JP2007046661A - Toroidal type continuously variable transmission and continuously variable transmission device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent slipping at a rolling contact portion, to secure transmission efficiency, and to improve traveling feeling, simultaneously to a high dimension. <P>SOLUTION: Safety allowance (TRQ_MARG1, TRQ_MARG2, OPT_TRQ_MARG) added to an essential value of hydraulic pressure introduced to a pressing device, is adjusted in accordance with magnitude of torque (passing torque) passing through a toroidal type continuously variable transmission and a degree of change of the passing torque (rate of change). As a result, slipping at the rolling contact portion is prevented without increasing the hydraulic pressure introduced to the pressing device more than necessity, and the subjects of this invention is achieved. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an improvement in a toroidal type continuously variable transmission and a continuously variable transmission that are used, for example, as a transmission unit of an automatic transmission for an automobile, and is suitable for a rolling contact portion (traction portion) that transmits power according to driving conditions. The structure which can give a strong pressing force is realized.

  The use of a toroidal-type continuously variable transmission as a transmission for an automobile is described in many publications such as Patent Document 1, Non-Patent Documents 1 and 2, and is partly implemented and well known. Also, continuously variable transmissions that combine a toroidal type continuously variable transmission and a planetary gear type transmission that is a differential unit in order to increase the fluctuation range of the gear ratio are described in, for example, Patent Documents 2 to 7, etc. Therefore, it has been widely known. 10 to 11 are continuously variable transmissions having a mode described in Patent Documents 6 to 7, in which the output shaft can be stopped while the input shaft is rotated in one direction, and a so-called geared neutral state can be realized. The device is shown. Of these, FIG. 10 shows a block diagram of a continuously variable transmission, and FIG. 11 shows a hydraulic circuit that controls the continuously variable transmission.

  The output of the engine 1 is input to the input shaft 3 via the damper 2. The power transmitted to the input shaft 3 is transmitted to the planetary gear type transmission 5 which is a differential unit, either directly or via the toroidal continuously variable transmission 4. The differential components of the constituent members of the planetary gear type transmission 5 are taken out to the output shaft 9 via the clutch device 6, that is, the low speed and high speed clutches 7 and 8 shown in FIG. The toroidal-type continuously variable transmission 4 includes a plurality of input and output disks 10 and 11, each of which is a first and second disk, a plurality of power rollers 12, and a plurality of support members. Each trunnion (not shown), an actuator 13 (FIG. 11), a pressing device 14, and a transmission ratio control unit 15 are provided. Of these, the input-side and output-side disks 10 and 11 are arranged concentrically and relatively freely rotatable. Each of the power rollers 12 is sandwiched between the inner surfaces of the input and output disks 10 and 11 facing each other, and the power roller 12 is driven between the input and output disks 10 and 11. (Force, torque) is transmitted. Each trunnion supports each power roller 12 rotatably.

  The actuator 13 is of a hydraulic type, and the trunnions supporting the power rollers 12 are displaced in the axial directions of the pivots provided at both ends so that the input side disk 10 and the output side The gear ratio with the disk 11 is changed. The pressing device 14 is of a hydraulic type that generates a pressing force proportional to the hydraulic pressure with the introduction of the hydraulic pressure, and presses the input side disk 10 and the output side disk 11 in a direction approaching each other. . The gear ratio control unit 15 controls the displacement direction and the displacement amount of the actuator 13 so that the gear ratio between the input side disk 10 and the output side disk 11 becomes a desired value.

  In the case of the illustrated example, the transmission ratio control unit 15 includes a controller 16, a stepping motor 17 that is switched based on a control signal from the controller 16, a line pressure control electromagnetic on-off valve 18, and an electromagnetic valve. 19, a shift electromagnetic valve 20, and a control valve device 21 whose operation state can be switched by these members 17 to 20. The control valve device 21 includes a transmission ratio control valve 22, a differential pressure cylinder 23, correction control valves 24a and 24b, and high-speed clutch and low-speed clutch switching valves 25 and 26 (FIG. 11). It is a combination. Of these, the gear ratio control valve 22 controls the supply and discharge of hydraulic pressure to the actuator 13. The differential pressure cylinder 23 corrects the gear ratio of the toroidal continuously variable transmission 4 according to the force (power, torque, passing torque, transmission torque) passing through the toroidal continuously variable transmission 4. Accordingly, the switching state of the transmission ratio control valve 22 is adjusted. The correction control valves 24 a and 24 b control the supply and discharge of pressure oil to and from the differential pressure cylinder 23. Further, the switching valves 25 and 26 for the high speed clutch and the low speed clutch switch the introduction state of the pressure oil to the low speed and high speed clutches 7 and 8, respectively.

