CN106104095B - The control device of buncher - Google Patents
The control device of buncher Download PDFInfo
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- CN106104095B CN106104095B CN201580014090.2A CN201580014090A CN106104095B CN 106104095 B CN106104095 B CN 106104095B CN 201580014090 A CN201580014090 A CN 201580014090A CN 106104095 B CN106104095 B CN 106104095B
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- speed
- input
- changing mechanism
- path
- belt wheel
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H2037/025—CVT's in which the ratio coverage is used more than once to produce the overall transmission ratio coverage, e.g. by shift to end of range, then change ratio in sub-transmission and shift CVT through range once again
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6605—Control for completing downshift at hard braking
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
The present invention relates to the control device of buncher, buncher has：The stepless speed changing mechanism (32) of variable speed is carried out to the driving force of driving source (10)；Low speed input path (36,38,28,26,32a) that driving force is input to a side of stepless speed changing mechanism (32) and the high speed input path (40,42,30,26,32b) for being input to another side；The input path switching unit (34) optionally switched over to input path；And to stepless speed changing mechanism (32) and input path switching unit (34) control unit (100) for being controlled, the control device of the buncher is configured to, when being judged as that vehicle (14) has carried out anxious deceleration and the transport condition as defined in, the gear ratio of stepless speed changing mechanism (32) is maintained into regulation gear ratio, and, when speed turns into below fixing speed, input path is switched over (S16 to S20).The present invention is thus, it is possible to easily make stepless speed changing mechanism (32) carry out speed change from high-speed travel state to state when starting to walk again, further, it is possible to shorten the time required for the switching in input path.
Description
Technical field
The present invention relates to the control device of buncher, more specifically, is related to multiple transmission driving sources
In the buncher in the path of moment of torsion, the control device of the speed change of the switching of adjoint torque transmission paths is carried out.
Background technology
In the past, it is known that following buncher：In order to amplify total gear ratio, by by making multiple gears engage obtained tooth
The secondary gear (gear mechanism) that train is formed combines (such as patent document 1) with stepless speed changing mechanism.
That is, in the technology that patent document 1 is recorded, have by the 1st~the 3rd reductor and speed increasing mechanism into secondary variable-speed motor
Structure, switch between the 1st path of another belt wheel is taken turns to from a band and takes turns to the 2nd path of a belt wheel from another band
Torque transmission paths in stepless speed changing mechanism, so as to amplify total gear ratio.
In addition, it is not limited to the buncher with secondary gear, it is known that in vehicle start by stepless speed changing mechanism
Gear ratio be set as maximum gear ratio, it is ensured that again start to walk when driving force and improve starting performance, still, in vehicle high-speed
In the case of having carried out anxious deceleration during traveling, have little time to make the gear ratio speed change of stepless speed changing mechanism to maximum gear ratio,
Starting performance when starting to walk again may reduce.
Therefore, patent document 2 record technology in, located at stepless speed changing mechanism with the band tensioning apparatus on part
The roller of upper installation motor driving, so as to promote speed change during anxious slow down.
Prior art literature
Patent document
【Patent document 1】International Publication 2013/175568
【Patent document 2】Japanese Unexamined Patent Publication 2005-331079 publications
The content of the invention
Problems to be solved by the invention
However, in the technology that patent document 2 is recorded, it is necessary to which the roller for installing motor driving is used as when promoting anxious slow down
The unit of speed change, correspondingly makes complicated, the unfavorable condition for the problems such as can not avoiding cost increase be present.
In addition, as the buncher with secondary gear, in the stepless change with multiple torque transmission paths
In fast device, when to turn into state when starting to walk again from high-speed travel state, it is necessary to carry out the switching control of secondary gear
System, therefore, if carrying out speed Control according to usual step, have little time to carry out speed change for anxious slow down in running at high speed
Action, it possibly can not substantially ensure that driving force during starting again.
Therefore, it is an object of the present invention to solve above-mentioned problem, there is provided have the stepless change of multiple torque transmission paths
The control device of fast device, in the case of anxious deceleration has been carried out during vehicle is run at high speed, it can also make stepless
The gear ratio of gear is to maximum gear ratio speed change, therefore, it is possible to improve starting performance during starting again.
The means used to solve the problem
In order to solve above-mentioned problem, in technical scheme 1, buncher has：Input shaft, it is with being equipped on vehicle
On driving source connection；Stepless speed changing mechanism, it is inserted in the input shaft and is connected with the driving wheel of the vehicle defeated
Between shaft, the driving force of the driving source to being inputted from the input shaft carries out variable speed；Low speed inputs path, and it will
A side of the stepless speed changing mechanism is input to from the driving force of the driving source of input shaft input；Input road at a high speed
Footpath, the driving force of the driving source inputted from the input shaft is input to the another side of the stepless speed changing mechanism by it；
Path switching unit is inputted, it is inputted in path and the high speed input path in the low speed optionally switches from described defeated
Enter the input path that the driving force of axle input should be transferred to；And control unit, it is to the stepless speed changing mechanism and described
The action of input path switching unit is controlled, and the control device of the buncher has：Bus- Speed Monitoring unit, it is examined
Survey the speed of the vehicle；Anxious deceleration identifying unit, it judges whether the vehicle has carried out anxious deceleration；And transport condition is sentenced
Disconnected unit, it judges whether the driving force in the driving source via institute when being determined as that the vehicle has carried out anxious deceleration
The defined transport condition that high speed input path is input to the stepless speed changing mechanism is stated, is being determined as that the vehicle carried out institute
When stating anxious slow down as defined in described when transport condition, described control unit is by the speed change of the stepless speed changing mechanism
Than being set as defined gear ratio, also, after the anxious deceleration, when the speed detected turns into below defined speed
When, the input path is switched over.
In technical scheme 2, the stepless speed changing mechanism has the 1st belt wheel, the 2nd belt wheel and is winded at the 1st belt wheel
With the flexible part for no reason between the 2nd belt wheel.
In technical scheme 3, in the defined transport condition, the driving force of the driving source is defeated via the high speed
Enter path and be input to the stepless speed changing mechanism, and the defined transport condition is cruising condition.
The effect of invention
In technical scheme 1, buncher has：Stepless speed changing mechanism, its driving force to driving source carry out stepless
Speed change；Driving force is input to the low speed input path of a side of stepless speed changing mechanism and driving force is input to another side
High speed input path；The optionally input path switching unit in switching input path；And control unit, it is to stepless change
Fast mechanism and input path switching unit are controlled, and the control device of the buncher is configured to, when being determined as vehicle
When having carried out anxious deceleration, whether vehicle is judged in defined transport condition, when being judged as carrying out anxious deceleration in rule
During fixed transport condition, the gear ratio of stepless speed changing mechanism is maintained into defined gear ratio, also, when speed turns into defined
When below speed, input path is switched over, therefore, it is possible to easily make stepless speed changing mechanism from high-speed travel state to weight
State during new starting carries out speed change, and can shorten the time required for the switching in input path.
