JP2001108082A - Control device for winding transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a determination accuracy of a slip state of a belt in a continuously variable transmission. SOLUTION: This control device of a continuously variable transmission comprises a primary pulley and a secondary pulley that are provided on the output side of a driving power source and a belt wound about the primary pulley and the secondary pulley, and can determine a slip state of the belt. The control device comprises a slip determining means (steps S2, S3) for determining the slip state of the belt based on a vibration state of the belt.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wrapping transmission device in which a wrapping transmission member is wrapped around a driving-side rotation member and a driven-side rotation member, and a slip state of the wrapping transmission member can be determined. The present invention relates to a control device.

[0002]

2. Description of the Related Art Generally, a transmission is provided on the output side of an engine for the purpose of operating the engine under optimum conditions according to the running state of a vehicle. This transmission has
A continuously variable transmission capable of continuously controlling the gear ratio;
There is a stepped transmission that can control a gear ratio stepwise. An example of such a continuously variable transmission is a belt-type continuously variable transmission. This belt-type continuously variable transmission has a primary pulley and a secondary pulley, and a belt is wound around a groove of the primary pulley and a groove of the secondary pulley. Further, both the primary pulley and the secondary pulley are configured so that the groove width can be changed.

[0003] By controlling the groove width of the primary pulley, the winding diameter of the belt changes to change the gear ratio. Further, by controlling the groove width of the secondary pulley, the clamping force of the secondary pulley on the belt changes. As a result, the belt tension changes,
The contact surface pressure between the primary pulley and the secondary pulley and the belt can be controlled to a state corresponding to the torque input to the continuously variable transmission. Further, an oil pump is configured to generate a source pressure of a hydraulic control device for controlling a groove width of the primary pulley and the secondary pulley, and the oil pump is configured to be driven by an engine. I have.

In the continuously variable transmission having the above structure, if the correspondence between the contact surface pressure and the torque input to the continuously variable transmission is not appropriate, the belt slips or the contact surface pressure is excessively transmitted. The contact surface pressure is higher than necessary for the torque). When the belt slips, wear of the belt, the primary pulley, and the secondary pulley is promoted, so that their durability is reduced and power transmission efficiency is reduced. In addition, when the contact surface pressure is excessive, abrasion of the contact surface between the belt and the primary pulley and the secondary pulley is promoted, and the belt is given an excessive tension and its durability is reduced. In addition, there is a possibility that the power of the engine is wasted by driving the oil pump and the fuel efficiency is reduced.

As a method for addressing these problems, a slip state of the belt is determined, and the contact surface pressure between the belt and the primary pulley and the secondary pulley is controlled according to the determination result. As described above, an example of a control device for a continuously variable transmission capable of determining the slip state of the belt of the continuously variable transmission and performing control for preventing the slip is described in JP-A-4-54363. ing. In the control device disclosed in this publication, a continuously variable transmission (winding transmission) is mounted on the output side of the engine. The continuously variable transmission includes a primary pulley (driving-side rotating member) and a secondary pulley (driven side). (A rotating member) and a drive belt (wrapping transmission member) wound around each pulley. Each pulley can change its groove width by the operation of the sheave.
The operation of the sheave is controlled by a hydraulic cylinder, and by controlling the line pressure acting on the hydraulic cylinder, it is possible to change the winding diameter of the drive belt and perform a continuously variable transmission.

When the torque of the engine is transmitted to the primary pulley of the continuously variable transmission, the torque is transmitted to the secondary pulley via the drive belt. During this operation, the slip change of the drive belt is calculated based on the target belt speed of the drive belt and the actual belt speed.
Here, when the slippage of the drive belt occurs, the tension of the drive belt, in other words, the contact surface pressure between the secondary pulley and the primary pulley is controlled by correcting the line pressure acting on the hydraulic cylinder of each pulley. You. Thus, the slip of the drive belt is prevented, the durability of the drive belt is improved, and the responsiveness is improved.

[0007]

As described above, when the slip state of the belt is determined and the belt tension is controlled based on the determination result, it is necessary to first accurately determine the slip state of the belt. There is. In the above publication, the slip change amount of the drive belt is determined based on the target belt speed and the actual belt speed. However, the correspondence between the target belt speed and the actual belt speed is determined based on conditions other than the slip change of the drive belt. May change.

For example, while the actual belt speed is directly obtained from the measuring means, the target belt speed is calculated after estimating the target belt winding diameter based on the target gear ratio. In this case, the calculated target belt winding diameter does not always match the actual belt winding diameter, and a deviation (error) occurs. The causes of such a difference between the target belt winding diameter and the actual belt winding diameter include an error in the accuracy of the distance between the primary pulley and the secondary pulley, an angle error in the belt holding surface of each pulley, and a driving belt. Circumference error,
Difference in linear expansion rate due to temperature change between the casing supporting the primary pulley and secondary pulley and the drive belt, wear of the belt holding surfaces of the primary pulley and secondary pulley, wear due to aging of the drive belt, Calculation errors relating to elongation, the belt winding diameter and the belt circumference, variations in the execution control oil pressure with respect to the target belt speed, and variations due to shift in the shift transient response are listed.

When the above-mentioned various items occur alone or in an overlapping manner, there is a possibility that the correspondence between the target belt speed and the actual belt speed changes irrespective of the change in the slip amount of the drive belt. . As a result, there is a possibility that the accuracy of determining the slip state of the drive belt is reduced.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a control device for a wrapping transmission device that can improve the accuracy of determining the slip state of the wrapping transmission member.

