JP2000193081A - Continuously variable transmission - Google Patents

Continuously variable transmission

Info

Publication number
JP2000193081A
JP2000193081A JP10372123A JP37212398A JP2000193081A JP 2000193081 A JP2000193081 A JP 2000193081A JP 10372123 A JP10372123 A JP 10372123A JP 37212398 A JP37212398 A JP 37212398A JP 2000193081 A JP2000193081 A JP 2000193081A
Authority
JP
Japan
Prior art keywords
continuously variable
variable transmission
clutch
slippage
transmission unit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP10372123A
Other languages
Japanese (ja)
Inventor
Ichiro Aoto
一朗 青戸
Original Assignee
Toyota Motor Corp
トヨタ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Motor Corp, トヨタ自動車株式会社 filed Critical Toyota Motor Corp
Priority to JP10372123A priority Critical patent/JP2000193081A/en
Publication of JP2000193081A publication Critical patent/JP2000193081A/en
Pending legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control 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
    • F16H61/66Control 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
    • F16H2061/6604Special control features generally applicable to continuously variable gearings
    • F16H2061/6618Protecting CVTs against overload by limiting clutch capacity, e.g. torque fuse

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of damage due to a belt slip of a continuously variable transmission part (CVT). SOLUTION: A continuously variable transmission part 11 is arranged at an engine 10, and a clutch 18 is arranged between a wheel 20 and the continuously variable transmission part 11. The continuously variable transmission part 11 comprises a disc 12 on the input side; a disc 14 on the output side, and a belt 16, and when transient high torque is inputted from the wheel 20, a belt slips and a surface is damaged. The oil pressure of the clutch 18 is controlled by a control part 26 in linkage with the oil pressure of the continuously variable transmission part 11, and the clutch 18 is caused to slip before the continuously variable transmission part 11 slips.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission, and more particularly to a technique for preventing disk surface damage caused by slippage of a continuously variable transmission.

[0002]

2. Description of the Related Art Conventionally, a continuously variable transmission (CVT) has been known, and when a large transient input occurs, the disk surface of the continuously variable transmission is damaged by slippage, resulting in abnormal noise or reduced power transmission efficiency. It is an important issue how to solve problems such as reduction.

For example, Japanese Patent Application Laid-Open No. Hei 4-231765 discloses that a non-dynamic clutch is provided downstream of a continuously variable transmission (between a continuously variable transmission and wheels), and the capacity of this clutch is set to the maximum torque capacity of an engine. There is disclosed a technique of setting the capacity to be slightly larger than the torque at which the belt of the continuously variable transmission portion slides.

[0004] According to this, for example, even when the vehicle slips and the wheels rotate freely and then the ground is gripped and instantaneous reaction torque is input from the wheels, the speed of the belt of the continuously variable transmission is higher than that of the belt of the continuously variable transmission. Since the clutch slides first, it is possible to prevent the continuously variable transmission portion from being damaged by the slip of the belt.

[0005]

However, considering that the friction coefficient of the friction material of the clutch varies, and that the frictional force between the belt and the disk (pulley) changes when the gear ratio changes, the clutch capacity is reduced. It is generally difficult to set the torque to a value slightly larger than the maximum torque capacity of the engine and smaller than the torque at which the belt of the continuously variable transmission slides. Therefore, when a large torque is transiently input from the wheels, slippage occurs in the continuously variable transmission portion prior to the clutch, and the possibility of damage remains.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems of the prior art, and an object of the present invention is to prevent slippage of a continuously variable transmission portion more reliably than ever before, and to produce abnormal noise and reduced function of the continuously variable transmission portion. It is an object of the present invention to provide a device capable of preventing the occurrence of the above.

[0007]

According to a first aspect of the present invention, there is provided a continuously variable transmission having a hydraulically controlled continuously variable transmission, wherein the continuously variable transmission includes a hydraulically controlled continuously variable transmission. A hydraulic clutch provided in a power transmission system, and control means for controlling the hydraulic pressure of the hydraulic clutch so that slippage of the hydraulic clutch occurs before slippage of the continuously variable transmission portion with respect to input torque from the wheels. It is characterized by having.
Sliding the hydraulic clutch before the continuously variable transmission portion can attenuate the transient input torque and prevent the continuously variable transmission portion from slipping. Note that the slip is a transient state of release, and the hydraulic clutch may be released via the slip. Here, "before slippage of the continuously variable transmission portion" means substantially simultaneously with or before the slippage of the continuously variable transmission portion.