That is, in the case of anxious deceleration has been carried out, also only the gear ratio of stepless speed changing mechanism is maintained defined
Gear ratio, the mechanism of speed change when therefore, there is no need to be provided for carry out anxious slow down in addition can make simple in construction, and hold
Changing places makes stepless speed changing mechanism carry out speed change to state when starting to walk again.
In addition, in the buncher with multiple torque transmission paths, if usual step, then exist in vehicle
In the case of being slowed down in running at high speed, in addition to the speed Control of stepless speed changing mechanism, it is also necessary to path will be inputted
Input path from high speed input path to low speed to switch over, speed Control is complicated and needs the time.Especially, it is defeated in progress
When entering the switching in path, it is also necessary to which moment of torsion declines control, to prevent from being formed the abrasion of the gear mechanism in low-speed high speed input path
And gear shift shock, therefore, inputting the switching in path quite needs the time.However, in the invention involved by technical scheme 1, structure
Make to reverse towards the input path of stepless speed changing mechanism as inputting in path and high speed input path in low speed, running at high speed
In carried out anxious deceleration in the case of, without inputting the switching in path before speed turns into below defined speed, only hold
The gear ratio for being about to stepless speed changing mechanism maintains the speed Control of defined gear ratio, therefore, it is possible to easily establish again
State during starting, i.e., maximum gear ratio.In addition, perform cutting for input path after speed turns into below defined speed
Change, in other words, be configured to perform the switching in input path after the moment of torsion via stepless speed changing mechanism transmission becomes sufficiently small, because
This, controls even if declining without moment of torsion, can also prevent abrasion and the gear shift shock of gear mechanism, can correspondingly shorten defeated
Enter the time required for the switching in path.
In technical scheme 2, stepless speed changing mechanism is configured to have the 1st belt wheel, the 2nd belt wheel and is hung around the 1st belt wheel
With the flexible part for no reason between the 2nd belt wheel, therefore, in addition to above-mentioned effect, additionally it is possible to improve stepless speed changing mechanism
Durability, and/or lightweight can be realized.
That is, with the 1st belt wheel, the 2nd belt wheel and for no reason in the stepless speed changing mechanism of flexible part, in vehicle in high speed row
In the case of having carried out anxious deceleration in sailing, if performing speed Control by usual step, must control to the 1st belt wheel,
The side pressure of 2nd belt wheel supply changes the groove width of the 1st belt wheel, the 2nd belt wheel, therefore, correspondingly, the 1st belt wheel, the 2nd belt wheel and around
The flexible part for no reason crossed between them may be worn away, still, due to that can eliminate the unfavorable condition, therefore, it is possible to improve
1st belt wheel, the 2nd belt wheel and the durability of flexible part, and correspondingly realize lightweight for no reason.
In the invention involved by technical scheme 3, be configured in defined transport condition, the driving force of driving source via
High speed input path and be input into stepless speed changing mechanism, and defined transport condition is cruising condition, therefore, except
Beyond above-mentioned effect, additionally it is possible to stepless speed changing mechanism is entered from high-speed travel state to state when starting to walk again
Row speed change.That is, in cruising condition, the gear ratio of stepless speed changing mechanism is set to minimum gear ratio, still, here such as
Fruit makes the moment of torsion input path towards stepless speed changing mechanism input path reverse from high speed input path to low speed, then can be not
State when reliable and easily foundation is as starting again in the case of the key element of change composition stepless speed changing mechanism is most
Big gear ratio.
Brief description of the drawings
Fig. 1 is the skeleton diagram of the overall control device for showing the buncher involved by embodiments of the invention.
Fig. 2 is the switching action for schematically illustrating the common torque transmission paths in the buncher shown in Fig. 1
Illustrate figure.
Fig. 3 is the flow chart that the action to the control device of the buncher shown in Fig. 1 illustrates.
Fig. 4 is the switching action for handling the torque transmission paths to perform for schematically illustrating the flow chart according to Fig. 3
Illustrate figure.
Embodiment
Hereinafter, the mode of the control device for implementing buncher involved in the present invention is said referring to the drawings
It is bright.
【Embodiment】
Fig. 1 is the skeleton diagram of the overall control device for showing the buncher involved by embodiments of the invention.
In Fig. 1, label 10 represents engine (internal combustion engine.Driving source).Engine 10 is equipped on driving wheel 12
On vehicle 14 (vehicle 14 is partly shown by the grade of driving wheel 12).
The air throttle 16 configured in the gas handling system of engine 10 is disconnected with configuration on the ground of vehicle drive seat
Mechanical connection between gas pedal 18, with DBW (the Drive By Wire being made up of actuators such as electro-motors：Fax line
Control) mechanism 19 connects, is opened and closed by DBW mechanisms 19.
In addition, brake pedal 20 is configured with the driver's seat ground of vehicle 10, when driver steps on brake pedal
When 20, the pedal force is delivered to brake disc 20c by brake booster (マ ス タ バ ッ Network) 20a reinforcements from master cylinder 20b, makes
Brake disc 20c is acted so that vehicle 10 is braked (deceleration).
Air inlet by the tune amount of air throttle 16 is flowed by inlet manifold (not shown), near the air inlet port of each cylinder
Gaseous mixture is formed with being mixed from the fuel of injector injection (not shown), when inlet valve (not shown) is opened, flowing into should
The combustion chamber (not shown) of cylinder.In combustion chamber, gaseous mixture is ignited and burns, drive piston and make bent axle 22 rotate after,
As waste gas and it is discharged to the outside of engine 10.
The rotation of bent axle 22 is input into buncher (Continuously Variable via torque-converters 24
Transmission)T.Buncher T has：The primary input axle (input shaft) being connected via torque-converters 24 with bent axle 22
26；Relative to the 1st auxiliary input axle 28 and the 2nd auxiliary input axle 30 of the configured in parallel of primary input axle 26；And configuration is in the 1st auxiliary input
Stepless speed changing mechanism 32 between the auxiliary input axle 30 of axle 28 and the 2nd.
Stepless speed changing mechanism 32 with lower component by being formed：On the 1st auxiliary input axle 28, be more precisely its periphery side axle
The 1st belt wheel 32a configured on body；On the 2nd auxiliary input axle 30, more precisely the 2nd band to configure on its outer circumferential side axis body
Take turns 32b；And the flexible part for no reason between the 1st belt wheel 32a and the 2nd belt wheel 32b is winded at, such as metal band 32c.