[0011]

SUMMARY OF THE INVENTION In order to achieve the above object, a first aspect of the present invention is directed to a driving-side rotating member and a driven-side rotating member, and a driving-side rotating member and a driven-side rotating member. A wrapping transmission member having a wrapped transmission member, and a control device of the wrapping transmission device capable of determining a slip state of the wrapped transmission member. The present invention is characterized in that a slip determining means for determining a slip state of the hook transmission member is provided.

According to the first aspect of the present invention, the slip state of the winding transmission member is determined based on the vibration state of the winding transmission member that occurs when the winding transmission member actually slips. Therefore, a condition that does not necessarily affect the slip state of the wrapping transmission member is less likely to be included in the condition for determining the slip state, and the slip state determination accuracy can be improved.

According to a second aspect of the present invention, a driving-side rotating member and a driven-side rotating member provided on a torque transmission path, and a winding transmission member wound around the driving-side rotating member and the driven-side rotating member. A transmission ratio between the drive side rotation member and the driven side rotation member by controlling a winding diameter of the winding transmission member with respect to at least one of the drive side rotation member or the driven side rotation member. In the control device of the wrapping transmission device, which can determine the slip state of the wrapping transmission member, based on the vibration state of the wrapping transmission member, It is characterized in that it comprises a slip determination means for determining the state.

According to the second aspect of the present invention, the slip state of the winding transmission member is determined based on the vibration state of the winding transmission member that occurs when the winding transmission member actually slips. Therefore, conditions that do not necessarily affect the slip state of the wrapping transmission member are less likely to be included in the conditions for determining the slip state, and the slip state determination accuracy can be improved. Therefore, the power transmission state of the winding transmission can be accurately grasped.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the torque output from the drive-side rotating member based on the slip state of the winding transmission member determined by the slip determining means. And a relative relationship control means for controlling a relative relationship between the driving side rotating member and the driven side rotating member and the contact surface pressure of the winding transmission member.

According to the third aspect of the present invention, in addition to the same effect as the second aspect of the present invention, the torque to transmit the contact surface pressure between the winding transmission member and the drive side rotation member and the driven side rotation member is also provided. Can be controlled so as to be adapted to the state according to.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the relative relationship control means may be configured such that the greater the degree of slippage of the wrapping transmission member, the greater the degree of slip of the drive transmission member and the driven side rotation member. And a function of increasing a contact surface pressure between the winding transmission member and the transmission member.

According to the fourth aspect of the invention, in addition to the same effect as the third aspect of the invention, the slip of the wrapping transmission member can be reliably suppressed.

According to a fifth aspect of the present invention, in addition to any one of the second to fourth aspects, the slip determination means has a function of determining a vibration state of the wrapping transmission member by an acceleration sensor. It is characterized by the following.

According to the fifth aspect of the present invention, the string vibration of the wrapping transmission member is determined by the acceleration sensor.
Operations similar to those of any one of the inventions 4 to 4 occur.

According to a sixth aspect of the present invention, in addition to any one of the second to fourth aspects, the slip determination means has a function of determining the vibration state of the winding transmission member by a sound pressure sensor. It is characterized by the following.

According to the sixth aspect of the present invention, the sound pressure sensor determines the string vibration of the wrapping transmission member.
The same operation as in any one of the fourth inventions is obtained.

In the present invention, examples of the slip state of the wrapping transmission member include presence / absence of slip, degree of slip, slip strength, slip amount, slip ratio, slip ratio, and the like.

[0024]

Next, the present invention will be specifically described with reference to the drawings. FIG. 2 is a skeleton diagram of an FF vehicle (front engine front drive; front-wheel drive vehicle with an engine installed) to which the present invention is applied. In FIG. 2, reference numeral 1 denotes an engine as a driving force source of a vehicle. As the engine 1, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like is used. The crankshaft 2 of the engine 1 is arranged in the width direction of the vehicle. The following description corresponds to a case where a gasoline engine is used as the engine 1.

On the output side of the engine 1, a transaxle 3 is provided. The transaxle 3 has a hollow casing 4 inside which a torque converter 5, a forward / reverse switching mechanism 6, a continuously variable transmission (CVT) 7, and a final reduction gear (in other words, a differential gear). 8 are provided. First, the configuration of the torque converter 5 will be described. An input shaft 9 rotatable about the same axis (not shown) as the crankshaft 2 is provided inside the casing 4, and a turbine runner 10 is provided at an end of the input shaft 9 on the engine 1 side. Installed.

On the other hand, a front cover 12 is connected to the rear end of the crankshaft 2 via a drive plate 11, and a pump impeller 13 is connected to the front cover 12.
Is connected. The turbine runner 10 and the pump impeller 13 are arranged to face each other, and the turbine runner 10
Further, a stator 14 is provided inside the pump impeller 13. A lock-up clutch 15 is provided at an end of the input shaft 9 on the front cover 12 side via a damper mechanism 16. A casing (not shown) formed by the front cover 12 and the pump impeller 13 configured as described above.
Inside, oil as a working fluid is supplied.

With the above configuration, the power (torque) of the engine 1 is transmitted from the crankshaft 2 to the front cover 12. At this time, when the lock-up clutch 15 is released, the torque of the pump impeller 13 is transmitted to the turbine runner 10 by the fluid, and then transmitted to the input shaft 9. In addition, the torque transmitted from the pump impeller 13 to the turbine runner 10 can be amplified by the stator 14. On the other hand, when the lock-up clutch 15 is engaged, the torque of the front cover 12 is mechanically transmitted to the input shaft 9.

An oil pump 17 is provided inside the casing 4 between the torque converter 5 and the forward / reverse switching mechanism 6. The rotor (not shown) of the oil pump 17 and the pump impeller 13 are connected by a cylindrical hub 19. The body (not shown) of the oil pump 17 is fixed to the casing 4 side. With this configuration, the power of the engine 1 is transmitted to the rotor via the pump impeller 13 and the oil pump 17 can be driven.