In a second aspect based on the first aspect, the control means supplies the hydraulic pressure of the continuously variable transmission portion and the hydraulic pressure of the hydraulic clutch in the same system. By configuring the hydraulic pressure in the same system, both hydraulic pressures can be linked with a simple configuration, and the hydraulic clutch can slip before the continuously variable transmission portion.

According to a third aspect of the present invention, there is provided a continuously variable transmission having a continuously variable transmission unit, wherein a clutch provided in a power transmission system from the continuously variable transmission unit to wheels is provided. It has a detecting means for detecting slippage and a control means for releasing the clutch when the detecting means detects slippage of the continuously variable transmission. By releasing the clutch when slippage of the continuously variable transmission is detected, slippage can be eliminated and surface damage can be prevented. In addition,
In the present invention, “slip” includes not only a case where a slip actually occurs but also a case where a probability of slip is high. Further, "open" includes a slip state.

In a fourth aspect based on the third aspect, the detecting means detects based on at least one of a rotation speed of the continuously variable transmission portion, a brake operation degree, a wheel rotation speed, and an ABS operation signal. It is characterized by doing.

According to a fifth aspect of the present invention, there is provided a continuously variable transmission having a continuously variable transmission unit, wherein a clutch provided in a power transmission system from the continuously variable transmission unit to wheels is provided. It is characterized by comprising prediction means for predicting slippage, and control means for controlling release of the clutch when the prediction means predicts slippage of the continuously variable transmission. By predicting slippage of the continuously variable transmission unit and releasing the clutch before slippage actually occurs, damage due to slippage can be prevented.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

<First Embodiment> FIG. 1 is a block diagram showing the configuration of the first embodiment. The continuously variable transmission 11 is connected to the output shaft of the engine 10, and the wheels 20 are connected to the output shaft of the continuously variable transmission 11. The continuously variable transmission unit 11 includes an input-side disk (pulley) 12, an output-side disk 14, and a steel belt 16. The winding diameter of the steel belt 16 is controlled by hydraulic pressure, and each hydraulic pressure is controlled by hydraulic controllers 22 and 24. On the other hand, a hydraulic clutch 18 is provided in a power transmission system between the continuously variable transmission unit 11 and the wheels 20.
8 is controlled by the control unit 26.

In such a configuration, the control unit 26
When a large torque is input transiently from the wheels, the hydraulic clutch 18 is driven before the belt 16 of the continuously variable transmission 11 slips.
The hydraulic pressure of the hydraulic clutch 18 is changed so that the
It changes in conjunction with the oil pressure of Specifically, the hydraulic controllers 22 and 24 determine the hydraulic pressure of the continuously variable transmission unit 11 according to the gear ratio.
When the signal relating to the oil pressure value is input from 2, 2 and 24, the oil pressure of the hydraulic clutch 18 (pressing oil pressure) is decreased in conjunction with this when the oil pressure of the continuously variable transmission unit 11 decreases. When the hydraulic pressure of the hydraulic clutch 11 increases, the hydraulic clutch 1
The hydraulic pressure of the hydraulic clutch 18 is also increased so that the hydraulic pressure of the hydraulic clutch 18 is always equal to or less than the hydraulic pressure of the continuously variable transmission unit 11.

Accordingly, even when a large torque is input transiently from the wheels (for example, when the wheels shift from the free rotation to the grip state, or when the driver performs a sudden braking operation, etc.), the hydraulic clutch 18 can be used. The input torque is attenuated by the slip, and the belt of the continuously variable transmission portion 11 slips to prevent the disk 12 or 14 from being damaged.

In this embodiment, the control unit 26 determines the hydraulic pressure of the hydraulic clutch 18 based on the signals from the hydraulic controllers 22 and 24 of the continuously variable transmission unit 11. It is preferable to connect the system and the hydraulic system of the hydraulic clutch 18 to the same system from the viewpoint of simplifying the configuration. In this case, it goes without saying that the connecting member functions as the control unit 26.