  Further, the pressure oil discharged from the oil pump 27 (27a, 27b in FIG. 11) driven by the power extracted from the damper 2 portion is sent to the control valve device 21, the pressing device 14, and the like. That is, the pressure oil sucked from the oil reservoir 28 (FIG. 11) and discharged by the oil pumps 27a and 27b can be adjusted to a predetermined pressure by the pressing force adjusting valve 29 and the low pressure side adjusting valve 30 (FIG. 11). It is said. Of these adjusting valves 29 and 30, the pressing force adjusting valve 29 for adjusting the hydraulic pressure sent to the pressing device 14 and the manual hydraulic pressure switching valve 31 is described in detail in, for example, Patent Document 8 and the like. In addition, it has a function as a relief valve, and includes first to third pilot portions 32 to 34. Of these, the first and second pilot portions 32 and 33 are sized to have a force (power, torque, transmission torque, passing torque) transmitted between the input side disk 10 and the output side disk 11. Accordingly, the valve opening pressure of the pressing force adjusting valve 29 is adjusted to a target value. For this purpose, there exists between a pair of hydraulic chambers 36a and 36b provided with a piston 35 sandwiched between an actuator 13 for displacing a support member (trunnion) for supporting the power roller 12 in the axial direction of the pivot axis. A hydraulic pressure difference (differential pressure) is introduced into the first and second pilot parts 32 and 33 via a differential pressure take-out valve 37.

  On the other hand, the third pilot portion 34 is a transmission ratio of the toroidal type continuously variable transmission 4, the temperature of the lubricating oil (traction oil) existing in the toroidal type continuously variable transmission 4, and a drive source. Depending on operating conditions other than the transmitted force, such as the rotational speed of an engine 1, the opening pressure of the pressing force adjusting valve 29 is optimized from the target value to the pressing device 14 to generate. This is for adjusting (reducing pressure) to the required hydraulic pressure according to the value. For this purpose, pressure oil of a predetermined pressure is introduced into the third pilot portion 34 based on the opening / closing (duty ratio control) of the line pressure control electromagnetic switching valve 18 controlled by a command from the controller 16. Yes. Then, by appropriately adjusting the hydraulic pressure introduced into the first to third pilot portions 32 to 34 (introducing the hydraulic pressure according to the magnitude of the passing torque to the first and second pilot portions 32 and 33). At the same time, by introducing the hydraulic pressure adjusted based on the command of the controller 16 to the third pilot section 34), the opening pressure of the pressing force adjusting valve 29, and thus the pressing device 14 is generated. The pressing force is appropriately regulated according to the operation status of the toroidal continuously variable transmission 4.

  For example, FIG. 12 shows the relationship between the opening of the line pressure control electromagnetic on-off valve 18 (the ratio of the open time per unit time) and the amount of pressure reduction (the amount of decrease in the valve opening pressure of the pressure adjusting valve 29). An example is shown. Based on such a relationship, the controller 16 adjusts the opening / closing of the line pressure control electromagnetic on / off valve 18 (duty ratio control), thereby opening the pressure of the pressing force adjusting valve 29, and thus the pressing pressure. By adjusting the hydraulic pressure introduced into the device 14 from the target value to the required value, the pressing force generated by the pressing device 14 is appropriately regulated. In the case of the illustrated example, the pressure adjusting valve 29, the differential pressure extracting valve 37, the controller 16, and the line pressure controlling electromagnetic on-off valve 18 are hydraulic pressure adjusting means described in the claims. It corresponds to. The controller 16, the line pressure control electromagnetic switching valve 18, and the pressing force adjustment valve 29 (part of which is displaced based on introduction of hydraulic pressure to the third pilot section 34) are claimed. It corresponds to the correction means described in the range.

  Further, the pressure oil adjusted by the pressing force adjusting valve 29 passes through the manual hydraulic pressure switching valve 31, the high speed clutch switching valve 25 or the low speed clutch switching valve 26, and the low speed clutch 7 or the high speed clutch. The clutch 8 can be fed into the hydraulic chamber. The low speed clutch 7 out of the low speed and high speed clutches 7 and 8 is connected when realizing a low speed mode in which the reduction ratio is increased (including an infinite gear ratio (including a geared neutral state)). At the same time, the connection is broken when the high speed mode for reducing the reduction ratio is realized. In contrast, the high speed clutch 8 is disconnected when realizing the low speed mode and is connected when realizing the high speed mode. Further, the supply / discharge state of the pressure oil to the low speed and high speed clutches 7 and 8 is switched according to the switching of the shift solenoid valve 20.