The forward / reverse switching mechanism 6 is provided on a power transmission path between the input shaft 9 and the continuously variable transmission 7. The forward / reverse switching mechanism 6 has a double pinion type planetary gear mechanism 32. The planetary gear mechanism 32 includes a sun gear 33 provided at an end of the input shaft 9 on the side of the continuously variable transmission 7, and a ring gear 3 disposed concentrically with the sun gear 33 on the outer peripheral side of the sun gear 33.
4 and a pinion gear 35 meshed with the sun gear 33
And a pinion gear 36 meshed with the pinion gear 35 and the ring gear 34, and a carrier 37 holding the pinion gear 35 and the pinion gear 36 so as to be able to revolve integrally around the sun gear 33. The carrier 37 and the drive shaft 21 are connected. Further, a clutch CR for connecting / disconnecting a power transmission path between the carrier 37 and the input shaft 9 is provided. Furthermore, a brake B for controlling rotation and fixing of the ring gear 34 is provided on the casing 4 side.
R is provided.

The continuously variable transmission 7 has a drive shaft 21 disposed concentrically with the input shaft 9 and a counter shaft 22 as a driven shaft disposed parallel to the drive shaft 21. are doing. on the other hand,
A bearing 47 is attached to an inner wall 46 of the casing 4, and a bearing 49 is attached to an outer wall 48 of the casing 4. The drive shaft 21 is rotatably held by the bearings 47 and 49. Further, bearings 50 and 51 are attached to the inner wall 46 of the casing 4, and bearings 52 and 53 are attached to the outer wall 48 of the casing 4. The counter shaft 22 is rotatably held by the bearings 50 to 53.

The drive side shaft 21 is provided with a primary pulley 23, and the counter shaft 22 is provided with a secondary pulley 24. Both the primary pulley 23 and the secondary pulley 24 are mainly made of a metal material. The primary pulley 23 is a fixed sheave 2 fixed to the drive shaft 21.
5 and a movable sheave 26 configured to be movable in the axial direction of the drive-side shaft 21. And
On the opposing surfaces of the fixed sheave 25 and the movable sheave 26, holding surfaces 54 and 55 which are inclined in a direction forming the V-shaped groove M1 by mutual combination are formed.

A hydraulic actuator 27 is provided for moving the movable sheave 26 in the axial direction of the drive side shaft 21 so as to approach and separate the movable sheave 26 and the fixed sheave 25. The hydraulic actuator 27 includes a hydraulic chamber (not shown) and a piston (not shown) that operates in the axial direction of the drive shaft 21 according to the hydraulic pressure of the hydraulic chamber and is connected to the movable sheave 26. Have.

On the other hand, the secondary pulley 24 has a fixed sheave 28 fixed to the counter shaft 22 and a movable sheave 29 configured to be movable in the axial direction of the counter shaft 22. And fixed sheave 2
8 and the movable sheave 29 have a holding surface 5 inclined in the direction of forming the V-shaped groove M2 by mutual combination.
6, 57 are formed.

A hydraulic actuator 30 is provided for moving the movable sheave 29 in the axial direction of the counter shaft 22 so as to approach / separate the movable sheave 29 and the fixed sheave 28. The hydraulic actuator 30 includes a hydraulic chamber (not shown) and a piston (not shown) which operates in the axial direction of the counter shaft 22 by the hydraulic pressure of the hydraulic chamber and is connected to the movable sheave 29. .

The groove M1 of the primary pulley 23 having the above configuration.
And belt 3 against secondary pulley 24 groove M2.
1 is wound. FIG. 3 is an enlarged view showing the configuration of the belt 31. The belt 31 is attached to the two hoops 58 formed in a ring shape and the two hoops 58, and is disposed in the circumferential direction of the hoop 58. And a number of blocks 59. The hoop 58 is formed by stacking a plurality of thin metal plates. Also, many blocks 59
Are made of a metal thin plate (piece), and are held by the hoop 58 in a state where they are in contact with each other.

The block 59 has a holding surface 54,.
Two shoulders 59A projecting toward the seventh side are formed. At both ends of each shoulder 59A, contact surfaces 61 that contact the holding surfaces 54 and 57 are formed. In addition, each shoulder 59
On the outer peripheral side of A, a groove 6 opening on the side of the holding surfaces 54, 57.
0 is formed, and the hoop 58 is sandwiched in each groove 60.

Further, the shape of the edge of each shoulder 59A facing the groove 60 is curved in a direction protruding toward the outer peripheral side of the belt 31. Further, the shoulder 5 in the hoop 58
The surface in contact with 9A, that is, the shape of the inner peripheral surface 58A is curved in an arc shape corresponding to the shoulder 59A. The edge of the shoulder 59A and the inner peripheral surface 58A of the hoop 58 have a function of preventing the hoop 58 from moving in the direction of dropping from the groove 60, a so-called centering function. In addition, lubricating oil is supplied between the metal plates constituting each hoop 58 (each layer).

A power transmission path between the continuously variable transmission 7 and the final reduction gear 8 is provided with an intermediate shaft 39 parallel to the counter shaft 22. A counter driven gear 40 and a final drive gear 41 are formed on the intermediate shaft 39. A counter drive gear 42 is formed on the counter shaft 22.
And the counter driven gear 40 are meshed.

On the other hand, the final reduction gear 8 is a ring gear 43.
And the final drive gear 41 and the ring gear 43
And are engaged. The ring gear 43 is formed on the outer periphery of a differential case (not shown), and a plurality of pinion gears (not shown) are mounted inside the differential case. Two side gears (not shown) are meshed with the pinion gear. Front drive shafts 44 are separately connected to the two side gears,
Each front drive shaft 44 has a driving wheel (front wheel)
45 are connected.

