estimation portion; 75: intermediate objective gear ratio determination portion; 76: final turning radius adjustment part; 77: middle turning radius adjustment part.

Embodiment

(1. the structure of power transmitting deice)

The following describes the mode of execution of power transmitting deice of the present invention.The power transmitting deice 1A(of present embodiment is with reference to Fig. 9) having can by the rotational speed of the rotational speed/output shaft of gear ratio i(i=input shaft) be set to infinity (∞) and the rotational speed of output shaft be set to stepless speed variator, the i.e. so-called IVT(InfinityVariableTransmission of " 0 ": infinite buncher).

With reference to Fig. 1, stepless speed variator 1 is installed in vehicle C(with reference to Fig. 9) in, the input shaft 2(with hollow is equivalent to " input part " of the present invention), this input shaft 2 by receive from as traveling driving source 50(such as the motor of internal-combustion engine or motor with reference to Fig. 9) rotary driving force and rotate to input centered by central axis P1.In addition, stepless speed variator 1 has: be configured to parallel with input shaft 2, and via not shown differential gear, transmission shaft etc. to the driving wheel 60(of vehicle C with reference to Fig. 9) output shaft 3 of transmitting rotary power; And be located at 6 turning radius controlling mechanisms 4 of input shaft 2.

As shown in Figure 2, each turning radius controlling mechanism 4 has cam disk 5 and rotating disc 6.Cam disk 5 is discoid, is separately positioned on input shaft 2 two by 1 group in and the mode rotated integrally with input shaft 2 eccentric from input central axis P1.Each group of cam disk 5 makes phase 60 degree respectively, is configured in the circumference of input shaft 2 around one week by 6 groups of cam disks 5.In addition, have for receiving the discoid rotating disc 6 of the receiving opening 6a of cam disk 5 under the state relative to cam disk 5 bias to be embedded in each group of cam disk 5 outside the mode that can rotate freely.

The central point of cam disk 5 is set to P2, the central point of rotating disc 6 is set to P3, rotating disc 6 is in the mode making the distance Ra inputted between central axis P1 and center point P 2 equal the distance Rb between center point P 2 and center point P 3, eccentric relative to cam disk 5.

The internal tooth 6b between 1 group of cam disk 5 is provided with in the receiving opening 6a of rotating disc 6.At input shaft 2(Fig. 1) on be formed with the cut hole 2a between 1 group of cam disk 5 and at the position relative with the eccentric direction of cam disk 5, inner peripheral surface being communicated with outer circumferential face.

Pinion shaft 7 is configured with in the mode concentric with input shaft 2 in the input shaft 2 of hollow.Pinion shaft 7 has external tooth 7a at the position corresponding with rotating disc 6.In addition, pinion shaft 7 is configured to rotate freely relative to input shaft 2.The external tooth 7a of pinion shaft 7 engages with the internal tooth 6b of rotating disc 6 via the cut hole 2a of input shaft 2.

Pinion shaft 7 is connected with differential attachment 8.Differential attachment 8 is made up of planetary gears, the 1st gear ring 10 there is sun gear 9, connect with input shaft 2, and the 2nd gear ring 11 that connects of pinion shaft 7 and planet carrier 13, this planet carrier 13 is with can the mode axle supporting stepwise small gear 12 of free rotation and revolution, and this stepwise small gear 12 is made up of the large-diameter portion 12a engaged with sun gear 9 and the 1st gear ring 10 and the minor diameter 12b that engages with the 2nd gear ring 11.

Sun gear 9 is linked with the running shaft 14a of the adjustment driving source 14 be made up of the motor of pinion shaft 7.When being set to identical with the rotational speed of input shaft 2 by the rotational speed of adjustment driving source 14, sun gear 9 rotates with identical speed with the 1st gear ring 10.Thus, sun gear 9, the 1st gear ring 10, these 4 key elements of the 2nd gear ring 11 and planet carrier 13 become the lock state that can not relatively rotate, and the pinion shaft 7 connect with the 2nd gear ring 11 rotates with the speed identical with input shaft 2.

When the rotational speed of adjustment driving source 14 is set to slower than the rotational speed of input shaft 2, the rotating speed of sun gear 9 is set to Ns, gear ratio (number of teeth of the number of teeth/sun gear 9 of the 1st gear ring 10) that the rotating speed of the 1st gear ring 10 is set to NR1, sun gear 9 and the 1st gear ring 10 is set to j, then the rotating speed of planet carrier 13 is (jNR1+Ns)/(j+1).

And, when the gear ratio ((number of teeth of the number of teeth/sun gear 9 of the 2nd gear ring 11) × (number of teeth of the number of teeth/minor diameter 12b of the large-diameter portion 12a of stepwise small gear 12)) of sun gear 9 and the 2nd gear ring 11 is set to k, the rotating speed of the 2nd gear ring 11 becomes j(k+1) and NR1+(k-j) Ns }/k(j+1) }.

When the rotational speed of the input shaft 2 being fixed with cam disk 5 is identical with the rotational speed of pinion shaft 7, rotating disc 6 rotates integratedly together with cam disk 5.When the rotational speed of input shaft 2 and the rotational speed of pinion shaft 7 there are differences, rotating disc 6 rotates at the periphery of cam disk 5 centered by the center point P 2 of cam disk 5.

As shown in Figure 2, rotating disc 6 is eccentric relative to cam disk 5 to make distance Ra and distance Rb become identical mode.Therefore, it is possible to make the center point P 3 of rotating disc 6 be positioned on the same axis of input central axis P1, make the distance between input central axis P1 and center point P 3, namely offset R1 is " 0 ".

Connecting rod 15 has large diameter large-diameter annual portion 15a on one end, another end has the minor diameter annulus 15b that diameter is less than large-diameter annual portion 15a, the large-diameter annual portion 15a of this connecting rod 15 by the connecting rod bearing 16 be made up of ball bearing to be embedded in the periphery of rotating disc 6 outside the mode that can rotate freely.On output shaft 3, across stoping the overrunning clutch 17 of mechanism as single direction rotation, be provided with 6 forks 18 accordingly with connecting rod 15.