1st belt wheel 32a has：Fixed pulley half 32a1, it is in a manner of it can not rotate against and can not move axially
Configuration is on the outer circumferential side axis body of the 1st auxiliary input axle 28；Movable pulley half 32a2, its outer circumferential side in the 1st auxiliary input axle 28
It can not rotate against, and can be relatively moved in the axial direction relative to fixed pulley half 32a1 on axis body；And by piston, cylinder
The oil pressure actuator 32a3 that body and spring are formed, it is arranged on movable pulley half 32a2 side, is being supplied oil pressure (work
The pressure of oil) when, towards fixed pulley half 32a1 pressing movable pulley halfs 32a2.
2nd belt wheel 32b has：Fixed pulley half 32b1, it is in a manner of it can not rotate against and can not move axially
Configuration is on the outer circumferential side axis body of the 2nd auxiliary input axle 30；Movable pulley half 32b2, its outer circumferential side in the 2nd auxiliary input axle 30
It can not rotate against, and can be relatively moved in the axial direction relative to fixed pulley half 32b1 on axis body；And by piston, cylinder
The oil pressure actuator 32b3 that body and spring are formed, it is arranged on movable pulley half 32b2 side, (is worked when being supplied oil pressure
The pressure of oil) when, towards fixed pulley half 32b1 pressing movable pulley halfs 32b2.
It is provided with primary input axle 26 by LOW friction clutches 34a (low speed input engaging mechanism) and HIGH friction clutch
The input switching mechanism 34 (input path switching unit) that device 34b (input engaging mechanism at a high speed) is formed.In addition, in primary input axle
The 1st reduction gearing 36 is supported with 26 in a manner of rotating against freely, also, is fixedly installed on the 1st auxiliary input axle 28
The 2nd reduction gearing 38 engaged with the 1st reduction gearing 36.Therefore, when LOW friction clutches 34a is engaged, from primary input
After the moment of torsion for the engine 10 that axle 26 inputs is decelerated by the 1st, the 2nd reduction gearing 36,38, via the 1st auxiliary input axle 28
It is input into the 1st belt wheel 32a.In addition, in this manual, will be via the 1st, the 2nd reduction gearing 36,38 and the 1st auxiliary input axle
28 paths that moment of torsion is transmitted from primary input axle 26 to the 1st belt wheel 32a are referred to as low speed input path.
And then the 1st speed increasing gear 40 is supported with a manner of rotating against freely on primary input axle 26, also, the 2nd
The 2nd speed increasing gear 42 engaged with the 1st speed increasing gear 40 is supported with auxiliary input axle 30 in a manner of rotating against freely.Cause
This, when HIGH friction clutches 34b is engaged, the moment of torsion of the engine 10 inputted from primary input axle 26 increases by the 1st, the 2nd
Fast gear 40,42 and by after speedup, be input into the 2nd belt wheel 32b via the 2nd auxiliary input axle 30.In addition, in this manual will
The path of moment of torsion is transmitted from primary input axle 26 to the 2nd belt wheel 32b via the 1st, the 2nd speed increasing gear 40,42 and the 2nd auxiliary input axle 30
Referred to as high speed input path.
The forward/backward switching being made up of jaw clutch (engaged clutch) is provided with the 2nd auxiliary input axle 30
Mechanism 44.That is, when forward/backward switching mechanism 44 sleeve (not shown) to it is mobile on the right side of paper when, the 2nd speed increasing gear 42 with
2nd auxiliary input axle 30 engages, and the rotation directly (not inverted) of primary input axle 26 is input into the 2nd auxiliary input axle 30, its result
It is that vehicle 14 advances.On the other hand, when the sleeve of forward/backward switching mechanism 44 is mobile to paper left side, reverse-drive tooth
Wheel 44a engages with the 2nd auxiliary input axle 30, the rotation of primary input axle 26 by the driven gear 44b that moves backward, the idler gear 44c that moves backward,
Reverse-drive gear 44a is inverted and is input to the 2nd auxiliary input axle 30, as a result, vehicle 14 retreats.
The 3rd engaged with the 1st speed increasing gear 40 is supported with a manner of rotating against freely on intermediate output shaft 46 to subtract
Fast gear 48, also, be provided with the LOW sides jaw clutch 50 for being combined the 3rd reduction gearing 48 with intermediate output shaft 46 and
Its selector fork (LOW sides selector fork, not shown).In addition, above-mentioned LOW sides jaw clutch 50 and the gearshift of LOW sides are dialled
Fork exports engaging mechanism equivalent to low speed.
In addition, be fixedly installed the 1st final drive gear 52 on intermediate output shaft 46, the 1st final drive gear 52 with
The final driven gear 56 of differential attachment 54 engages, and the output shaft 58 extended with the driving wheel 12 from differential attachment 54 to the left and right connects
Connect.
In addition, in this manual, will be via the 2nd auxiliary input axle 30, forward/backward switching mechanism 44, the 1st, the 2nd speedup
The reduction gearing 48 of gear the 40,42, the 3rd, intermediate output shaft 46, the 1st final drive gear 52, final driven gear 56 and differential machine
The path that structure 54 transmits moment of torsion from the 2nd belt wheel 32b to output shaft 58 is referred to as low speed outgoing route.
The 2nd final drive gear 60 is supported with a manner of rotating against freely on the 1st auxiliary input axle 28, also, is set
It is equipped with the HIGH sides jaw clutch 62 and its selector fork for being combined the 2nd final drive gear 60 with the 1st auxiliary input axle 28
(HIGH sides selector fork, not shown).In addition, above-mentioned HIGH sides jaw clutch 62 and HIGH sides selector fork equivalent to
Speedy carding process engaging mechanism.
In addition, in this manual, will be via the 1st auxiliary input axle 28, the 2nd final drive gear 60, final driven gear
56 and differential attachment 54 path of moment of torsion is transmitted from the 1st belt wheel 32a to output shaft 58 and is referred to as high speed output path.
In addition, the above-mentioned the 1st, the 2nd, the speed increasing gear 40,42 of the 3rd reduction gearing the 36,38,48, the 1st, the 2nd, the 1st, the 2nd most
Terminal transmission gear 52,60 and final driven gear 56 are equivalent to the secondary gear involved by the present embodiment.