Further, an acceleration sensor 62 is mounted on the outer surface of the outer wall 48 of the casing 4, for example, at a position adjacent to the bearing 49. As the acceleration sensor 62, an electrodynamic pickup, a variable resistance pickup,
An example is a piezoelectric pickup. The acceleration sensor 62 is for detecting vibration of the drive shaft 21 due to the string vibration of the belt 31, specifically, vibration (acceleration) of the drive shaft 21 in the radial direction.

The reason why the acceleration sensor 62 is provided on the drive shaft 21 side is that the torque of the primary pulley 23 is transmitted to the belt 31, so that the slip (slip) of the belt 31 is primary. This is because it is likely to occur on the pulley 23 side. As shown in FIG. 4, a sound pressure sensor 63 is provided inside the casing 4, for example, at a position facing the outer peripheral surface of the belt 31. The sound pressure sensor 63 is for detecting a change in sound pressure caused by the string vibration of the belt 31.

FIG. 5 is a block diagram (not shown) showing a control system of the vehicle shown in FIG. First, a hydraulic control device 64 that controls engagement / disengagement of the lock-up clutch 12 and the continuously variable transmission 7 includes an oil pump 65 that pumps oil from an oil pan and an opening degree of an electronic throttle valve (described later) of the engine 1. Line pressure control valve 66 for controlling the source pressure of the entire hydraulic circuit in accordance with
A lock-up clutch control valve 67 to which the line pressure adjusted by the pressure controller 6 is input, a forward / reverse clutch control valve 68 for controlling engagement / disengagement of the forward / reverse switching mechanism 6, and a hydraulic chamber for the actuators 27 and 30. Ratio control valve 69 for controlling hydraulic pressure
And various linear solenoid valves 70 for controlling output hydraulic pressures of these valves.

The hydraulic control unit 64 and the electronic control unit (ECU) 104 are connected so as to be able to communicate with each other, and the shift lever 114 is connected to the hydraulic control unit 64.
Mechanically connected to This electronic control unit 1
Reference numeral 04 includes a microcomputer mainly including an arithmetic processing unit (CPU or MPU), a storage device (RAM and ROM), and an input / output interface.

The electronic control unit 104 receives a signal from an engine speed sensor 105, an accelerator opening sensor 1
06, a signal from the throttle opening sensor 107, a signal from the brake switch 108, a signal from the shift position sensor 109 for detecting the operation state of the shift lever 114,
The signal of the input rotation speed sensor 110 for detecting the rotation speed of the primary pulley 23, the signal of the output rotation speed sensor 111 for detecting the rotation speed of the secondary pulley 24, the acceleration sensor 6
2, a signal from the sound pressure sensor 63, and the like.

Based on a signal from the shift position sensor 109, a driving position (eg, D (drive) position, R (reverse) position, etc.) or a non-driving position (eg, N (neutral) position,
It is determined which of the P (parking) position and the like has been selected. Furthermore, among the drive positions,
It is determined whether the forward position (for example, the D position) or the reverse position (the R position) is selected. Further, the vehicle speed and the gear ratio of the continuously variable transmission 7 can be calculated based on the signal of the input speed sensor 110 and the signal of the output speed sensor 111.

To the electronic control unit 104, an electronic throttle valve 115, a fuel injection control unit 112, and an ignition timing control unit 113 of the engine 1 are connected so as to enable signal communication. The electronic throttle valve 115 can control its opening based on operation of an accelerator pedal, and the electronic throttle valve 115 electrically controls its opening based on conditions other than the operation of the accelerator pedal. It has a function that can. Then, based on various signals input to the electronic control device 104 and data stored in the electronic control device 104, the electronic control device 104 sends a fuel injection control device 112, an ignition timing control device 113, a hydraulic control device 64, A control signal is output to the electronic throttle valve 115.

Various data are stored in the electronic control unit 104 in advance for controlling the engine 1, the lock-up clutch 15, and the continuously variable transmission 7 based on various signals. For example, by controlling the speed ratio of the continuously variable transmission 7 based on a running state such as an accelerator opening and a vehicle speed, data for selecting an optimal operating state of the engine 1 is transmitted to the electronic control unit 104. Is stored in Further, the electronic control unit 104 stores a lock-up clutch control map using the accelerator opening and the vehicle speed as parameters, and the lock-up clutch 1 based on the lock-up clutch control map.
5 is controlled to each state of engagement, release, and slip.

Here, the correspondence between the structure of the embodiment and the structure of the present invention will be described. The primary pulley 23 corresponds to the driving-side rotating member of the present invention, and the secondary pulley 24 corresponds to the driven-side rotating member of the present invention. Belt 31
Corresponds to the winding transmission member of the present invention, and the continuously variable transmission 7
Corresponds to the winding transmission of the present invention.

An example of control of the vehicle having the above configuration will be described with reference to the flowchart of FIG. When the system is started by operating an ignition key (not shown), processing of a signal input to the electronic control unit 104 is performed (step S1), and control according to the processing result is performed. For example, the shift lever 11
The forward / reverse switching mechanism 6 is controlled based on the operation of Step 4.

First, when the forward position is selected, the clutch CR is engaged, the brake BR is released, and the input shaft 9 and the drive shaft 21 are directly connected. In this state, when the torque of the engine 1 is transmitted to the input shaft 9 via the torque converter 5, the input shaft 9, the carrier 37, and the drive shaft 21 rotate integrally. The torque of the drive side shaft 21 is transmitted to the counter shaft 22 via the primary pulley 23, the belt 31, and the secondary pulley 24, and this torque is transmitted to the final reduction gear 8 via the intermediate shaft 39. Further, this torque is transmitted to the wheels 45, and the vehicle moves forward.