The overrunning clutch 17 of mechanism is stoped to be located between fork 18 and output shaft 3 as single direction rotation.When relatively rotating to side relative to output shaft 3, fork 18 is fixed on output shaft 3 by overrunning clutch 17, and when relatively rotating to opposite side, overrunning clutch 17 makes fork 18 dally relative to output shaft 3.Fork 18, when being become the state dallied relative to output shaft 3 by overrunning clutch 17, is freely swung relative to output shaft 3.

Fork 18 is formed as ring-type, is provided with the swing end 18a connect with the minor diameter annulus 15b of connecting rod 15 above it.Swinging on the 18a of end to be provided with a pair outstanding tab 18b in the mode axially clipping minor diameter annulus 15b.A pair tab 18b runs through and is provided with the through hole 18c corresponding with the internal diameter of minor diameter annulus 15b.Through hole 18c and minor diameter annulus 15b are inserted with coupling pin 19.Thus, connecting rod 15 and fork 18 connect.

Fig. 3 illustrates and makes the offset R1(of turning radius controlling mechanism 4 input distance between central axis P1 and center point P 3) position relationship between the pinion shaft 7 of state that changes and rotating disc 6.(a) of Fig. 3 illustrates the state making offset R1 become " maximum ".Now, the position relationship between pinion shaft 7 and rotating disc 6 become input central axis P1, position relationship that the center point P 2 of cam disk 5, the center point P 3 of rotating disc 6 are arranged in straight line.Gear ratio i now becomes minimum.

(b) of Fig. 3 illustrates the state making offset R1 become " medium " less than (a) of Fig. 3, and (c) of Fig. 3 illustrates the state making offset R1 become " little " less than (b) of Fig. 3.In (b) of Fig. 3, gear ratio i becomes larger than the gear ratio i of (a) of Fig. 3 " medium ", in (c) of Fig. 3, gear ratio i becomes " greatly " larger than the gear ratio i of (b) of Fig. 3.

(d) of Fig. 3 illustrates the state making offset R1 become " 0 ", and the center point P 3 of input central axis P1 and rotating disc 6 is positioned at concentric position.Gear ratio i now becomes infinitely great (∞).The stepless speed variator 1 of present embodiment utilizes turning radius controlling mechanism 4 to change offset R1, thereby, it is possible to the radius of the rotary motion of free adjustment turning radius controlling mechanism 4.In the present embodiment, offset R1 is identical with the radius (that is, " turning radius " of the present invention) of the rotary motion of turning radius controlling mechanism 4 in fact.

As shown in Figure 2, the turning radius controlling mechanism 4 of present embodiment, connecting rod 15, fork 18 form connecting rod 20(quadratic crank mechanism).And, by connecting rod 20, the rotary motion of input shaft 2 is converted to the oscillating motion of fork 18.The stepless speed variator 1 of present embodiment has total 6 connecting rods 20.

When offset R1 is not " 0 ", if make input shaft 2 rotate, and pinion shaft 7 is rotated with the speed identical with input shaft 2, then each connecting rod 15 is each on one side changes 60 degree of phase places, alternately repeatedly enters to output shaft 3 thruster between input shaft 2 and output shaft 3 or go out to input shaft 2 layback and swing based on offset R1.

The minor diameter annulus 15b of connecting rod 15 connects with the fork 18 arranged across overrunning clutch 17 on output shaft 3.Therefore, when fork 18 is swung by connecting rod 15 push-and-pull, output shaft 3 only rotates when fork 18 rotates towards any one party pushed away in side, Ce Huola direction, direction.

When fork 18 rotates towards the opposing party, the power of the oscillating motion of fork 18 is not delivered to output shaft 3, fork 18 dallies.Owing to being configured to differ 60 degree of phase places respectively by each turning radius controlling mechanism 4, therefore, output shaft 3 is made to rotate successively by each turning radius controlling mechanism 4.

The hunting range θ 2 of the fork 18 of the rotary motion relative to turning radius controlling mechanism 4 of (when gear ratio i is minimum) when (a) of Fig. 4 illustrates that offset R1 is " maximum " of (a) of Fig. 3, the hunting range θ 2 of the fork 18 of the rotary motion relative to turning radius controlling mechanism 4 of (when gear ratio i is large) when (c) of the hunting range θ 2, Fig. 4 of the fork 18 of the rotary motion relative to turning radius controlling mechanism 4 of (when gear ratio i is medium) illustrates that offset R1 is " little " of (c) of Fig. 3 when (b) of Fig. 4 illustrates that offset R1 is " medium " of (b) of Fig. 3.

As shown in Figure 4, along with offset R1 diminishes, the hunting range θ 2 of fork 18 narrows.In addition, when offset R1 is " 0 ", fork 18 no longer swings.In addition, in the present embodiment, in the hunting range θ 2 of the swing end 18a of fork 18, the position closest to input shaft 2 is set to inner dead centre, and the position farthest away from input shaft 2 is set to the bottom dead-centre.

The angle of swing θ of the turning radius controlling mechanism 4 of stepless speed variator 1 as the angular velocity omega of transverse axis, fork 18 as the longitudinal axis, is illustrated the relation of the change of the offset R1 of accompanying rotation radius controlling mechanism 4 and the change of the angular velocity omega occurred by Fig. 5.As shown in Figure 5, offset R1 larger (gear ratio i is less), then the angular velocity omega of fork 18 is larger.

Fig. 6 illustrate make phase place differ respectively 60 degree and 6 different turning radius controlling mechanisms 4 rotate time (when input shaft 2 and pinion shaft 7 are rotated with same speed), relative to the angular velocity omega of each fork 18 of the angle of swing θ 1 of turning radius controlling mechanism 4.As shown in Figure 6, by 6 connecting rods 20, output shaft 3 is successfully rotated.

In addition, as shown in Figure 9, stepless speed variator 1 has control gear 40.Control gear 40 is the electronic units be made up of CPU and storage etc.

Control gear 40 utilizes CPU to perform the control program of traveling the driving source 50 and stepless speed variator 1 kept in memory, controls the action of traveling driving source 50 and adjustment driving source 14 thus.In addition, control gear 40, by the action of regulating and controlling with driving source 14, realizes the function of the offset R1 controlling turning radius controlling mechanism 4.