Here, following setting forms the gear ratio of each gear of secondary gear.That is, when set low speed input path (from the 1st
The reduction gearing 38 of reduction gearing 36 to the 2nd) gear ratio be ired, high speed input path is (from the 1st speed increasing gear 40 to the 2nd speedup
Gear 42) gear ratio be iind, stepless speed changing mechanism 32 the minimum gear ratio from the 1st belt wheel 32a to the 2nd belt wheel 32b be
iminWhen, it is set to ired×imin=iind.Low speed outgoing route is set (from the 2nd speed increasing gear 42 to the 1st speed increasing gear in addition, working as
40, from the 1st speed increasing gear 40 to the 3rd reduction gearing 48 (the 1st final drive gear 52), from the 1st final drive gear 52 to most
Whole driven gear 56) gear ratio be iout1, high speed output path (from the 2nd final drive gear 60 to final driven gear 56)
Gear ratio be iout2When, it is set to imin×iout1=iout2。
Therefore, the gear ratio from the 1st belt wheel 32a to the 2nd belt wheel 32b of stepless speed changing mechanism 32 is being set as minimum change
Speed compares iminIn the case of, the bang path that path and low speed outgoing route form is inputted by low speed, more precisely for from low speed
Path is inputted to rise by the 1st belt wheel 32a, torque transmission paths (the LOW patterns with 32c, the 2nd belt wheel 32b and low speed outgoing route
In torque transmission paths) gear ratio, and the bang path being made up of high speed input path and high speed output path, more accurately
Ground say for from high speed input path by the 2nd belt wheel 32b, the moment of torsion transmission with 32c, the 1st belt wheel 32a and high speed output path
The gear ratio in path (torque transmission paths in HIGH patterns) turns into same gear ratio.
In addition, in order to reduce switching torque transmission paths when gear shift shock, not preferably due to bang path switching and
Produce gear ratio change, therefore, it is above-mentioned from the 1st belt wheel 32a to the 2nd belt wheel 32b path in minimum gear ratio iminIf
For the switch speed ratio set in the switching of torque transmission paths.
Here, the speed change pattern of the buncher T with said structure is illustrated.In LOW patterns, input is cut
The LOW friction clutch 34a and LOW sides jaw clutch 50 of converting mechanism 34 is engaged, on the other hand, HIGH friction clutch
Device 34b and HIGH sides jaw clutch 62 is released.In addition, forward/backward switching mechanism 44 is switched to advance side (
2 speed increasing gears 42 engage).
Therefore, the bang path of the moment of torsion of the engine 10 in LOW patterns is：10 → bent axle of engine, 22 → torque-converters 24
→ primary input 26 → LOW of axle friction clutches 34a → (more specifically, the 1st reduction gearing the 36 → the 2nd subtracts in low speed input path
The auxiliary input axle 28 of fast gear 38 → the 1st) the belt wheel 32b of → the 1st belt wheel 32a → band 32c → the 2nd → low speed outgoing route is (more specific
For, the 2nd auxiliary input axle 30 → forward/backward switching mechanism 44 → speed increasing gear the 40 → the 3rd of the 2nd speed increasing gear the 42 → the 1st subtracts
The final drive gear 52 of fast 48 → LOW of gear sides, 50 → intermediate output shaft of jaw clutch the 46 → the 1st → final driven gear
56 → differential attachment 54) → 58 → driving wheel of output shaft 12.
In addition, in the transfer from LOW patterns to HIGH patterns, more precisely, directly it is being coupled in LOW patterns, LOW
Friction clutch 34a and HIGH sides jaw clutch 62 is engaged, on the other hand, HIGH friction clutches 34b and LOW
Side jaw clutch 50 is released.In addition, the side pressure of the 1st belt wheel, the 2nd belt wheel 32a, 32b is lowered, to cause not via band
32c transmits the moment of torsion from engine 10.
Therefore, the bang path of the moment of torsion of the engine 10 directly in connection LOW patterns is：10 → bent axle of engine 22 →
Torque-converters 24 → primary input axle 26 → LOW friction clutches 34a → the 1st the 36 → the 2nd reduction gearing of reduction gearing the 38 → the 1st is secondary defeated
Enter the final drive gear 60 of 28 → HIGH of axle sides jaw clutch the 62 → the 2nd → 56 → differential attachment of final driven gear 54 →
58 → driving wheel of output shaft 12.
In addition, in HIGH patterns, input switching mechanism 34 HIGH friction clutch 34b and HIGH sides it is castellated from
Clutch 62 is engaged, and on the other hand, LOW friction clutch 34a and LOW sides jaw clutch 50 is released.
Therefore, the bang path of the moment of torsion of the engine 10 in HIGH patterns is：Engine 10 → bent axle, 22 → torque-converters
24 → primary input, 26 → HIGH of axle friction clutches 34b → high speed input path (more specifically, the 1st speed increasing gear the 40 → the 2nd
The belt wheel 32a of the speed increasing gear 42 → forward/backward switching mechanism 44 → belt wheel 32b of the 2nd auxiliary input axle the 30 → the 2nd → band 32c → the 1st
→ high speed output path (more specifically, the 62 → the 2nd final driving cog of the 1st auxiliary input 28 → HIGH of axle sides jaw clutch
Wheel 60 → 56 → differential attachment of final driven gear 54) → 58 → driving wheel of output shaft 12.
So, in LOW patterns and HIGH patterns, the torque transmission paths being configured in stepless speed changing mechanism 32 invert,
The total gear ratio overall thereby, it is possible to amplify buncher T.
In addition, in the transfer from HIGH patterns to LOW patterns, more precisely, directly it is being coupled in HIGH patterns,
HIGH friction clutch 34b and LOW sides jaw clutch 50 is engaged, on the other hand, LOW friction clutches 34a and
HIGH sides jaw clutch 62 is released.In addition, 1st belt wheel, 2nd belt wheel 32a, 32b same with being directly coupled LOW patterns
Side pressure be lowered, with cause not via with 32c transmit the moment of torsion from engine 10.
Therefore, the bang path of the moment of torsion of the engine 10 directly in connection HIGH patterns is：10 → bent axle of engine 22
→ torque-converters 24 → primary input axle 26 → HIGH friction clutches 34b → 48 → the LOW of reduction gearing of the 1st speed increasing gear the 40 → the 3rd
52 → final driven gear of final drive gear, the 56 → differential attachment 54 of side 50 → intermediate output shaft of jaw clutch the 46 → the 1st
58 → driving wheel of → output shaft 12.
Vehicle drive seat is provided with block selecting device 70, and driver is for example by selecting P (parking), R (retrogressing), N (neutral), D
Any gear in gears such as (advances), carry out the switching of forward/backward switching mechanism 44.That is, driver passes through block selecting device 70
The gear selection for operating and carrying out is passed to the hand-operated valve of speed changer oil pressure organization of supply 72, have selected as traveling gear
That is vehicle 14 advances or retreated traveling during D or R, when have selected P or N as non-traveling gear, cut off from engine 10 to
The transmission of the driving force (moment of torsion) of driving wheel 12.
In addition, though omitting diagram, still, oil pump (fuel circulating pump), the oil are provided with speed changer oil pressure organization of supply 72
Pump is driven by engine 10 and draws the working oil of storage in memory, and working oil is pumped out in oil circuit.