<Second Embodiment> FIG. 2 is a block diagram showing the configuration of the present embodiment. The continuously variable transmission 11 is connected to the output shaft of the engine 10, and the wheels 20 are connected to the output shaft of the continuously variable transmission 11. The continuously variable transmission unit 11 includes an input-side disk (pulley) 12, an output-side disk 14, and a steel belt 16. A clutch 19 (hydraulic or other clutch) is provided in a power transmission system between the continuously variable transmission unit 11 and the wheels 20, and engagement / disengagement of the clutch 19 is controlled by a control unit 38.

In the present embodiment, when the control unit 38 detects the slip state of the continuously variable transmission unit 11, it releases the clutch 19 (including slip) to eliminate the slip state. The slip state of the continuously variable transmission unit 11 is determined by the rotation speed signals from the rotation sensors 28 and 30 for detecting the rotation speeds of the input side disk 12 and the output side disk 14, respectively, and the brake pedal 3.
2 is determined based on the brake operation speed from the wheel rotation speed signal from the wheel rotation sensor 34 and the operation signal from the ABS (anti-lock brake system) operation sensor 36. That is, for example, when the rotational acceleration (differential value of the rotational speed) of the input side disk 12 exceeds a predetermined value, it is determined that a slip has occurred. When the speed difference exceeds a predetermined value, and when the ABS is activated, the continuously variable transmission 1
In step 1, the clutch 19 is released because it is highly likely that slippage occurs or slippage actually occurs.

FIG. 3 shows an example of a processing flowchart of the control unit 38. First, the control unit 38 inputs signals from various sensors at a predetermined timing (S10).
1) First, brake operation speed (brake depression speed)
Is greater than or equal to a predetermined value α (S102). If the predetermined value α is exceeded, it is determined that slippage has occurred in the continuously variable transmission unit 11 (or the possibility of occurrence of slippage is high), the clutch 19 is released, and the continuously variable transmission unit 11 is actually slipping. In step S105, the slip is immediately prevented, and if the continuously variable transmission unit 11 is likely to slip, the slip is prevented beforehand.

On the other hand, if NO in S102, that is, if the brake operation speed (brake depressing speed) is equal to or less than the predetermined value, then it is determined whether or not the rotational speed difference between the wheels has exceeded the predetermined value β, that is, the wheel has slipped. Is determined (S
103). If the rotational speed difference between the wheels exceeds the predetermined value β, it is determined that slippage has occurred in the continuously variable transmission unit 11 (or the possibility of occurrence of slippage is high), the clutch 19 is released, and the continuously variable transmission unit 11 is released. When the slip is actually slipping, the slip is immediately prevented, and when there is a high possibility that the continuously variable transmission portion 11 slips, the slip is prevented beforehand (S105).

If it is determined that the difference between the rotational speeds of the wheels is within the predetermined value β and the wheels are not slipping, the rotational accelerations of the input disk 12 and the output disk 14 (differential rotational speed: rotational speed) are further determined. It is determined whether the angular acceleration has exceeded a predetermined value γ (a predetermined value γ1 for the input side and a predetermined value γ2 for the output side) (S104).
If the rotational acceleration of the input side disk 12 and the output side disk 14 exceeds a predetermined value, it is determined that slippage has occurred in the continuously variable transmission portion 11, and the clutch 19 is released to prevent damage to the disk surface due to slippage.

If NO in any of S102, S103, and S104, the continuously variable transmission unit 11
As a result, the clutch is prohibited from being disengaged, and the engaged state is maintained (S106). Of course, S102, S103, S10
Even if NO is determined in step 4, it is further determined whether or not the ABS is operating. If the ABS is operating, it is determined that slippage has occurred in the continuously variable transmission portion 11 or that the slip is likely to occur. It is also possible to release the clutch 19 and maintain the clutch 19 in the engaged state when the ABS is not operating. As a result, as long as no transient torque input occurs, the clutch 19 is maintained in the engaged state and the power transmission system is connected, so that the engine brake and the like operate as usual and affect the performance of normal running. Not even.

In this embodiment, the brake operation speed,
The engagement / disengagement of the clutch 19 is controlled based on the difference between the rotational speeds of the wheels, the disk rotational acceleration, and the presence or absence of the operation of the ABS. However, it is not necessary to use all of these detection signals, and at least one of them can be used. is there. For example, only the brake operation speed is detected, and when the brake operation speed exceeds a predetermined value, it is predicted that there is a high possibility that slippage will occur in the continuously variable transmission, and the clutch 19 is released. Is to maintain the clutch 19 in the engaged state on the assumption that there is no possibility of slipping, or to control the engagement / disengagement of the clutch 19 based only on the rotational acceleration of the disk. When the clutch 19 is opened / closed based on the brake operation speed, the difference between the rotational speeds of the wheels, and the presence / absence of the operation of the ABS, the control unit 38 functions as a prediction unit for predicting the slip of the continuously variable transmission unit 11.