Patent Document 9 discloses an invention that prevents a pressing force generated by a hydraulic pressing device from temporarily decreasing when a torque (passing torque) passing through a toroidal-type continuously variable transmission fluctuates suddenly. Is described. That is, in the case of the structure described in Patent Document 9, when the passing torque increases rapidly, a signal for increasing the hydraulic pressure introduced into the hydraulic chamber of the pressing device is controlled by the pressure oil introduced into the hydraulic chamber. To the control unit for For this reason, even when the torque changes suddenly, the pressing force generated by the pressing device can be maintained at an appropriate value, and transmission efficiency and durability can be ensured. In Patent Document 10, the traction coefficient is determined according to the kinematic viscosity of the lubricating oil (traction oil) existing inside the toroidal-type continuously variable transmission, and is introduced into the pressing device based on the determined traction coefficient. A technique for adjusting the hydraulic pressure to be applied and, in turn, the pressing force generated by the pressing device to an optimum value is described. Further, in Patent Document 11, a pressing device is used based on a traction coefficient determined in accordance with power {product of torque T ₀ and rotational speed S (T ₀ × S)} passing through a toroidal-type continuously variable transmission. A technique for adjusting the hydraulic pressure to be introduced to an optimum value is described.

  By the way, in the case of the prior art as described above, the hydraulic pressure to be introduced into the pressing device 14 is set to an optimum value (theoretical optimum value obtained from an experimental result, a calculation formula, or the like) according to the operation state at that time. Adjust to a value greater than some required value. More specifically, the hydraulic pressure introduced into the pressing device 14 is adjusted to a value obtained by adding a certain value as a margin for safety to the required value. For example, in the structure described in Patent Documents 10 and 11 described above, a certain margin is added to the optimum traction coefficient obtained from kinematic viscosity and power, and the pressing is performed based on the traction coefficient including the margin. Adjust the hydraulic pressure introduced into the device. By adding a margin in this way, the rolling contact can be performed regardless of fluctuations in the traction coefficient of the rolling contact portion based on changes in the temperature of the lubricating oil, delays in response of the hydraulic control device, measurement errors of various sensors, etc. This prevents the pressing force applied to the portion from becoming insufficient and causing slippage at the rolling contact portion.

  However, in the case of such a conventional technique, as the pressing force applied to the rolling contact portion becomes larger than the necessary value according to the driving situation at that time, the transmission efficiency is lowered and the running feeling is deteriorated. Do (get heavy). That is, compared with the case where the pressing force applied to the rolling contact portion is adjusted to the smallest value (necessary value) that does not cause slippage at the rolling contact portion, the transmission efficiency is reduced by the margin. In addition, the driving feeling is worsened. In order to reduce the deterioration of the driving feeling and to secure the transmission efficiency, it is conceivable to reduce the margin. However, in order to reduce the margin while preventing slippage at the rolling contact portion, it is necessary to provide a highly accurate sensor or a mechanism for preventing a response delay of the hydraulic control device. May increase. In other words, when using an inexpensive sensor to avoid an increase in cost, it is necessary to secure a large margin as described above, and the effect of the variable function of the pressing force, which is an advantage of the hydraulic pressing device, can be sufficiently obtained. It will be impossible to obtain.

  On the other hand, in Japanese Patent Application No. 2004-30245, as the torque generated by the engine (engine torque) is closer to the maximum value of the torque that can be generated, the margin (margin) is reduced to reduce the pressing force. Has disclosed a technique (previous invention) for preventing an excessive increase in the height of the image. In other words, when the vehicle is running with a small engine torque, the allowable increase range of the engine torque becomes large. Even when the engine torque suddenly increases greatly, the rolling is performed regardless of the response delay of the control device. The margin is sufficiently secured so that slippage can be prevented at the contact portion. On the other hand, when the vehicle is traveling with the engine torque being large, the allowable increase range of the engine torque is small. Therefore, by reducing the margin, the transmission efficiency is improved. By adopting such a technique, it is possible to prevent the rolling contact portion from slipping and improve the transmission efficiency even if an inexpensive sensor with low accuracy is used. However, in the case of such a prior invention, even if the allowance can be reduced in a state where the engine torque is high, that is, in the vicinity of a high torque (particularly in the vicinity of the maximum torque), the vehicle is traveling with other engine torque (for example, at a low torque). The above margin cannot be reduced during high-speed driving. For this reason, it is impossible to prevent the rolling contact portion from slipping and improve the transmission efficiency over the entire running state.