Oil circuit via magnetic valve and with stepless speed changing mechanism 32 the 1st, the 2nd belt wheel 32a, 32b oil pressure actuator 32a3,
32b3, the clutch of forward/backward switching mechanism 44, torque-converters 24 lock-up clutch connection.
Crankshaft angle sensor 74 is provided with the appropriate position that the camshaft (not shown) of engine 10 nearby waits, in piston
Each regulation crank angle position at output represent engine speed NE signal.In gas handling system, in air throttle 16
The appropriate position in downstream is provided with absolute pressure transducer 76, output and absolute pressure (engine load) PBA in air inlet pipe into
The signal of ratio.
Engine load sensor 78 is provided with the actuator of DBW mechanisms 19, by the output of the rotation amount of actuator with
Signal proportional the aperture TH of air throttle 16.
Be provided with accelerator open degree sensor 80 near described gas pedal 18, output with and driver gas pedal
The signal proportional corresponding accelerator open degree AP of operational ton.Brake switch 81 is provided near brake pedal 20, by
Signal is connected in output when driver operates brake pedal 20.The output of the above-mentioned grade of crankshaft angle sensor 74, which is sent to, starts
Machine controller 82.
NT sensors (speed probe) 84 are provided with primary input axle 26, output represents the rotating speed NT of primary input axle arteries and veins
Rush signal.
N1 sensors (speed probe) 86 are provided with the 1st auxiliary input axle 28 of stepless speed changing mechanism 32, its export with
The rotating speed N1 of 1st auxiliary input axle 28, in other words as pulse signal corresponding to the 1st belt wheel 32a rotating speed.In addition, in the 2nd auxiliary input
Axle 30 is provided with N2 sensors (speed probe) 88, exports with the rotating speed N2 of the 2nd auxiliary input axle 30, in other words as the 2nd belt wheel
Pulse signal corresponding to 32b rotating speed.
Vehicle speed sensor (speed probe is provided near the 2nd final drive gear 60.Bus- Speed Monitoring unit) 90, it is defeated
Go out to represent the pulse signal of vehicle velocity V, the vehicle velocity V means the travel speed of vehicle 14.In addition, in the attached of described block selecting device 70
Block selecting device switch 92 is closely provided with, exports signal corresponding with the gear such as P, R, N, D for being selected by driver.
In speed changer oil pressure organization of supply 72, by stepless speed changing mechanism 32 the 1st, the 2nd belt wheel 32a, 32b oil
Oil pressure sensor 94 is respectively configured in road, exports and be fed to the 1st, the 2nd belt wheel 32a, 32b oil pressure actuator 32a3,32b3
Piston chamber (not shown) oil pressure corresponding to signal.Although in addition, omit diagram, with forward/backward switching mechanism
Oil pressure biography is also each configured with the oil circuit that the piston chamber of 44 clutch, the piston chamber of the lock-up clutch of torque-converters 24 are coupled
Sensor, output signal corresponding with each supply oil pressure.
Engaging mechanism is exported in low-speed high speed, more specifically, in LOW sides/HIGH sides jaw clutch 50,62
Nearby it is provided with the 1st, the 2nd stroke sensor 96,98, output and the amount of movement pair of LOW sides/HIGH sides jaw clutch 50,62
The signal answered.
The output of the above-mentioned grade of NT sensors 84 also includes the output of other sensors (not shown), is sent to gearshift control
Device 100 (control unit).Engine controller 82 and gearshift controller 100 are micro- with being made up of CPU, ROM, RAM, I/O etc.
Type computer, and be configured to mutually being capable of free communication.
Engine controller 82 is exported according to above-mentioned sensor to determine target throttle opening, control DBW mechanisms 19
Action, determine fuel injection amount and ignition timing, control the action of the igniter such as injector or spark plug.
Gearshift controller 100 calculates belt wheel supply oil pressure (side pressure) according to the output of oil pressure sensor 94, according to calculating
The side pressure gone out carries out excitation/demagnetization to the various magnetic valves of speed changer oil pressure organization of supply 72, so as to control to the 1st, the 2nd belt wheel
The oil pressure supply and discharge that 32a, 32b oil pressure actuator 32a3,32b3 piston chamber are carried out, the action of stepless speed changing mechanism 32 is controlled,
Also, the action of the forward/backward switching mechanism 44 of control and torque-converters 24.
Fig. 2 is the switching action for schematically illustrating the common torque transmission paths in buncher T, more precisely
State (HIGH patterns) to be run at high speed from vehicle is slowed down the action that generally performs when stopping vehicle 14
Explanation figure.In addition, in Fig. 2 and Fig. 4 described later, engine 10 is expressed as " ENG ", driving wheel 12 is expressed as " tire
(Tire)”。
Fig. 2 (a) shows the torque transmission paths in the state (HIGH patterns) that vehicle 14 is being run at high speed.As above institute
State, in this condition, HIGH friction clutch 34b and HIGH sides jaw clutch 62 is engaged, and on the other hand, LOW rubs
Clutch 34a and LOW sides jaw clutch 50 is wiped to be released.
Further, since running at high speed, therefore, the gear ratio of stepless speed changing mechanism 32 is set to minimum gear ratio
(HIGH pattern minimums gear ratio).Specifically, the 1st belt wheel, the 2nd belt wheel 32a, 32b side pressure is controlled to change its groove width,
The winding radius as the 2nd belt wheel 32b of input side is set as maximum in HIGH patterns, and using as the of outlet side
1 belt wheel 32a winding radius is set as minimum value.
When driver steps on the grade of brake pedal 20 and reduces vehicle velocity V in this condition, the torsion shown in Fig. 2 (b) is performed
The switching control of square bang path.
Specifically, the 1st belt wheel, the 2nd belt wheel 32a, 32b side pressure is controlled to change its groove width, by stepless speed changing mechanism
32 gear ratio is set as switch speed ratio, also, performs moment of torsion and decline control to turn into via the moment of torsion transmitted with 32c
Zero, then, LOW friction clutch 34a and LOW sides jaw clutch 50 is engaged.
In addition, HIGH friction clutch 34b and HIGH sides jaw clutch 62 is discharged and establishes LOW patterns.Enter
And in the case where vehicle 14 stops, driving force during in order to ensure starting to walk again is, it is necessary to speed change by stepless speed changing mechanism 32
Than being set as maximum gear ratio (LOW pattern maximums gear ratio).Specifically, the 1st belt wheel, the 2nd belt wheel 32a, 32b side are controlled
Press to change its groove width, the winding radius of the 1st belt wheel 32a as input side is set as minimum value in LOW patterns, and
The winding radius of the 2nd belt wheel 32b as outlet side is set as maximum (Fig. 2 (c)).