In FIG. 3, first, the brake operation speed is determined, and then, the wheel rotational speed difference and the disk rotational acceleration are determined in this order. First, determine the rotational angular velocity of the disk,
Next, it is also preferable to determine whether there is a wheel speed difference or the presence or absence of an ABS operation signal, and finally determine the brake operation speed.

Further, when the combination of the detection signals, that is, the brake operation speed exceeds a predetermined value, and the ABS operates, the clutch 19 can be controlled to be released.

Further, in the present embodiment, the brake operation speed, the wheel rotation speed difference, and the disk rotation acceleration are used.
A disk rotation speed (changing the predetermined value of the determination according to the gear ratio) may be used, and these are all based on the brake operation speed, the wheel rotation acceleration (differentiation of the wheel rotation speed), and the disk rotation speed. . Further, a difference in rotation speed between the input side disk 12 and the output side disk 14 may be used.

Although the above description has been made with reference to the continuously variable transmission including the belt and the disk as an example, the present invention is also applicable to a continuously variable transmission controlled by another hydraulic pressure.

[0028]

As described above, according to the present invention,
It is possible to reliably prevent the continuously variable transmission portion from slipping, and to prevent abnormal noise and reduced function of the continuously variable transmission portion.

[Brief description of the drawings]

FIG. 1 is a configuration block diagram of a first embodiment.

FIG. 2 is a configuration block diagram of a second embodiment.

FIG. 3 is a processing flowchart of a second embodiment.

[Explanation of symbols]

Reference Signs List 10 engine, 12 input side disk, 14 output side disk, 16 belt, 18 hydraulic clutch, 19
Clutch, 20 wheels, 26 control unit, 38 control unit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. 7 Identification symbol FI Theme coat ゛ (Reference) F16H 59:48 59:54 63:06 F term (Reference) 3J050 AA03 AB07 BA02 BB12 CE07 CE09 DA01 3J052 AA04 CA21 DB06 GC42 GC46 GC51 GC64 GC65 GC71 HA11 KA01 LA01 3J057 AA03 BB02 GA01 GA03 GB09 GB30 GB36 JJ04

Claims (5)

[Claims]
1. A continuously variable transmission having a continuously variable transmission section that is hydraulically controlled, comprising: a hydraulic clutch provided in a power transmission system from the continuously variable transmission section to wheels; Control means for controlling the hydraulic pressure of the hydraulic clutch such that the hydraulic clutch slips before the continuously variable transmission section slides.
2. The continuously variable transmission according to claim 1, wherein the control unit supplies the hydraulic pressure of the continuously variable transmission unit and the hydraulic pressure of the hydraulic clutch in the same system.
3. A continuously variable transmission having a continuously variable transmission unit, comprising: a clutch provided in a power transmission system from the continuously variable transmission unit to a wheel; and detecting means for detecting slippage of the continuously variable transmission unit. And a control means for releasing the clutch when the slippage of the continuously variable transmission portion is detected by the detection means.
4. The apparatus according to claim 3, wherein said detecting means detects based on at least one of a rotation speed of said continuously variable transmission, a brake operation degree, a wheel rotation speed, and an ABS operation signal. Continuously variable transmission.
5. A continuously variable transmission having a continuously variable transmission unit, comprising: a clutch provided in a power transmission system from the continuously variable transmission unit to a wheel; and a prediction unit for predicting slippage of the continuously variable transmission unit. And a control unit that controls release of the clutch when the slippage of the continuously variable transmission unit is predicted by the prediction unit.
JP10372123A 1998-12-28 1998-12-28 Continuously variable transmission Pending JP2000193081A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP10372123A JP2000193081A (en) 1998-12-28 1998-12-28 Continuously variable transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP10372123A JP2000193081A (en) 1998-12-28 1998-12-28 Continuously variable transmission

Publications (1)

Publication Number Publication Date
JP2000193081A true JP2000193081A (en) 2000-07-14