In addition, the vehicle C being provided with stepless speed variator 1 has: the input side rotational speed detection unit 41(such as rotation speed sensor detecting the rotational speed (identical with the output rotational speed Ne of traveling driving source 50 in present embodiment) of the input shaft 2 of stepless speed variator 1); Detect the outlet side rotational speed detection unit 42(such as rotation speed sensor of the rotational speed of the output shaft 3 of stepless speed variator 1); And detect the throttle opening detection unit 43 of aperture AP of the closure corresponding with the operation amount of gas pedal (omit and illustrate).

Each output signal of input side rotational speed detection unit 41, outlet side rotational speed detection unit 42 and throttle opening detection unit 43 is have input to control gear 40.

Control gear 40 is according to the output signal of input side rotational speed detection unit 41, and the output rotational speed Ne(unit detecting traveling driving source 50 is such as [rpm]).

In addition, control gear 40 is according to the output signal of outlet side rotational speed detection unit 42, and travelling speed (hereinafter referred to as " speed of a motor vehicle ") the V(unit detecting vehicle C is such as [km/h]).In detail, control gear 40 detects vehicle velocity V according to " rotational speed (unit is such as [rpm]) of output shaft 3 " and " gear ratio between output shaft 3 and driving wheel 60 ".

In addition, control gear 40 is according to the output signal of throttle opening detection unit 43, and detecting the requirement driving force Td(unit of vehicle C is such as [Nm]).Control gear 40 (is considered error when the aperture of closure is 0, is processed with 0 equal in fact value as 0), and being detected as the requirement driving force of vehicle is 0.In addition, control gear 40, when the aperture AP of closure is the value being greater than 0, according to aperture AP and the time variation amount thereof of closure, detects the requirement driving force Td to vehicle C.

(2. the state of overrunning clutch)

When fork 18 being fixed on output shaft 3 for overrunning clutch 17 with reference to Fig. 7 (, when the driving force from input shaft 2 can be delivered to output shaft 3) and when fork 18 is dallied relative to output shaft 3 situation of (that is, when the driving force from input shaft 2 can not be delivered to output shaft 3) be described.In Fig. 7, horizontal axis representing time, the longitudinal axis represents angular velocity, illustrates that 1 fork 18(swings end 18a) angular velocity omega and the angular velocity of output shaft 3 between relation.

As shown in hacures in Fig. 7, the region of the angular velocity of output shaft 3 is exceeded at the angular velocity omega of fork 18, and the angular velocity omega of fork 18 lower than after the angular velocity of output shaft 3, in region to the torsion (torsions in several years) of overrunning clutch 17 is released, via connecting rod 20 from input shaft 2 to output shaft 3 transmission of drive force.

Below, the state that the driving force from input shaft 2 can not be delivered to output shaft 3 of overrunning clutch 17 is called " idling conditions " (idling conditions is so-called " disengaged position ").In addition, the state that the driving force from input shaft 2 can be delivered to output shaft 3 of overrunning clutch 17 is called " stationary state " (stationary state is so-called " engagement ").

(boundary line of 2-1. switching state)

Fig. 8 illustrates the performance plot of the vehicle velocity V corresponding to boundary line L corresponding with the offset R1 of turning radius controlling mechanism 4 and the output rotational speed Ne of traveling driving source 50.Here, the transverse axis of Fig. 8 represents offset R1, and the longitudinal axis represents the output rotational speed Ne of traveling driving source 50.

Overrunning clutch 17 is which state in idling conditions and stationary state changes according to the output rotational speed Ne of vehicle velocity V, offset R1 and traveling driving source 50.

Line La, Lb, Lc shown in Fig. 8 is the boundary line of overrunning clutch 17 when changing from idling conditions to stationary state.In addition, at each boundary line L(La, Lb, Lc) in, illustrate that the boundary line L that vehicle velocity V is different, boundary line L are more in the position (trend according to " La → Lb → Lc ") of the upper right side of Fig. 8, vehicle velocity V is larger.

That is, this is because vehicle velocity V is larger, the angular velocity of output shaft 3 is larger, and therefore, vehicle velocity V is larger, and the angular velocity omega of the fork 18 when overrunning clutch 17 changes from idling conditions to stationary state is larger.

In addition, under the state that vehicle velocity V is constant (that is, in each boundary line La, Lb, Lc), offset R1 is larger, and the gear ratio i of stepless speed variator 1 is less, and therefore the angular velocity omega of fork 18 is larger.Therefore, when overrunning clutch 17 changes from idling conditions to stationary state, offset R1 is larger, and the output rotational speed Ne of traveling driving source 50 is less.

(3. controlling)

(summary that 3-1. controls)

Fig. 9 illustrates the control gear 40 of power transmitting deice 1A and the functional block diagram of power transmitting deice 1A that control present embodiment.

First, the summary of control gear 40 is described.Control gear 40 has boundary line estimator 71, final goal gear ratio determination portion 72, rotational speed increase portion 73, load estimation portion 74, intermediate objective gear ratio determination portion 75, final turning radius adjustment part 76 and middle turning radius adjustment part 77, as main processing division.

The characteristic of boundary line estimator 71 according to the performance plot of Fig. 8, estimates the boundary line L corresponding with the vehicle velocity V detected.

Final goal gear ratio determination portion 72 determines the target change gear ratio corresponding with the requirement driving force Td to vehicle C and final goal gear ratio i_cmd_last.Rotational speed increase portion 73 controls, and makes the output rotational speed Ne of traveling driving source 50 be increased to the rotational speed corresponding with the final goal gear ratio i_cmd_last determined by final goal gear ratio determination portion 72 and target rotational speed Ne_cmd.

Load estimation portion 74 estimates adjustment driving source load Tp according to the gear ratio corresponding with the offset R1 of turning radius controlling mechanism 4 reality and actual gear ratio i.Herein, adjustment driving source load Tp refers to and saves the identical size of driving force that driving source 14 requires and contrary direction is applied to the power of adjustment driving source 14 to exchange with the actual gear ratio i in order to maintain turning radius controlling mechanism 4.

Intermediate objective gear ratio determination portion 75, according to the final goal gear ratio i_cmd_last determined by final goal gear ratio the determination portion 72 and adjustment driving source load Tp estimated by load estimation portion 74, determines target change gear ratio when making overrunning clutch 17 transfer to stationary state from idling conditions and intermediate objective gear ratio i_cmd_mid.