As shown in Figure 2 as explanation, be decelerated during vehicle 14 is run at high speed and in the case of stopping, if according to logical
Normal step performs speed Control, then needs to make the gear ratio of stepless speed changing mechanism 32 to carry out 2 changes, also, in order to reduce
Impact during speed change is, it is necessary to perform the control via the moment of torsion transmitted with 32c (moment of torsion declines, and moment of torsion rises control).Therefore, exist
Vehicle 14 run at high speed it is middle carry out anxious deceleration and in the case of stopping, may be without completing to become if carrying out above-mentioned control
Quick-action is made, and can not substantially ensure that driving force during starting again.
However, it can be seen from Fig. 2 (a) and Fig. 2 (c) contrast, the 1st belt wheel, the 2nd belt wheel 32a in running at high speed,
32b and the setting (HIGH pattern minimums gear ratio) with 32c and setting (LOW moulds of these when starting to walk to wait again of vehicle 14
Formula maximum gear ratio) substantially the same setting, both are only LOW/HIGH friction clutches 34a, 34b and LOW side/HIGH
The engagement state of side jaw clutch 50,62 is in different states.
Present inventor is conceived to the fact, in order to carry out the feelings of anxious deceleration in running at high speed even in vehicle 14
It under condition, the gear ratio of stepless speed changing mechanism 32 is carried out speed change to maximum gear ratio, and complete the present invention.In addition,
The details of the switching control of above-mentioned torque transmission paths is recorded in the Japanese Patent Application 2014- proposed before the applicant
In No. 043441, therefore omit further instruction.
Fig. 3 is that the action of the gearshift controller 100 of the buncher T to being performed to reach above-mentioned purpose is said
Bright flow chart.In addition, Fig. 3 processing is repeated every the defined time.
It is described below, in S10, judge that vehicle 14 performs anxious deceleration, such as judge whether to perform brake hard.
By judging whether the deceleration Δ V of vehicle velocity V exceedes defined value, or started by what the output of crankshaft angle sensor 74 obtained
Whether machine rotating speed NE reduced rate exceedes defined value, to carry out S10 judgement.
In addition, brake hard refers to, brake disc 20c is operated so as to make with the legpower of the defined value above by driver
It is that the grade of driving wheel 12 wheel is locked, so-called to bring to a halt.But the embodiment be not only limited to brake hard situation and
Applied, additionally it is possible to be widely used in situation about suddenly being slowed down in running at high speed.
Following processing is skipped in the case of being denied in S10 and enters S12, performs common speed Control.It is another
Aspect, entered S14 in the case of affirmative in S10, judge whether vehicle 14 is just being travelled in above-mentioned HIGH patterns
(in defined transport condition).
In the case of being denied in S14, it is not necessary to switch buncher T pattern, it becomes possible to be judged as by logical
Normal speed Control also has enough time carrying out gear shifting operation, therefore, skips following processing and enters S12.On the other hand, in S14
It is middle to be entered S16 in the case of affirmative, by the gear ratio setting (maintenances) of stepless speed changing mechanism 32 in defined gear ratio, have more
It is LOW pattern maximum gear ratio (the maximum gear ratio i from the 1st belt wheel 32a to the 2nd belt wheel 32b for bodymax)。
As described above, the 1st belt wheel, the 2nd belt wheel 32a, 32b and the setting (HIGH with 32c during (cruise) travels at a high speed
Pattern minimum gear ratio) these setting (LOW pattern maximums gear ratio) substantially the same settings when stopping with vehicle 14.
Therefore, do not switch buncher T speed change pattern in S16, but the gear ratio of stepless speed changing mechanism 32 is set as
HIGH pattern minimums gear ratio (LOW pattern maximums gear ratio), i.e. be set as gear ratio during cruise traveling, and maintain the change
Fast ratio.
In addition, in S14, except whether (instead of) judges vehicle 14 just in HIGH pattern downward drivings, can also judge be
No is the state that vehicle 14 is being run at high speed with speed more than defined speed, such as cruising condition.If patrol
Navigate transport condition, then the gear ratio of stepless speed changing mechanism 32 is set in HIGH patterns minimum gear ratio (or connect with it
Near gear ratio), therefore, in this case, gear ratio need not be changed in S16, only maintain the gear ratio in the state.
Therefore, in the case of forming as described above, state i.e. LOW patterns when can reliably and easily establish starting again are maximum
Gear ratio.
Then, program enters S18, judges whether vehicle velocity V turns into below defined speed.S18 judgement is equivalent to judgement
The control (moment of torsion declines control) for whether not performing the moment of torsion of the band 32c transmission via stepless speed changing mechanism 32 is also able to carry out turning round
The switching of square bang path is without producing gear shift shock.Therefore, above-mentioned defined speed is set as the value near 0km/h,
It is set as can interpolate that the value whether vehicle 14 stops or substantially stop.
S10 is returned to when being denied in S18, repeatedly above-mentioned processing, on the other hand, entered when being affirmed in S18
S20, perform the switching control of torque transmission paths.It is prepared when i.e., in order to starting to walk again, establishes LOW patterns, more specifically
For, after HIGH friction clutches 34b is discharged, release HIGH sides jaw clutch 62, on the other hand, by LOW sides dental inlay
Formula clutch 50 is engaged, and then LOW friction clutches 34a is engaged, and establishes LOW patterns.
That is, after confirming vehicle 14 and stopping (or basic stopping), HIGH friction clutch 34b are discharged first, will be inputted
Engaging mechanism (LOW/HIGH friction clutches 34a, 34b) separates with engine 10, prevents that engine 10 is flame-out.
Fig. 4 is the switching action for schematically illustrating the torque transmission paths performed according to the processing of above-mentioned Fig. 3 flow charts
Explanation figure.
Fig. 4 (a) equally, shows the moment of torsion under the state (HIGH patterns) that vehicle 14 is being run at high speed with Fig. 2 (a)
Bang path.
In this condition, significantly step on the grade of brake pedal 20 in driver and in the case of indicating anxious slow down, with Fig. 2
The usual step for showing and illustrating is different, maintains the gear ratio (S16) of stepless speed changing mechanism 32.
And then when being judged as that vehicle 14 stops or stopped substantially (being "Yes" in S18), perform LOW/HIGH friction clutch
The change (switching) (S20) of device 34a, 34b and LOW side/HIGH sides jaw clutch 50,62, to do standard when starting to walk again
Standby (Fig. 4 (b)).
I.e., it is not necessary to it is such to the 1st belt wheel, the control of the side pressure of the 2nd belt wheel 32a, 32b supplies to perform explanation shown in Fig. 2
System, only by performing cutting for LOW/HIGH friction clutches 34a, 34b and LOW sides/HIGH sides jaw clutch 50,62
Change, it becomes possible to state when being set as starting to walk again by buncher T.