On the other hand, when the reverse position is selected, the clutch CR is released and the brake BR is released.
Are engaged, and the ring gear 34 is fixed. Then
As the input shaft 9 rotates, both the pinion gears 35 and 36 revolve while rotating, and the carrier 37 rotates in a direction opposite to the rotation direction of the input shaft 9. As a result, the drive shaft 21, the counter shaft 22, and the intermediate shaft 39 rotate in a direction opposite to that in the forward position, and the vehicle moves backward.

A request for accelerating the vehicle, which is determined from conditions such as the vehicle speed and the accelerator opening, and the electronic control unit 1
The transmission of the continuously variable transmission 7 is adjusted so that the operating state of the engine 1 is optimized based on data stored in the engine 04 and the like (for example, an optimal fuel consumption curve using the engine speed and the throttle opening as parameters). The ratio is controlled. Specifically, by controlling the oil pressure in the hydraulic chamber of the hydraulic actuator 27, the width of the groove M1 of the primary pulley 23 is adjusted. As a result, the winding radius of the belt 31 around the primary pulley 23 changes, and the ratio between the input rotation speed and the output rotation speed of the continuously variable transmission 7, that is, the speed ratio is steplessly (continuously) controlled.

Further, by controlling the hydraulic pressure in the hydraulic chamber of the hydraulic actuator 30, the width of the groove M2 of the secondary pulley 24 changes. That is, the clamping force of the secondary pulley 24 on the belt 31 is controlled. The tension of the belt 31 is controlled by this pinching pressure, and the contact surface pressure between the primary pulley 23 and the secondary pulley 24 and the belt 31 is controlled. Therefore, the secondary pulley 24
Is controlled based on the torque input to the continuously variable transmission 7, the speed ratio of the continuously variable transmission 7, and the like. The torque input to the continuously variable transmission 7 is determined based on the engine speed, the throttle opening, the torque ratio of the torque converter 5, and the like. In controlling the widths of the grooves M1 and M2 as described above, the current value of the linear solenoid valve 70 is controlled to change the output hydraulic pressure, thereby controlling the hydraulic pressure of the hydraulic chambers of the hydraulic actuators 27 and 30. .

FIG. 6 is a map for setting the clamping force Pd of the secondary pulley 24 based on the speed ratio γ of the continuously variable transmission 7 and the input torque Tin to the continuously variable transmission 7. Here, for convenience, the input torque is “high”,
Three characteristic lines of “medium” and “low” are illustrated.
The input torque having the characteristic of “high” corresponds to, for example, a state where the accelerator opening is high when the vehicle travels on a steep uphill road. Further, the input torque having the characteristic of “low” corresponds to, for example, a state where the accelerator opening is low when the vehicle travels on a flat road. The input torque having the characteristic of “medium” corresponds to a state where the accelerator opening is between “high” and “low”.

Each of these three input torques has a characteristic that the input torque increases as the speed ratio increases. Then, as the input torque to the continuously variable transmission 7 increases, control for increasing the clamping force of the secondary pulley 24 is performed. More specifically, assuming that the gear ratios are the same, the squeezing pressure corresponding to the “high” input torque is set higher than the squeezing pressure corresponding to the “medium” input torque, and The squeezing pressure corresponding to the “medium” input torque is set higher than the squeezing pressure corresponding to the “low” input torque.

After step S1, a string vibration of the belt 31, which is a reference for determining the slip state of the belt 31, is detected (step S2). This string vibration is determined based on at least one of the signal of the acceleration sensor 62 and the signal of the sound pressure sensor 63. That is, the belt 31
Is wound around the primary pulley 23 and the secondary pulley 24, the contact pressure between the primary pulley 23 and the secondary pulley 24
If the torque is equal to or less than the torque inputted to the primary pulley 23 or the secondary pulley 2 as shown in FIG.
In a region where the belt 31 does not contact the primary pulley 23 and the secondary pulley 24 (a region of a chord length L), a chordal vibration of the belt 31 occurs in a region where the belt 31 does not contact the primary pulley 23 and the secondary pulley 24. a occurs.

The string vibration serves as a vibration source, and the vibration is transmitted to the casing 4 via the drive shaft 21 and the bearing 49.
Is transmitted to The vibration of the casing 4 is detected by the acceleration sensor 62. The sound pressure sensor 63 detects a change in sound pressure due to the string vibration of the belt 31. Therefore, the slip state of the belt 31 can be determined based on the string vibration state of the belt 31. The chord length L is equal to the distance between the rotation center of the primary pulley 23 and the rotation center of the secondary pulley 24.

Then, it is determined whether or not the belt 31 has slipped on the basis of the detection result in step S2 (step S3). In step S3, for example, in response to the squeezing pressure obtained from the map shown in FIG. 6, the acceleration signal is output from the control signal of the current value of the linear solenoid valve 70 until the predetermined time elapses. Sensor 6
2 or at least one of the signals from the sound pressure sensor 63 and the slip determination reference value stored in the electronic control unit 104 (calculated from the average value of the sensor signal without slip of the belt 31). Threshold value) to determine whether the belt 31 has slipped.

FIG. 8 shows the vibration output level F1 [dB] determined from the sensor signal and the vibration frequency [H] of the belt 31.
z] is a diagram showing the relationship between the two. FIG. 8 shows the output signal of each sensor extracted through a band-pass filter to extract a vibration component in a specific low frequency band. In FIG. 8, when the actual vibration output level F1 exceeds the threshold value F0, it is determined that the belt 31 has slipped. In other words, as shown in FIG. 9, the vibration output level F1 is equal to the threshold value (that is, the slip determination reference value).
Based on the presence or absence of the excess vibration exceeding F0, the belt 31
A normal driving force transmission state without slip and a fine slip state of the belt 31 are identified. The vibration frequency of the belt 31 is determined by the following equation: vibration frequency = string vibration (rigidity factor of belt 31 itself × string length L × tension Ft of belt 31).