Intermediate objective gear ratio i_cmd_mid determines according to final goal gear ratio i_cmd_last and adjustment driving source load Tp.Here, the adjustment driving source load Tp that load estimation portion 74 estimates is the load that overrunning clutch 17 is applied to adjustment driving source 14 when idling conditions has transferred to stationary state.That is, intermediate objective gear ratio i_cmd_mid is the gear ratio that the offset R1 that take into account turning radius controlling mechanism 4 changes owing to acting on adjustment driving source load Tp to adjustment driving source 14.

The offset R1 of turning radius controlling mechanism 4 is controlled " the final turning radius " that be equivalent to for final offset R1_cmd_last(in the present invention by final turning radius adjustment part 76).Here, final offset R1_cmd_last refers to the offset R1 corresponding to final goal gear ratio i_cmd_last.

The offset R1 of turning radius controlling mechanism 4 is controlled " the middle turning radius " that be equivalent to for middle offset R1_cmd_mid(in the present invention by middle turning radius adjustment part 77).Here, middle offset R1_cmd_mid refers to the offset R1 corresponding to intermediate objective gear ratio i_cmd_mid.

Control gear 40 when overrunning clutch 17 for when idling conditions due to be required to create to vehicle C output drive strength make overrunning clutch 17 transfer to needing of stationary state from idling conditions time, perform the control based on rotational speed increase portion 73, and when overrunning clutch 17 is idling conditions, by middle turning radius adjustment part 77, the offset R1 of turning radius controlling mechanism 4 is controlled to middle offset R1_cmd_mid.

That is, when the offset R1 of turning radius controlling mechanism 4 is middle offset R1_cmd_mid, overrunning clutch 17 transfers to stationary state from idling conditions.Middle offset R1_cmd_mid is the offset that take into account the adjustment driving source load Tp being applied to adjustment driving source 14 when this transfer.

And, control gear 40 is after overrunning clutch 17 has transferred to stationary state from idling conditions, perform the control based on rotational speed increase portion 73, and by final turning radius adjustment part 76, the offset R1 of turning radius controlling mechanism 4 is controlled to final offset R1_cmd_last.Therefore, this offset R1 is controlled in the mode reaching rapidly final offset R1_cmd_last.Thereby, it is possible to suppress the reduction of cornering ability.

In addition, in more detail, intermediate objective gear ratio determination portion 75 is when the adjustment driving source load Tp that load estimation portion 74 estimates is the driving force (being called " minimizing load " by such adjustment driving source load Tp below) acted on towards the direction (i.e. so-called geared neutral side (gear ratio i increases side further)) making the offset R1 of turning radius controlling mechanism 4 reduce, intermediate objective gear ratio i_cmd_mid is determined in the mode (namely so-called hypervelocity drives ratio side (gear ratio i reduces side further)) less than final goal gear ratio i_cmd_last.

In this situation, control gear 40, when the offset R1 of turning radius controlling mechanism 4 is larger than the final offset R1_cmd_last corresponding to final goal gear ratio i_cmd_last (time less than final goal gear ratio i_cmd_last), makes overrunning clutch 17 transfer to stationary state from idling conditions.

Now, when by act on adjustment driving source load Tp to adjustment driving source 14 thus the offset R1 of turning radius controlling mechanism 4 reduces (actual gear ratio i increase when), actual offset R1 reduces from the state being greater than final offset R1_cmd_last towards final offset R1_cmd_last.Then, control gear 40 makes the offset R1 of turning radius controlling mechanism 4 reduce by final turning radius adjustment part 76 in the mode becoming final offset R1_cmd_last.

Thus, after overrunning clutch 17 has become stationary state (right side of the white circle of the line Q1 of Figure 12), the offset R1 of turning radius controlling mechanism 4 has only reduced on (right side with reference to the white circle of the line Q1 of Figure 12).

Herein, if the middle offset R1_cmd_mid of turning radius controlling mechanism 4 is being set to identical with final offset R1_cmd_last, and making overrunning clutch 17 transfer to stationary state from idling conditions, offset R1 reduces due to adjustment driving source load Tp.Therefore, in order to supplement this minimizing part (namely in order to become final offset R1_cmd_last), the offset R1 of turning radius controlling mechanism 4 is increased.That is, under these circumstances, under the state that stationary state transferred to by overrunning clutch 17, produce the increase of the offset R1 of turning radius controlling mechanism 4 and reduce two sides (the line Q01 with reference to Figure 12).

On the other hand, in the present embodiment, after overrunning clutch 17 has become stationary state, the offset R1 of turning radius controlling mechanism 4 only reduces on (right side with reference to the white circle of the line Q1 of Figure 12), therefore compare with the situation reducing by two sides with the increase producing this offset R1 in the stationary state (the line Q01 with reference to Figure 12), the reduction of cornering ability can be suppressed.

In addition, intermediate objective gear ratio determination portion 75 when the adjustment driving source load Tp that load estimation portion 74 estimates be towards the offset R1 of turning radius controlling mechanism 4 is increased direction act on driving force (below such adjustment driving source load Tp being called " increase load "), with the mode determination intermediate objective gear ratio i_cmd_mid larger than final goal gear ratio i_cmd_last.

In this situation, control gear 40, when the offset R1 of turning radius controlling mechanism 4 is less than the final offset R1_cmd_last corresponding to final goal gear ratio i_cmd_last (time larger than final goal gear ratio i_cmd_last), makes overrunning clutch 17 transfer to stationary state from idling conditions.

Now, when by act on adjustment driving source load Tp to adjustment driving source 14 thus the offset R1 of turning radius controlling mechanism 4 increases (actual gear ratio i reduce when), actual offset R1 increases from the state being less than final offset R1_cmd_last towards final offset R1_cmd_last.Then, control gear 40 makes final offset R1_cmd_last increase by final turning radius adjustment part 76 in the mode of the offset R1 becoming turning radius controlling mechanism 4.

Thus, after overrunning clutch 17 has become stationary state (right side of the white circle of the line Q2 of Figure 12), the offset R1 of turning radius controlling mechanism 4 has only increased on (right side with reference to the white circle of the line Q2 of Figure 12).