  On the other hand, in Patent Document 12, the pressing force of the rolling contact portion of the toroidal-type continuously variable transmission and the clamping force of the belt of the pulley of the belt-type continuously variable transmission, the responsiveness of the device that applies this pressing force and clamping force. The technique of adjusting according to is described. That is, according to the time difference (dead time) between the command signal for controlling the pressing force or the clamping force and the output signal indicating that the pressing force or the clamping force has increased by a predetermined amount based on the command signal. Describes the responsiveness (control delay) until the pressing force or clamping force is applied, and the lower this responsiveness, the relatively large the pressing force or clamping force (increase the margin) is described Has been. If such a technique is adopted, it is considered that the pressing force and the clamping force do not always need to be increased more than necessary, and it is possible to obtain the effect of improving the transmission efficiency and eventually the fuel consumption. However, in the case of the technique described in Patent Document 12 described above, when it is determined that the responsiveness is low, the rolling contact portion has already slipped, or the pulley and the belt have already slipped. there is a possibility. For this reason, it is not always possible to prevent slippage of the power transmission part (rolling contact part) and secure transmission efficiency.

JP 2001-317601 A JP-A-1-169169 Japanese Patent Laid-Open No. 10-196759 JP 2003-307266 A JP 2000-220719 A JP 2004-225888 A JP 2004-211836 A JP 2004-76940 A JP 2004-169719 A JP 2000-65193 A JP 2004-36804 A JP 2005-69345 A Motoo Aoyama, "Bessed Best Car Red Badge Series 245 / A book that understands the latest mechanics of cars", Sanyusha Co., Ltd./Kodansha Co., Ltd., December 20, 2001, p. 92-93 Hirohisa Tanaka, “Toroidal CVT”, Corona Inc., July 13, 2000

  The toroidal-type continuously variable transmission and continuously variable transmission of the present invention, in view of the above-described circumstances, prevent slippage of the rolling contact portion (traction portion) that transmits power, ensure transmission efficiency, and improve traveling feeling. The invention was invented to realize a structure capable of achieving a high dimension.

Of the toroidal-type continuously variable transmission and continuously variable transmission of the present invention, the toroidal-type continuously variable transmission according to claims 1, 3, 5, and 7 includes a first disk, a second disk, and a plurality of power rollers. A plurality of support members, an actuator, a transmission ratio control unit, and a pressing device.
Of these, the first and second disks are arranged concentrically and rotatably relative to each other.
Each of the power rollers is sandwiched between the inner surfaces of the first and second disks facing each other, and transmits power (force, torque) between the first and second disks. To do.
The support members rotatably support the power rollers.
Further, the actuator is a hydraulic type, and each of the support members is displaced in the axial direction of the pivots provided at both ends thereof, so that a shift between the first disk and the second disk is achieved. Change the ratio.
The gear ratio control unit controls the displacement direction and the displacement amount of the actuator in order to set the gear ratio to a desired value.
The pressing device is a hydraulic device that generates a pressing force proportional to the hydraulic pressure with the introduction of the hydraulic pressure, and presses the first disk and the second disk toward each other. is there.

The hydraulic pressure adjusting means for adjusting the hydraulic pressure introduced into the pressing device is a force (power) that transmits the adjustment of the hydraulic pressure introduced into the pressing device between the first disk and the second disk. The correction means adjusts from the target value of the hydraulic pressure set according to the magnitude of the torque, transmission torque, and passing torque) to the required value of the hydraulic pressure according to the optimum value of the pressing force to be generated by the pressing device ( Correction).
In particular, in the toroidal type continuously variable transmission according to the present invention, the correction means is a value obtained by adding the hydraulic pressure to be introduced into the pressing device to a value that provides a margin for safety to the required value. It has a function to adjust to. Then, the margin is a state quantity that affects an appropriate pressing force that the pressing device should generate, the transmitting force (Claim 1), the accelerator opening (Claim 3), and the braking device (Brake). It is adjusted according to the state quantity of any one of the braking amount of the apparatus (Claim 5) and the degree of change in the vehicle running speed (acceleration / deceleration of the vehicle) (Claim 7). Further, as necessary, adjustment is made according to a plurality of state quantities selected from these transmitted force, accelerator opening, braking amount of the braking device, and acceleration / deceleration of the vehicle.