In step S3, the degree of slip (or slip strength, slip amount, slip ratio) of the belt 31 is also determined. As this determination method, the vibration output level F1 determined by the signal of at least one of the acceleration sensor 62 and the sound pressure sensor 63 is:
For example, counting how much the slip determination reference value F0 is exceeded or counting the number of times the slip determination reference value F0 is exceeded is exemplified.

Further, in step S3, the slip of the belt 31 can be determined by comparing the slip ratio of the belt 31 with the slip determination reference value F0. FIG.
0 is a slip ratio curve diagram showing the relationship between the input torque Tin to the continuously variable transmission 7 and the slip ratio. According to FIG. 10, when the clamping pressure of the secondary pulley 24 is constant and the speed ratio is constant, the continuously variable transmission 7
When the input torque to the motor is increased from zero, the slip ratio tends to increase as the input torque increases. Here, when the input torque is in a region equal to or smaller than the predetermined value T1, the slip ratio is in a microslip region (normal transmission region) in which the slip ratio is equal to or smaller than the predetermined value G1. And
When the input torque exceeds the predetermined value T1, the slip ratio exceeds the predetermined value G1 and shifts to the fine slip range. When the input torque further increases, the slip ratio sharply rises and shifts to a slip region (abnormal region). Therefore, when the slip ratio exceeds the predetermined value G1, it can be determined that the belt 31 has slipped.

If a positive determination is made in step S3, a correction coefficient or correction amount for calming (reducing or suppressing) the slip of the belt 31 is calculated (step S4). Examples of the control for calming the slip of the belt 31 include feedback control for correcting the tension of the belt 31 and feedback control for reducing the engine torque. Here, a method of calculating the correction coefficient or the correction amount will be described. For example, based on the map shown in FIG. 11, the slip degree (or slip strength, slip amount, slip ratio) obtained in step S3.
From this, a correction coefficient or a correction amount can be obtained. Thereafter, the tension control of the belt 31 or the engine output control is executed (step S5), and the process returns.

FIG. 12 is a diagram showing an example of the specific control contents of step S5. In this example, the predetermined gear ratio γ1
In the state where the input torque is controlled to (high) and the squeezing pressure is controlled to the predetermined pressure Pd1, the case where a positive determination is made in step S3 will be described. In this case, feedback control for increasing the clamping pressure Pd1 to the clamping pressure Pd2 or feedback control for decreasing the input torque (high) as indicated by a broken line is performed.

That is, in controlling the clamping pressure of the belt 31, a control signal is output to the hydraulic control device 64, and the driving current value (duty ratio) of the linear solenoid valve 70 is controlled, so that the secondary pulley 24 is controlled. The hydraulic pressure in the hydraulic chamber increases, and the clamping force of the secondary pulley 24 on the belt 31 increases. In this way, when the tension of the belt 31 is increased, the belt 31
And the contact surface pressure between the primary pulley 23 and the secondary pulley 24 is increased, and the slip of the belt 31 is suppressed.

On the other hand, at the time of engine output control, control for reducing the opening of the electronic throttle valve 115 (intake air amount control), control for reducing the fuel injection amount by the fuel injection control device 122, and ignition for the ignition timing control device 113 At least one of the control for retarding the timing is performed, and the engine torque is reduced. With this control, the correspondence between the torque input to the continuously variable transmission 7 and the contact surface pressure between the belt 31 and the primary pulley 23 and the secondary pulley 24 changes, and the belt 31
Is suppressed.

FIG. 13 shows the relationship between the input torque and the clamping force in steps S3 to S5. FIG.
FIG. 3 shows a normal transmission region where the belt 31 does not slip and a slip region based on the relationship between the input torque and the clamping force. Also, a fine slip region is shown between the normal transmission region and the slip region. First, the input torque T
When the intersection A1 between the pinching force Pd3 and the clamping force Pd3 is in the slight slip region, the intersection A2 between the input torque T2 and the clamping force Pd4 is controlled by increasing the clamping pressure from Pd3 to Pd4 without changing the input torque. Then, it shifts to the normal transmission region.
Further, by controlling the input torque to be reduced from T2 to T1 without changing the clamping force, the intersection A3 between the input torque T1 and the clamping pressure Pd3 shifts to the normal transmission region.

On the other hand, if the determination in step S3 is negative, the secondary pulley 24
The control for decreasing the clamping pressure or the control for increasing the input torque is performed (step S6), and the process returns. The control of the reduction of the squeezing pressure is performed, for example, such that the intersection of the input torque and the squeezing pressure shown in FIG. 13 shifts to the slip limit (a position as close as possible to the fine slip region in the normal transmission region). Control for reducing the pressure is given.

Further, the belt 3 is actually driven at a predetermined input torque.
In addition to storing the clamping pressure at which the slip of 1 occurred,
When performing the control of lowering the clamping pressure, control for reducing the clamping pressure (so-called learning control) may be performed to a clamping pressure slightly higher than the stored clamping pressure.
In this learning control, for example, as shown in FIG. 13, the clamping pressure Pd5 can be set such that the intersection A4 between the input torque and the clamping pressure is set in the normal transmission region. This squeezing force Pd5 is higher than the reference value of the squeezing force obtained from the map of FIG.

Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. That is, steps S2 and S3 correspond to slip determination means of the present invention, and steps S4 to S6 correspond to relative relationship control means of the present invention.