As described above, in an embodiment of the present invention, buncher T has：Primary input axle (input shaft) 26, its with
It is equipped on the engine (internal combustion engine of vehicle 14.Driving source) 10 connections；Stepless speed changing mechanism 32, it is inserted in the primary input
Between axle 26 and the output shaft 58 being connected with the engine 10 of the vehicle 14, to the hair inputted from the primary input axle 26
The moment of torsion (driving force) of motivation 10 carries out variable speed；Low speed inputs path, described in it will be inputted from the primary input axle 26
The moment of torsion of engine 10 is input to a side (more specifically the 1st belt wheel 32a sides) for the stepless speed changing mechanism 32；At a high speed
Path is inputted, the moment of torsion of the engine 10 inputted from the primary input axle 26 is input to the stepless speed changing mechanism 32 by it
Another side (more specifically the 2nd belt wheel 32b sides)；Input path switching unit (input switching mechanism 34.LOW rubs
Clutch 34a, HIGH friction clutch 34b), it is inputted in path and the high speed input path optionally in the low speed
Switching should transmit the input path of the moment of torsion from the primary input axle 26 input；And control unit (gearshift controller 100),
Its action to the stepless speed changing mechanism 32 and the input path switching unit is controlled, the buncher T's
Control device (gearshift controller 100) has：Bus- Speed Monitoring unit (vehicle speed sensor 90), it detects the speed of the vehicle 14
V；Anxious deceleration identifying unit (gearshift controller 100.S10), it judges whether the vehicle 14 has carried out anxious deceleration；And traveling
Condition adjudgement unit (gearshift controller 100.S14), it judges whether to locate when being determined as that the vehicle 14 has carried out anxious deceleration
The defined traveling of the stepless speed changing mechanism 32 is input to via the high speed input path in the moment of torsion of the engine 10
State, described control unit are configured to, when be judged as the vehicle 14 carried out it is described it is anxious slow down when as defined in described
During transport condition, by the gear ratio of the stepless speed changing mechanism 32 maintain defined gear ratio (HIGH pattern minimum gear ratio,
LOW pattern maximums gear ratio), also, after the anxious deceleration, when the vehicle velocity V detected turns into below defined speed
When, (gearshift controller 100 is switched over to the input path.S16 to S20), therefore, it is possible to easily make stepless speed changer
Structure 32 carries out speed change from high-speed travel state to state when starting to walk again, further, it is possible to shorten input path, (moment of torsion transmits road
Footpath) switching required for time.
That is, in the case of anxious deceleration has been carried out, the gear ratio of stepless speed changing mechanism 32 is only also maintained into regulation
Gear ratio (HIGH pattern minimum gear ratio or LOW pattern maximums gear ratio), therefore, there is no need to be provided in addition to carry out anxious
The mechanism of speed change during deceleration, can make it is simple in construction, and easily make stepless speed changing mechanism 32 to again start to walk when shape
State carries out speed change.
In addition, in the buncher with multiple torque transmission paths, if usual step, then in vehicle 14
In the case where being slowed down in running at high speed, in addition to the speed Control of stepless speed changing mechanism 32, it is also necessary to will input
Path (torque transmission paths) inputs path switching from high speed input path to low speed, and speed Control is complicated and needs the time.
Especially, when carrying out the switching of torque transmission paths, it is also necessary to which moment of torsion declines control, to prevent from being formed low-speed high speed input
(LOW/HIGH friction clutches 32a, 32b and low-speed high speed output connect the gear mechanism of path and low-speed high speed outgoing route
Abrasion and the gear shift shock of mechanism (LOW sides/HIGH sides selector fork, LOW sides/HIGH sides jaw clutch 50,62)) are closed,
Therefore, the switching of torque transmission paths quite needs the time.However, in the present invention, it is configured to input path and height in low speed
Speed input makes to reverse towards the input path of stepless speed changing mechanism 32 in path, and the situation of anxious deceleration has been carried out in running at high speed
Under, without inputting the switching (in other words as the switching of speed change pattern) in path before vehicle velocity V turns into below defined speed,
Only perform and the gear ratio of stepless speed changing mechanism 32 is maintained into defined gear ratio (HIGH pattern minimum gear ratio or LOW patterns
Maximum gear ratio) speed Control, therefore, it is possible to easily establish again starting when state, i.e., maximum gear ratio.In addition,
The switching of torque transmission paths is performed after vehicle velocity V turns into below defined speed, in other words, is configured to via stepless change
The moment of torsion that fast mechanism 32 transmits performs the switching of torque transmission paths after becoming sufficiently small, therefore, even if without under moment of torsion
Drop control, abrasion and the gear shift shock of gear mechanism can be also prevented, can correspondingly shorten the switching institute of torque transmission paths
The time needed.
In addition, the stepless speed changing mechanism 32 is configured to have the 1st belt wheel 32a, the 2nd belt wheel 32b and is winded at described
Flexible part for no reason (band) 32c between 1st belt wheel 32a and the 2nd belt wheel 32b, therefore, in addition to above-mentioned effect, moreover it is possible to
The durability of stepless speed changing mechanism 32 is enough improved, and/or lightweight can be realized.
That is, with the 1st belt wheel, the 2nd belt wheel 32a, 32b and the stepless speed changing mechanism 32 of flexible part (with 32c) for no reason
In, in vehicle 14 in the case where having carried out anxious deceleration in running at high speed, if performing speed Control by usual step,
The side pressure to the 1st belt wheel, the 2nd belt wheel 32a, 32b supplies must be controlled to change the 1st belt wheel, the 2nd belt wheel 32a, 32b groove width,
Therefore, correspondingly, the 1st belt wheel, the 2nd belt wheel 32a, 32b and the band 32c that is winded between them may be worn away, still, due to energy
The unfavorable condition is enough eliminated, therefore, it is possible to improve the 1st belt wheel, the 2nd belt wheel 32a, 32b and durability with 32c, also, accordingly
Realize lightweight in ground.
In addition, being configured in the defined transport condition, the moment of torsion of the engine 10 inputs via the high speed
Path is input to the stepless speed changing mechanism 32, also, is cruising condition, therefore, in addition to above-mentioned effect, moreover it is possible to
It is enough stepless speed changing mechanism 32 is carried out speed change from high-speed travel state to state when starting to walk again.That is, cruising
In transport condition, the gear ratio of stepless speed changing mechanism 32 is set to minimum gear ratio, still, here if making to lead to stepless change
Fast mechanism 32 moment of torsion input path input from high speed input path to low speed path reverse, then can not change composition it is stepless
It is reliable and easily establish again in the case of the key element (the 1st belt wheel, the 2nd belt wheel 32a, 32b, band 32c) of gear 32
State during starting is maximum gear ratio.