Family

ID=18499895

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10372123A Pending JP2000193081A (en) 1998-12-28 1998-12-28 Continuously variable transmission

Country Status (1)

Country Link
JP (1) JP2000193081A (en)

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003049934A (en) * 2001-08-03 2003-02-21 Toyota Central Res & Dev Lab Inc Pulley thrust control device of belt-type continuously variable transmission
WO2007075080A1 (en) * 2005-12-28 2007-07-05 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
JP2008032232A (en) * 2007-10-22 2008-02-14 Toyota Motor Corp Controller of drive mechanism having continuously variable transmission
US7517299B2 (en) 2005-10-06 2009-04-14 Honda Motor Co., Ltd. Transmission control system
US7678016B2 (en) 2006-02-06 2010-03-16 Fuji Jukogyo Kabushiki Kaisha Control apparatus for vehicle
WO2011104857A1 (en) * 2010-02-26 2011-09-01 トヨタ自動車株式会社 Hydraulic control device for vehicle power transmission device
JP2013204722A (en) * 2012-03-28 2013-10-07 Jatco Ltd Shift control device for belt-type continuously variable transmission
KR20150086453A (en) * 2012-03-28 2015-07-28 쟈트코 가부시키가이샤 Shift control apparatus for continuously-variable transmission
JP2017003072A (en) * 2015-06-15 2017-01-05 富士重工業株式会社 Control device for vehicle
JP2017171254A (en) * 2016-03-25 2017-09-28 トヨタ自動車株式会社 Control device of vehicle
US10259321B2 (en) 2014-09-18 2019-04-16 Jatco Ltd Vehicle control device and method for controlling the same

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003049934A (en) * 2001-08-03 2003-02-21 Toyota Central Res & Dev Lab Inc Pulley thrust control device of belt-type continuously variable transmission
US7517299B2 (en) 2005-10-06 2009-04-14 Honda Motor Co., Ltd. Transmission control system
WO2007075080A1 (en) * 2005-12-28 2007-07-05 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US8118707B2 (en) 2005-12-28 2012-02-21 Robert Bosch Gmbh Method for controlling a belt-type continuously variable transmission and a friction clutch in a vehicular drive line
US7678016B2 (en) 2006-02-06 2010-03-16 Fuji Jukogyo Kabushiki Kaisha Control apparatus for vehicle
JP2008032232A (en) * 2007-10-22 2008-02-14 Toyota Motor Corp Controller of drive mechanism having continuously variable transmission
JP4683033B2 (en) * 2007-10-22 2011-05-11 トヨタ自動車株式会社 Control device for drive mechanism including continuously variable transmission
WO2011104857A1 (en) * 2010-02-26 2011-09-01 トヨタ自動車株式会社 Hydraulic control device for vehicle power transmission device
JP5472442B2 (en) * 2010-02-26 2014-04-16 トヨタ自動車株式会社 Hydraulic control device for power transmission device for vehicle
CN103363105A (en) * 2012-03-28 2013-10-23 加特可株式会社 Control device for belt type continuously variable transmission
JP2013204722A (en) * 2012-03-28 2013-10-07 Jatco Ltd Shift control device for belt-type continuously variable transmission
KR20150086453A (en) * 2012-03-28 2015-07-28 쟈트코 가부시키가이샤 Shift control apparatus for continuously-variable transmission
KR20150087165A (en) * 2012-03-28 2015-07-29 쟈트코 가부시키가이샤 Shift control apparatus for belt type continuously variable transmission
KR101601603B1 (en) * 2012-03-28 2016-03-08 쟈트코 가부시키가이샤 Shift control apparatus for continuously-variable transmission
KR101602607B1 (en) * 2012-03-28 2016-03-10 쟈트코 가부시키가이샤 Shift control apparatus for belt type continuously variable transmission
US9334933B2 (en) 2012-03-28 2016-05-10 Jatco Ltd Control device and control method for continuously variable transmission
US10259321B2 (en) 2014-09-18 2019-04-16 Jatco Ltd Vehicle control device and method for controlling the same
JP2017003072A (en) * 2015-06-15 2017-01-05 富士重工業株式会社 Control device for vehicle
JP2017171254A (en) * 2016-03-25 2017-09-28 トヨタ自動車株式会社 Control device of vehicle

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