Herein, if the middle offset R1_cmd_mid of turning radius controlling mechanism 4 is being set to identical with final offset R1_cmd_last, and making overrunning clutch 17 transfer to stationary state from idling conditions, offset R1 increases due to adjustment driving source load Tp.Therefore, in order to supplement this increase part (namely in order to become final offset R1_cmd_last), the offset R1 of turning radius controlling mechanism 4 is reduced.That is, under these circumstances, under the state that stationary state transferred to by overrunning clutch 17, produce the increase of the offset R1 of turning radius controlling mechanism 4 and reduce two sides (the line Q02 with reference to Figure 12).

On the other hand, in the present embodiment, after overrunning clutch 17 has become stationary state, the offset R1 of turning radius controlling mechanism 4 only increases on (right side with reference to the white circle of the line Q2 of Figure 12), therefore compare with the situation reducing by two sides with the increase producing this offset R1 (the line Q02 with reference to Figure 12), the reduction of cornering ability can be suppressed.

(details that 3-2. controls)

Then, be described with reference to the details of Figure 10 and Figure 11 to the process performed by control gear 40.

In Figure 11, horizontal axis representing time, the longitudinal axis represents " respectively value ".In detail, in (a) of Figure 11, " respectively value " is throttle opening AP.It is vehicle velocity V in (b) of Figure 11.The output rotational speed Ne of traveling driving source 50 in (c) of Figure 11.The offset R1 of turning radius controlling mechanism 4 in (d) of Figure 11.It is the state of overrunning clutch 17 in (e) of Figure 11.

In addition, in fig. 11, moment t1 represents the moment required vehicle C output drive strength (hereinafter referred to as " driving force exports and requires ").Moment t2 represents the moment starting and make offset R1 be increased to the process of the 1st offset R1_cmd1 from the 2nd offset R1_cmd2.Moment t3 represents that overrunning clutch 17 has transferred to the moment of stationary state from idling conditions.

With reference to Figure 10, when throttle opening AP be 0 or close to 0 state, namely the state of 0 is considered as in fact to the requirement driving force Td of vehicle C time, control gear 40 performs the process shown in Figure 10 every the control cycle (such as, 10 [msec]) of regulation.In addition, when performing the flow chart shown in Figure 10, the state of overrunning clutch 17 becomes idling conditions.

Control gear 40 detects vehicle velocity V according to the output signal of outlet side rotational speed detection unit 42 in initial step ST1.Control gear 40 in following step ST2, according to Fig. 8 performance plot shown in characteristic, estimate boundary line L according to the vehicle velocity V that detects in step ST1.Here, step ST1 and ST2 is equivalent to the process that performed by boundary line estimator 71.

Control gear 40, in following step ST3, according to the output signal of throttle opening detection unit 43, detects throttle opening AP.Control gear 40, in following step ST4, according to the throttle opening AP detected in step ST3, determines the requirement driving force Td to vehicle C.

Control gear 40, in following step ST5, determines whether have driving force to export requirement to vehicle C.In detail, the requirement driving force Td that control gear 40 is determined in step ST4 is greater than 0, be judged to be that driving force exports requirement.

Control gear 40 is judged to be that in step ST5 not having driving force to export requires, the process of process ends figure, and continue inertia traveling (before the moment t1 of Figure 11).Control gear 40 has been judged to be that in step ST5 driving force exports requirement, after entering the moment t1 of step ST6(Figure 11).Control gear 40 is determined and the final goal gear ratio i_cmd_last requiring driving force Td corresponding and target rotational speed Ne_cmd in step ST6.

In detail, the characteristic of control gear 40 according to the performance plot of Figure 12, determines final goal gear ratio i_cmd_last and target rotational speed Ne_cmd.

In fig. 12, transverse axis represents the output rotational speed Ne of traveling driving source 50, and the longitudinal axis represents offset R1.In addition, line Ma, Mb, Mc, Md of Figure 12 represent the line (wait and drive the line of force) connecting and obtain from the identical point of the driving force of vehicle C output.Larger the closer to upper right side (that is, according to the trend of " Ma → Mb → Mc → Md ") driving force in fig. 12.

In addition, the transformation of the output rotational speed Ne of when Tu12Zhong, line Q0 represent that adjustment driving source load Tp is 0, offset R1 and traveling driving source 50.Line Q1 represents that adjustment driving source load Tp is the transformation of when reducing load, offset R1 and traveling driving source 50 output rotational speed Ne.In addition, line Q2 represents that adjustment driving source load Tp is the transformation of when increasing load, offset R1 and traveling driving source 50 output rotational speed Ne.

The line of the driving force equal with the requirement driving force Td determined in step ST4 (being line Mc in fig. 12) selected by control gear 40, considers the various key elements such as the state of the vehicle C of current time, and any one some Ptd on this line is defined as target.

Here, this state of vehicle C be considered be the state based on mechanical property of such as vehicle C (such as, the modifiable speed etc. of the driving force of traveling driving source 50 and the characteristic of rotational speed and offset R1) and the situation (such as, offset R1, require driving force Td and the gradient of road that the vehicle C that detected by the gyro sensor etc. being installed on vehicle C is travelling) etc. of the vehicle C that changes with the time one.

With some Ptd(Figure 12) determination, determine the offset R1(corresponding to this Ptd and final goal gear ratio i_cmd_last) and export rotational speed Ne(and target rotational speed Ne_cmd).

Here, step ST6 is equivalent to the process that performed by final goal gear ratio determination portion 72.

Control gear 40, in following step ST7, detects output rotational speed Ne and the gear ratio i of current time.In detail, control gear 40, according to the output signal of input side rotational speed detection unit 41, detects and exports rotational speed Ne.

In addition, control gear 40, according to the output rotational speed Ne detected as described above and the vehicle velocity V detected according to the output signal of outlet side rotational speed detection unit 42, detects the gear ratio i of stepless speed variator 1.In addition, as the mode of the detection gear ratio i of control gear 40, can take as under type: by utilizing the method described in Japanese Unexamined Patent Publication 2012-251608 publication to detect offset R1, detect the gear ratio i corresponding to this offset R1.

Control gear 40 in following step ST8, according to output rotational speed Ne and offset R1, according to Figure 13 performance plot shown in characteristic, estimate adjustment driving source load Tp.