In addition, in the above-described embodiment, buncher T concrete structure is illustrated, but not limited to this,
The purport of the present invention is, as long as the structure of the buncher T shown in simplifying with Fig. 2 or Fig. 4 is suitable, to any nothing
It is all appropriate that level speed changer T, which apply,.
In addition, as stepless speed changing mechanism 32, it is illustrated exemplified by stepless speed changing mechanism as taped, but be not limited to
This, purport of the invention is, for example, the stepless speed changing mechanism for example for loop type or chain type is also appropriate.That is, using
In the case of the stepless speed changing mechanism of loop type, gearshift controller 100 is instead of side pressure and using the inclination angle of power roller as parameter
To control the action of stepless speed changing mechanism.
In addition, as low-speed high speed input engaging mechanism, it is illustrated by taking friction clutch mechanism as an example, as low
Speed/speedy carding process engaging mechanism, is illustrated by taking engaged clutch mechanism as an example, but not limited to this, for example, it is also possible to
Whole input and output engaging mechanisms is made up of friction clutch.
【Industrial applicability】
According to the present invention, buncher has：The stepless speed changing mechanism of variable speed is carried out to the driving force of driving source；
The low speed input path that driving force is input to a side of stepless speed changing mechanism and the high speed input road for being input to another side
Footpath；The input path switching unit optionally switched over to input path；And to stepless speed changing mechanism and input path
The control unit that switch unit is controlled, the control device of the buncher are configured to, when being determined as that vehicle carried out urgency
During deceleration, judge that vehicle whether in defined transport condition, travels when being judged as carrying out anxious deceleration in defined
During state, the gear ratio of stepless speed changing mechanism is maintained into defined gear ratio, also, when speed turns into below defined speed
When, input path is switched over, therefore, it is possible to easily make stepless speed changing mechanism from high-speed travel state to when starting to walk again
State carry out speed change, further, it is possible to shorten input path switching required for time.
Label declaration
T：Buncher；10：Engine (internal combustion engine.Driving source)；14：Vehicle；26：Primary input axle；28：1st is secondary defeated
Enter axle；30：2nd auxiliary input axle；32：Stepless speed changing mechanism；32a：1st belt wheel；32b：2nd belt wheel；32c：Band；34：Input is cut
Converting mechanism；34a：LOW friction clutches (low speed input engaging mechanism)；34b：HIGH friction clutches (input jointing machine at a high speed
Structure)；36：1st reduction gearing；38：2nd reduction gearing；40：1st speed increasing gear；42：2nd speed increasing gear；44：It is forward/backward
Switching mechanism；46：Intermediate output shaft；48：3rd reduction gearing；50：LOW sides jaw clutch (low speed output engaging mechanism)；
52：1st final drive gear；54：Differential attachment；56：Final driven gear；58：Output shaft；60：2nd final drive gear；
62：HIGH sides jaw clutch (speedy carding process engaging mechanism)；90：Vehicle speed sensor；96：1st stroke sensor；98：2nd
Stroke sensor；100：Gearshift controller.
Claims (3)
1. a kind of control device of buncher, the buncher have：
Input shaft, it is connected with the driving source being equipped on vehicle；
Stepless speed changing mechanism, it is inserted between the input shaft and the output shaft being connected with the driving wheel of the vehicle, right
Variable speed is carried out from the driving force of the driving source of input shaft input；
Low speed inputs path, and the driving force of the driving source inputted from the input shaft is input to the stepless speed changer by it
One side of structure；
High speed input path, the driving force of the driving source inputted from the input shaft is input to the stepless speed changer by it
The another side of structure；
Path switching unit is inputted, it is inputted in path and the high speed input path in the low speed optionally switches from institute
State the input path that the driving force of input shaft input should be transferred to；And
Control unit, its action to the stepless speed changing mechanism and the input path switching unit are controlled,
Characterized in that, the control device of the buncher has：
Bus- Speed Monitoring unit, it detects the speed of the vehicle；
Anxious deceleration identifying unit, it judges whether the vehicle has carried out anxious deceleration；And
Transport condition judging unit, it judges whether to be in the driving source when being determined as that the vehicle has carried out anxious deceleration
Driving force the defined transport condition of the stepless speed changing mechanism is input to via the high speed input path,
When being determined as that the vehicle has carried out the anxious deceleration in the defined transport condition, the control is single
The gear ratio of the stepless speed changing mechanism is maintained defined gear ratio by member, also, after the anxious deceleration, when what is detected
When the speed is turned into below defined speed, the input path is switched over.
2. the control device of buncher according to claim 1, it is characterised in that
The stepless speed changing mechanism has the 1st belt wheel, the 2nd belt wheel and is winded between the 1st belt wheel and the 2nd belt wheel for no reason
Band.
3. the control device of buncher according to claim 1 or 2, it is characterised in that
In the defined transport condition, the driving force of the driving source is input into institute via the high speed input path
Stepless speed changing mechanism is stated, and the defined transport condition is cruising condition.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2014055038 | 2014-03-18 | ||
| JP2014-055038 | 2014-03-18 | ||
| PCT/JP2015/057241 WO2015141547A1 (en) | 2014-03-18 | 2015-03-12 | Control device for stepless transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106104095A CN106104095A (en) | 2016-11-09 |
| CN106104095B true CN106104095B (en) | 2017-11-14 |
Family
ID=54144517
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201580014090.2A Active CN106104095B (en) | 2014-03-18 | 2015-03-12 | The control device of buncher |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6291656B2 (en) |
| CN (1) | CN106104095B (en) |
| WO (1) | WO2015141547A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| MX2018005022A (en) * | 2015-10-28 | 2018-06-13 | Nissan Motor | Vehicle control device and vehicle control method. |
| JP6879197B2 (en) | 2017-12-27 | 2021-06-02 | トヨタ自動車株式会社 | Control device for vehicle power transmission device |
| CN112590752B (en) * | 2020-12-24 | 2022-07-15 | 潍柴动力股份有限公司 | Emergency brake control method and device, vehicle and storage medium |
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| CN101592219A (en) * | 2008-05-30 | 2009-12-02 | 加特可株式会社 | The control gear of stepless speed variator |
| JP2010138961A (en) * | 2008-12-10 | 2010-06-24 | Jatco Ltd | Transmission having a plurality of transmission routes, and control method therefor |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2015141547A1 (en) | 2015-09-24 |
| JPWO2015141547A1 (en) | 2017-04-06 |
| JP6291656B2 (en) | 2018-03-14 |
| CN106104095A (en) | 2016-11-09 |
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