FIG. 14 is a diagram hierarchically showing the flow of signal processing in the system of this embodiment. That is,
In the input torque calculating means, the torque input to the continuously variable transmission 7 is calculated based on the signal input to the electronic control device 104 and the preset data.
In the target clamping force setting means, the target clamping force is set based on the value calculated by the input torque calculating means.

Further, the drive current value of the linear solenoid valve, which is a clamping pressure adjusting valve, is set so that the target clamping pressure can be obtained. Then, the linear solenoid valve is controlled by the drive current value, and the clamping force on the belt is controlled. By the way, if the belt clamping pressure is controlled,
Belt string vibration determining means determines the state of string vibration of the belt from a signal of a vibration detection sensor such as an acceleration sensor or a sound pressure sensor. From the result of the determination, the string vibration level calculating means calculates the level of the string vibration of the belt, and according to the level of the string vibration, the squeezing pressure correction coefficient setting means sets the squeezing pressure correction coefficient or correction amount of the secondary pulley. calculate. Then, based on the correction coefficient or the correction amount, the clamping force obtained from the input torque and the gear ratio is corrected.

As described above, according to this embodiment, the belt 31 generated when the belt 31 actually slips is formed.
, The slip state of the belt 31 is determined. Here, the acceleration sensor 62 is the most belt 3
Since it is provided on the primary pulley 23 side where the slip 1 easily occurs, the string vibration of the belt 31 can be reliably detected. For this reason, the condition that does not necessarily affect the slip state of the belt 31 is hardly included in the criteria for determining the slip state, so that the determination accuracy of the slip state can be improved, and the primary pulley 23 and the secondary pulley 24, the state of transmission of torque (power) between them can be accurately grasped.

The tension of the belt 31 is controlled based on the slip state of the belt 31 determined in this way, and the contact surface pressure between the belt 31 and the primary pulley 23 and the secondary pulley 24 is reduced. 7 can be controlled to a state corresponding to the torque input.

For example, when the belt 31 has slipped, the slip is suppressed by increasing the tension of the belt 31. Here, as the degree of the slip of the belt 31 increases, the control for increasing the tension of the belt 31 is performed, so that the slip can be surely suppressed. Therefore, wear of the belt 31, the primary pulley 23, and the secondary pulley 24 is suppressed, and the durability is improved.

When the belt 31 has not slipped, the tension of the belt 31 is reduced to reduce the belt 31, the primary pulley 23 and the secondary pulley 2.
The contact surface pressure with the belt 4 is reduced to such a degree that the belt 31 does not slip, or to the extent that an allowable minute slip occurs. Therefore, wear of the contact surface between the belt 31 and the primary pulley 23 and the secondary pulley 24 is suppressed, and the durability and life of the belt 31 are improved.

More specifically, the circumferential tensile stress generated in the hoop 58 and the bending stress generated in the shoulder 58A of the block 59 are reduced, and the durability and life of the belt 31 are improved. Further, the lubricating oil supplied between the layers of the metal plate constituting the hoop 58 is easily maintained between the layers of the hoop 58, and the slip of the hoop 58 in the plane direction is promoted, and the centering function is maintained. , Belt 3
1 is improved in durability and life.

Further, it is possible to prevent the primary pulley 23 and the secondary pulley 24 from being subjected to an excessive load. Therefore, bearings 47, 49, 51,
The frictional force generated at the sliding portion of 53 is reduced,
Excessive increase in the contact surface pressure between the belt 31 and the primary pulley 23 and the secondary pulley 24 is suppressed, so that the power transmission efficiency of the continuously variable transmission 7 can be improved, and the fuel efficiency is improved. In addition, the bending load acting on the drive-side shaft 21 and the counter shaft 22 is suppressed or reduced, and the deflection of the drive-side shaft 21 and the counter shaft 22 is suppressed, thereby improving the durability.

Further, since the deflection of the driving shaft 21 and the counter shaft 22 is suppressed, the rotation axis (not shown) of the driving shaft 21 and the center line (not shown) of the primary pulley 23 in the width direction are provided. , The rotation axis of the counter shaft 22 (not shown),
A change in the angle between the secondary pulley 24 and the center line (not shown) in the width direction is suppressed. In other words, the holding surfaces 54, 55 or the holding surfaces 56, 57 for each rotation axis.
Is suppressed. For this reason, the holding surfaces 54,.
The fluctuation of the contact angle between the contact surface 57 and the contact surface 61 is suppressed, and the wear of the holding surfaces 54, 57 and the contact surface 61 is suppressed, and the durability of the belt 31, the primary pulley 23, and the secondary pulley 24 is improved.

Further, the phenomenon that the belt 31 bites into the holding surfaces 54 and 57 is reduced, and the groove M
When the widths of M1 and M2 are changed, the detachability of the belt 31 from the holding surfaces 54 and 57 is improved. In other words, when the belt 31 is peeled off from the holding surfaces 54 to 57, the generation of unnecessary tensile stress in the hoop 58 is suppressed, and the durability of the belt 31 is improved.

Further, the hydraulic pressure in the hydraulic chamber for controlling the clamping force of the secondary pulley 24 on the belt 31 can be made as low as possible. For this reason, the original pressure of the hydraulic circuit of the continuously variable transmission 7 may be set to a low level corresponding to the decrease in the hydraulic pressure of the hydraulic chamber. Therefore, power loss of the engine 1 due to driving of the oil pump 17 is suppressed, and fuel efficiency can be improved.

In this embodiment, a chain is exemplified as the wrapping transmission member in addition to the belt. Also,
The above control can be applied to a vehicle equipped with an electric motor instead of the engine. In this case, when the belt has slipped, the slip of the belt can be suppressed by performing control to increase the squeezing pressure on the belt and by performing control to reduce the torque of the electric motor. Further, the above control can be applied to a vehicle in which an engine and an electric motor are mounted as driving force sources and a continuously variable transmission is mounted on an output side thereof. In this case, when the belt has slipped, the slip of the belt can also be suppressed by performing at least one of the control for reducing the engine torque and the control for reducing the torque of the electric motor.