Here, the transverse axis of Figure 13 represents gear ratio i, when the longitudinal axis represents adjustment driving source load Tp(unit [Nm]).On the longitudinal axis of Figure 13, the size of 0 expression adjustment driving source load Tp is 0.In addition, the longitudinal axis of Figure 13 is got over away from from 0, regulate and more increase by the size of driving source load Tp.

On the longitudinal axis of Figure 13, the upside of 0 represents that adjustment driving source load Tp reduces load.On the longitudinal axis of Figure 13, the downside of 0 represents that adjustment driving source load Tp increases load.

In addition, the line (hereinafter referred to as " gear ratio part throttle characteristics line ") of that line N1, N2, N3, N4 of Figure 13 are the output rotational speed Ne that represent traveling driving source 50 when being n1, n2, n3, n4, between gear ratio i and adjustment driving source load Tp relation.Each rotational speed n1 ~ n4 increases according to the trend of " n1 → n2 → n3 → n4 ".

In addition, rotational speed n1 be than traveling driving source 50 idle running rotational speed (in order to maintain traveling driving source 50 action needed for MIN rotational speed) slightly large rotational speed.In addition, rotational speed n4 is the rotational speed (than the rotational speed that to traveling driving source 50 apply excessive loads little rotational speed) slightly less than the rotational speed of so-called red sector.

As shown in figure 13, adjustment driving source load Tp determines according to gear ratio i and output rotational speed Ne.

Gear ratio part throttle characteristics line has following line: as when the value of the output rotational speed Ne of traveling driving source 50 is n1 or n2, even if value changes according to the change of gear ratio i, also maintains the line reducing load; And as when the output rotational speed Ne of traveling driving source 50 is n3 or n4, when value changes according to the change of gear ratio i, switch the line (hereinafter referred to as " switching characteristic line ") reducing load and increase load at gear ratio (switch speed ratio) place that gear ratio is regulation.

Switching characteristic line becomes following characteristic.

When gear ratio i is switch speed ratio, adjustment driving source load Tp is 0.

When gear ratio i is greater than switch speed ratio, adjustment driving source load Tp reduces load.When gear ratio i is less than switch speed ratio, adjustment driving source load Tp increases load.Gear ratio i be the gear ratio being less than switch speed ratio namely increase time switch speed ratio time, the size of adjustment driving source load Tp is maximum (being in the lower side of the longitudinal axis).

When gear ratio i is less than switch speed ratio and is greater than increase during switch speed ratio, gear ratio i more increases, and regulates and more reduces by the size of driving source load Tp.

When gear ratio i is less than increase during switch speed ratio, gear ratio i more reduces, and regulates and more reduces by the size of driving source load Tp.

Below the details of gear ratio part throttle characteristics line is described.When the output rotational speed Ne of traveling driving source 50 is n1, gear ratio part throttle characteristics line is the line that gear ratio i more increase (offset R1 more reduces) adjustment driving source load Tp more increases.

When the output rotational speed Ne of traveling driving source 50 is n2, gear ratio part throttle characteristics line becomes the line of following characteristic.

When gear ratio i is specified value i1, adjustment driving source load Tp is 0.

When gear ratio i is greater than specified value i1, gear ratio i more increases (offset R1 more reduces), and adjustment driving source load Tp more increases.

When gear ratio i is less than specified value i1, with the reduction of gear ratio i, adjustment driving source load Tp increases slightly.

In addition, when the output rotational speed Ne of traveling driving source 50 is n3, during increase as the gear ratio part throttle characteristics line of switching characteristic line, switch speed ratio is i2.In addition, when the output rotational speed Ne of traveling driving source 50 is n4, during increase as the gear ratio part throttle characteristics line of switching characteristic line switch speed ratio be i3(wherein, " i2<i3 ").

Here, step ST8 is equivalent to the process that performed by load estimation portion 74.

Control gear 40, in following step ST9, judges that whether adjustment driving source load Tp is as 0.Control gear 40 is judged to be that in step ST9 adjustment driving source load Tp is 0, enter step ST10, intermediate objective gear ratio i_cmd_mid is defined as the value (the line Q0 of such as Figure 12) identical with final goal gear ratio i_cmd_last.

Control gear 40 is judged to be that in step ST9 adjustment driving source load Tp is not 0, entering step ST11, judging that whether adjustment driving source load Tp is as reducing load.

Control gear 40 is judged to be that in step ST11 adjustment driving source load Tp is when reducing load (making the load that offset R1 reduces), enter step ST12, intermediate objective gear ratio i_cmd_mid is defined as less than final goal gear ratio i_cmd_last (namely as the line Q1 of Figure 12, identical with middle offset R1_cmd_mid being defined as " comparing as the 1st large middle offset R1_cmd_l of the final offset R1_cmd_last of the offset corresponding with final goal gear ratio i_cmd_last " essence).

Now, control gear 40 according to Figure 14 performance plot shown in characteristic, according to throttle opening AP determine intermediate objective gear ratio i_cmd_mid and final goal gear ratio i_cmd_last deviation i_d(this determine that deviation i_d essence is identical with driving force Td as requested).In fig. 14, transverse axis represents throttle opening AP, and the longitudinal axis represents deviation i_d.Control gear 40 is when throttle opening AP is less than specified value α, the mode determination intermediate objective gear ratio i_cmd_mid of β is become with deviation i_d, when throttle opening AP is more than specified value α, more increase with this throttle opening AP the mode determination intermediate objective gear ratio i_cmd_mid that deviation i_d more increases.

Usually, when throttle opening AP is larger, travel with the load of driving source 50 comparatively large, the driving force exported from traveling driving source 50 also increases.Here, travel and more reduce with the output rotational speed Ne of driving source 50, more increase from the traveling driving force that driving source 50 exports.As shown in figure 13, get over hour (more close to n1) at the traveling output rotational speed Ne of driving source 50, compared with (during close to n4) time larger, regulate and more increase (on the longitudinal axis of Figure 13, away from 0) by the size of driving source load Tp.

Therefore, when making overrunning clutch 17 transfer to stationary state from idling conditions when throttle opening AP is larger, due to the adjustment effect of driving source load Tp, the amount that the offset R1 of turning radius controlling mechanism 4 changes easily increases.

Therefore, control gear 40 is when throttle opening AP is more than specified value α, the mode determination intermediate objective gear ratio i_cmd_mid that deviation i_d more increases more is increased with this throttle opening AP, even if thus due to the adjustment effect of driving source load Tp, the offset R1 of turning radius controlling mechanism 4 changes largely and gear ratio i changes largely when, also the change of this gear ratio i can be set to this below deviation i_d.

Thus, after overrunning clutch 17 has become stationary state, the offset R1 of turning radius controlling mechanism 4 only reduces or only increases, and therefore compares with the situation reducing by two sides with the increase producing this offset R1 in the stationary state, can suppress the reduction of cornering ability.

Control gear 40 is judged to be that in step ST11 adjustment driving source load Tp is not minimizing load (in this situation, adjustment driving source load Tp increases load (making the load that offset R1 increases)), enter step ST13, intermediate objective gear ratio i_cmd_mid is defined as than final goal gear ratio i_cmd_last large (namely as the line Q2 of Figure 12, identical with middle offset R1_cmd_mid being defined as " the 2nd middle offset R1_cmd_s less than final offset R1_cmd_last " essence).

Now, control gear 40 is same with step ST12, according to Figure 14 performance plot shown in characteristic, determine the deviation i_d of intermediate objective gear ratio i_cmd_mid and final goal gear ratio i_cmd_last.

Here, step ST9 ~ ST13 is equivalent to the process performed by intermediate objective gear ratio determination portion 75.

Control gear 40, after the process of end step ST10, ST12 or ST13, performs " process P2 " (the step ST201) of " process P1 " (the step ST101 ~ ST103) of the offset R1 controlling turning radius controlling mechanism 4 and the output rotational speed Ne of control traveling driving source 50 side by side.

First process P2 is described.Control gear 40, in the step ST201 of " process P2 ", makes the output rotational speed Ne head for target rotational speed Ne_cmd of traveling driving source 50 increase (after the moment t1 of Figure 11).Here, step ST201 is equivalent to the process that performed by rotational speed increase portion 73.At the end of step ST201, " process P2 " terminates.

Process P1 is then described.Control gear 40, in the step ST101 of " process P1 ", judges overrunning clutch 17 whether as stationary state.Control gear 40 is judged to be that in step ST101 overrunning clutch 17 is not stationary state, enter step ST102.

Control gear 40 is in step ST102, the mode of intermediate objective gear ratio i_cmd_mid is become (in other words with gear ratio i, the offset i.e. mode of middle offset R1_cmd_mid corresponding to intermediate objective gear ratio i_cmd_mid is become with offset R1), control the moment t1 ~ t3 of offset R1(Figure 11 of turning radius controlling mechanism 4).

Here, step ST102 is equivalent to the process that performed by middle turning radius adjustment part 77.

In addition, in fig. 11, the moment t2 between moment t1 and moment t3, offset R1 become middle offset R1_cmd_mid.

Control gear 40 is judged to be that in step ST101 overrunning clutch 17 is stationary states, enter step ST103.Control gear 40 is in step ST103, the mode of final goal gear ratio i_cmd_last is become (in other words with gear ratio i, the mode of the offset corresponding to final goal gear ratio i_cmd_last and final offset R1_cmd_last is become with offset R1), after controlling the moment t3 of offset R1(Figure 11 of turning radius controlling mechanism 4).Here, step ST103 is equivalent to the process that performed by final turning radius adjustment part 76.

At the end of step ST102 and ST103, " process P1 " terminates.

Control gear 40 after " process P1 " and " processing P2 " terminates, the process of process ends figure.

In Figure 11, when moment t3, overrunning clutch 17 transfers to stationary state from idling conditions.Thus, to adjustment driving source 14 act on adjustment driving source load Tp(Figure 11 show adjustment driving source load Tp be reduce load when example), offset R1 changes sharp.

Like this, (line Q1 when) in the example of Figure 11 or Figure 12 when reducing load at adjustment driving source load Tp, control gear 40 as shown in the flowchart of fig. 10,, under the state of the 1st middle offset R1_cmd_l being greater than final offset R1_cmd_last, make overrunning clutch 17 transfer to stationary state from idling conditions at the offset R1 of turning radius controlling mechanism 4.

Therefore, when overrunning clutch 17 is stationary state, the offset R1 of turning radius controlling mechanism 4 only reduces on (right side with reference to the white circle of the line Q1 in Figure 12), compare with the situation reducing by two sides with the increase producing offset R1 in the stationary state (the line Q01 with reference in Figure 12), the reduction of cornering ability can be suppressed.

In addition, (line Q2 when) in Figure 12 when increasing load at adjustment driving source load Tp, control gear 40 as shown in the flowchart of fig. 10,, under the state of the 2nd middle offset R1_cmd_s being less than final offset R1_cmd_last, make overrunning clutch 17 transfer to stationary state from idling conditions at the offset R1 of turning radius controlling mechanism 4.

Therefore, when overrunning clutch 17 is stationary state, the offset R1 of turning radius controlling mechanism 4 only increases on (right side with reference to the white circle of the line Q2 in Figure 12), compare with the situation reducing by two sides with the increase producing offset R1 in the stationary state (the line Q02 with reference in Figure 12), the reduction of cornering ability can be suppressed.

(4. variation)

In addition, in the present embodiment, determine that the mode of deviation i_d is the mode (with reference to Figure 14) determined according to throttle opening AP, but as determining the mode of this deviation i_d, the mode (with the variation delta Td of driving force Td as requested, which determines that the mode essence of deviation is identical) determining deviation according to the variation delta AP of the time per unit of throttle opening AP also can be taked.In this situation, control gear is when the variation delta AP of throttle opening AP is greater than specified value, larger with the variation delta AP of this throttle opening AP, the mode determination intermediate objective gear ratio i_cmd_mid larger with the deviation i_d of final goal gear ratio i_cmd_last.

In addition, as the mode determining deviation i_d, as long as after single direction rotation stops mechanism to transfer to stationary state, the mode only reduced with the turning radius of turning radius controlling mechanism or only increase is determined, then control gear 40 also can take the mode of the parameter determination deviation beyond according to throttle opening AP and time variation amount Δ AP thereof.