[0082]

As described above, according to the first aspect of the present invention, the slipping state of the winding transmission member is determined based on the vibration state of the winding transmission member generated when the winding transmission member actually slips. Is determined. Therefore,
Conditions that do not necessarily affect the slip state of the wrapping transmission member are less likely to be included in the criteria for determining the slipping state, and the accuracy of determining the slipping state of the wrapping transmission member can be improved.

According to the second aspect of the present invention, the slip state of the winding transmission member is determined based on the vibration state of the winding transmission member that occurs when the winding transmission member actually slips. For this reason, conditions that do not necessarily affect the slip state of the wrapping transmission member are less likely to be included in the criteria for determining the slip state, and the accuracy of determining the slipping state of the wrapping transmission member can be improved. Therefore, the power transmission state of the continuously variable transmission can be accurately grasped.

According to the third aspect of the invention, the same effect as that of the second aspect of the invention can be obtained, and the contact surface pressure between the wrapping transmission member and each of the rotating members is adjusted to a state corresponding to the torque to be transmitted. Can be controlled. Therefore, the slip of the belt or the excessive contact surface pressure is suppressed, the durability of the belt and the rotating member is improved, and the power transmission efficiency is improved.

According to the fourth aspect of the invention, the same effects as those of the third aspect of the invention can be obtained, and the slip of the belt can be reliably suppressed, and the durability of the belt and the power transmission efficiency are further improved. can do.

According to the fifth aspect of the invention, the acceleration sensor determines the string vibration of the wrapping transmission member, and the same effects as those of the second to fourth aspects can be obtained.

According to the sixth aspect of the invention, the sound pressure sensor determines the string vibration of the wrapping transmission member, and the same effects as those of the second to fourth aspects of the invention can be obtained.

[Brief description of the drawings]

FIG. 1 is a flowchart showing a control example of the present invention.

FIG. 2 is a skeleton diagram showing a schematic configuration of an FF vehicle to which the present invention is applied.

FIG. 3 is an enlarged view showing a main part of the continuously variable transmission shown in FIG. 2;

FIG. 4 is a schematic side view of the continuously variable transmission shown in FIG.

FIG. 5 is a block diagram showing a control system of the vehicle shown in FIG.

FIG. 6 is a map used to control the clamping force of a secondary pulley of the continuously variable transmission in the control example of FIG.

FIG. 7 is a conceptual diagram illustrating string vibration of a belt in the embodiment of the present invention.

8 is a diagram showing an example of a criterion for determining a slip state of a belt in the control example of FIG.

FIG. 9 is a diagram illustrating an example of a criterion for determining a slip state of a belt in the control example of FIG. 1;

FIG. 10 is a diagram showing an example of a criterion for determining a slip state of a belt in the control example of FIG. 1;

FIG. 11 is a map for obtaining a correction amount or a correction coefficient for suppressing belt slippage in the control example of FIG. 1;

12 is a diagram showing the contents of correction control for suppressing belt slip in the control example of FIG. 1;

13 is a diagram showing the contents of correction control for suppressing belt slippage in the control example of FIG.

FIG. 14 is a diagram hierarchically illustrating a procedure of the control example of FIG. 1;

[Explanation of symbols]

7 ... continuously variable transmission 23 ... primary pulley 24 ...
Secondary pulley, 31 ... belt, 62 ... acceleration sensor, 63 ... sound pressure sensor.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Koichi Kayashima 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Hideo Yokoi 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation ( 72) Inventor Yuji Hattori 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation F-term (reference) 3J052 AA09 AA17 AA20 CA21 DA02 GB06 GC03 HA11 KA01 LA01

Claims (6)

[Claims] 1. A driving-side rotating member and a driven-side rotating member, and a winding transmission member wound around the driving-side rotating member and the driven-side rotating member, and a slip state of the winding transmission member is determined. A control device for a wrapping transmission device, comprising: a slip determination unit that determines a slip state of the wrapping transmission member based on a vibration state of the wrapping transmission member. Transmission device control device. 2. The drive device according to claim 1, further comprising: a driving-side rotating member and a driven-side rotating member provided on a torque transmission path; and a winding transmission member wound around the driving-side rotating member and the driven-side rotating member. By controlling a winding diameter of the winding transmission member with respect to at least one of the side rotation member and the driven side rotation member, it is possible to control a speed ratio between the drive side rotation member and the driven side rotation member. A control device for a wrapping transmission device capable of determining a slip state of the wrapping transmission member, wherein a slip state of the wrapping transmission member is determined based on a vibration state of the wrapping transmission member. A control device for a wrapping transmission device, comprising a determination unit. 3. A torque output from the driving-side rotating member based on a slip state of the winding transmission member determined by the slip determining means, and a torque output from the driving-side rotating member and the driven-side rotating member. The control device for a wrapping transmission device according to claim 2, further comprising relative relationship control means for controlling a relative relationship between the wrapping transmission member and a contact surface pressure. 4. The function of increasing the contact surface pressure between the drive-side rotating member and the driven-side rotating member and the winding transmission member as the degree of slip of the winding transmission member increases. The control device for a wrapping transmission device according to claim 3, comprising: 5. The wrapping transmission device according to claim 2, wherein the slip determination means has a function of determining a vibration state of the wrapping transmission member by using an acceleration sensor. Control device. 6. The wrapping transmission according to claim 2, wherein the slip determination means has a function of determining a vibration state of the wrapping transmission member by a sound pressure sensor. Equipment control device.