In addition, as the alternate manner determining deviation i_d, adjustment driving source load Tp can be taked larger, more increase the such mode of deviation i_d.And, also can take be multiplied by " correction factor " to the deviation i_d determined by which thus determine the mode of final deviation i_d.Should " correction factor " such as determine as follows: when the variation delta AP of the time per unit of throttle opening AP or throttle opening AP is greater than specified value, the variation delta AP of the time per unit of this throttle opening AP or this throttle opening AP is larger, and this " correction factor " is larger.

In addition, in the present embodiment, the mode of to be control gear 40 according to the output rotational speed Ne of actual gear ratio i and traveling driving source 50 estimate adjustment driving source load Tp.But, as the estimation adjustment mode of driving source load of control gear, also can take according to actual gear ratio and the mode estimating adjustment driving source load from the output drive strength of traveling driving source.

In addition, in the present embodiment, employ overrunning clutch 17 and stop mechanism as single direction rotation, but, single direction rotation of the present invention stops mechanism to be not limited thereto, also can by being configured to freely can to switch fork 18 form from fork 18 to output shaft 3 transmitting torque relative to the twin-direction clutch (Two-wayclutch) of the sense of rotation of output shaft 3.

In addition, in the present embodiment, describe have rotate integrally with input shaft 2 cam disk 5, rotating disc 6 turning radius controlling mechanism 4, but turning radius controlling mechanism 4 of the present invention is not limited thereto.Such as, also turning radius controlling mechanism can be formed by with lower part: there is the discoid rotating disc running through the through hole of setting from center bias; Be located at the gear ring of the inner peripheral surface of through hole; Be fixed on input shaft and the 1st small gear engaged with gear ring; Transmit the planet carrier of the driving force of self-regulation driving source; Two the 2nd small gears, they respectively can the mode axle of free rotation and revolution be bearing on planet carrier, and engage with gear ring respectively.

Claims (5)

1. a power transmitting deice, this power transmitting deice has:

Input part, it is passed the driving force of traveling driving source;

Output shaft, it is configured to the rotating center axis being parallel with described input part;

Connecting rod, it has axle and is bearing in fork on described output shaft, the rotation of described input part is converted to the swing of described fork; And

Single direction rotation stops mechanism, it can switch between idling conditions and stationary state, wherein, under described idling conditions, when relatively rotating to side relative to described output shaft, described fork dallies relative to described output shaft, under described stationary state, when relatively rotating to opposite side relative to described output shaft, described fork is fixed on described output shaft

Described connecting rod has:

Adjustment driving source;

Turning radius controlling mechanism, turning radius when it can be rotated centered by described rotating center axis by the driving force free adjustment of described adjustment driving source; And

Connecting rod, it connects this turning radius controlling mechanism and described fork,

Described connecting rod can change gear ratio by changing the described turning radius of described turning radius controlling mechanism,

The feature of this power transmitting deice is, this power transmitting deice has the control gear controlling described traveling driving source and described adjustment driving source,

Described control gear has:

Final goal gear ratio determination portion, it determines the target change gear ratio corresponding with the requirement driving force to vehicle and final goal gear ratio;

Rotational speed increase portion, it controls, and makes the output rotational speed of described traveling driving source increase to the rotational speed corresponding to the described final goal gear ratio determined by described final goal gear ratio determination portion and target rotational speed;

Load estimation portion, the gear ratio corresponding to the actual turning radius of described turning radius controlling mechanism is defined as actual gear ratio by it, by with in order to maintain described actual gear ratio and to the identical size of the driving force of described adjustment driving source requirement and the power that contrary direction is applied to described adjustment driving source is defined as adjustment driving source load, estimate described adjustment driving source load according to described actual gear ratio;

Intermediate objective gear ratio determination portion, it, according to the described final goal gear ratio determined by described final goal gear ratio determination portion and the described adjustment driving source load estimated by described load estimation portion, determines target change gear ratio when making described single direction rotation stop mechanism to transfer to described stationary state from described idling conditions and intermediate objective gear ratio;

Final turning radius adjustment part, it adjusts the described turning radius of described turning radius controlling mechanism, makes the described turning radius of described turning radius controlling mechanism become the turning radius corresponding to the described final goal gear ratio determined by described final goal gear ratio determination portion and final turning radius; And

Middle turning radius adjustment part, it adjusts the described turning radius of described turning radius controlling mechanism, make the turning radius i.e. middle turning radius that the described turning radius of described turning radius controlling mechanism becomes corresponding to the described intermediate objective gear ratio determined by described intermediate objective gear ratio determination portion

Due to require to create described vehicle output drive strength make described single direction rotation stop mechanism transfer to needing of described stationary state from described idling conditions time, described control gear performs the control in described rotational speed increase portion, and when described single direction rotation stops mechanism to be described idling conditions, perform the control of described middle turning radius adjustment part, after described single direction rotation stops mechanism to transfer to described stationary state from described idling conditions, perform the control of described final turning radius adjustment part.

2. power transmitting deice according to claim 1, is characterized in that,

Described intermediate objective gear ratio, when the described adjustment driving source load that described load estimation portion estimates is the driving force towards the direction effect making the described turning radius of described turning radius controlling mechanism reduce, is defined as less than described final goal gear ratio by described intermediate objective gear ratio determination portion.

3. power transmitting deice according to claim 1 and 2, is characterized in that,

Described intermediate objective gear ratio, when the described adjustment driving source load that described load estimation portion estimates is the driving force towards the direction effect making the described turning radius of described turning radius controlling mechanism increase, is defined as larger than described final goal gear ratio by described intermediate objective gear ratio determination portion.

4. power transmitting deice according to claim 1, is characterized in that,

Described load estimation portion, according to described actual gear ratio and the output drive strength of described traveling driving source or the output rotational speed of described traveling driving source, estimates described adjustment driving source load.

5. power transmitting deice according to claim 1, is characterized in that,

Described intermediate objective gear ratio determination portion is when maybe this requires that the variable quantity of driving force is greater than specified value to the requirement driving force of described vehicle, with the requirement driving force of described vehicle, maybe this requires the mode that the deviation between the then larger and described final goal gear ratio of the variable quantity of driving force is larger, determines described intermediate objective gear ratio.