  The margin (margin) is a value to be added to the required value, but one or more coefficients that multiply (multiply) the margin by this necessary value, or a coefficient to multiply such a necessary value. The same applies to the value added to. For example, the allowance may be a value added to the traction coefficient that varies depending on the temperature of the lubricating oil (traction oil) at the rolling contact portion. In any case, the correction means determines the hydraulic pressure introduced into the pressing device, the pressing force generated by the pressing device, and the pressing force applied to the rolling contact portion based on the pressing force at that time. The value corresponding to the driving situation is adjusted to a value obtained by adding a value corresponding to a margin to a necessary value that is the smallest value that does not cause a slip at the rolling contact portion. At the same time, such a margin is adjusted according to the transmission force, the accelerator opening, the braking amount of the braking device, and the acceleration / deceleration of the vehicle.

A continuously variable transmission according to an eighth aspect includes a toroidal continuously variable transmission and a gear-type differential unit formed by combining a plurality of gears.
Among these, the differential unit includes a first input unit that is rotationally driven by an input shaft together with a first disk that constitutes the toroidal-type continuously variable transmission, and a second input that is also connected to the second disk. And a rotation corresponding to the speed difference between the first and second input units is extracted and transmitted to the output shaft.
In particular, in the continuously variable transmission of the present invention, the toroidal continuously variable transmission is a toroidal continuously variable transmission as described above.

  According to the toroidal-type continuously variable transmission and continuously variable transmission of the present invention configured as described above, the sliding contact portion (traction portion) for transmitting power is prevented from slipping, the transmission efficiency is ensured, and the traveling feeling is improved. Improvements can be arranged side by side in a high dimension. That is, a state quantity representing a driving situation of a vehicle equipped with a toroidal continuously variable transmission and a continuously variable transmission, that is, a force transmitted between the first disk and the second disk (claim 1), accelerator A hydraulic pressure to be introduced into the pressing device in accordance with the opening degree (Claim 3), the braking amount of the braking device (Claim 5), and the degree of change in the traveling speed of the vehicle (acceleration / deceleration of the vehicle) (Claim 7); As a result, the pressing force generated by the pressing device, that is, the margin of the pressing force applied to the rolling contact portion (traction portion) is adjusted. For this reason, it is possible to prevent slippage at the rolling contact portion without excessively increasing the hydraulic pressure, pressing force, and pressing force over all driving conditions, and preventing this slipping and ensuring transmission efficiency. And the improvement of running feeling can be arranged side by side in a high dimension.

When the present invention described in claim 1 is carried out, preferably, as described in claim 2, the magnitude of the transmitted force (power, torque, transmitted torque, passing torque) and the degree of change (change speed) ) And adjust the allowance accordingly. Further, when the present invention described in claim 3 is implemented, preferably, as described in claim 4, the allowance is set according to the magnitude of the accelerator opening and the degree of change (change speed). Adjust. Further, when the present invention described in claim 5 is implemented, preferably, as described in claim 6, there is a margin according to the magnitude of the braking amount of the braking device and the degree of change (change speed). Adjust the bill.
If comprised in this way, it is a state quantity which influences the appropriate pressing force which a pressing device should generate | occur | produce, and not only the magnitude | size of the said force to transmit, the accelerator opening degree, and the braking quantity of a braking device but the said state quantity Since the allowance is adjusted according to the degree of change and the change rate (change speed), the allowance can be adjusted according to the driving situation. For this reason, it is possible to further prevent slippage of the rolling contact portion (traction portion), secure transmission efficiency, and improve traveling feeling.

  In the case of carrying out the present invention, preferably, any state quantity among the transmitted force, the accelerator opening, and the braking amount of the braking device is a predetermined value (for example, a first threshold value) relating to the preset state quantity. ), It is determined that the margin is smaller than when the state quantity is equal to or greater than the predetermined value (first threshold). At the same time, any one of the transmitted force, the accelerator opening, and the braking amount of the braking device is a predetermined value (for example, second threshold <first threshold) relating to the predetermined state amount. If it is determined that it is larger than the margin, the margin is increased as compared with a case where the state quantity is equal to or smaller than the predetermined value (second threshold value). In this case, for example, the margin is increased as the state amount (transmitting force, accelerator opening, braking amount of the braking device) increases. In other words, the margin is reduced as the state quantity decreases.

  With this configuration, when it is possible to prevent the rolling contact portion from slipping without increasing the margin, the margin can be reduced to improve the transmission efficiency. At the same time, in order to prevent slippage at the rolling contact portion, when the margin is to be secured, it is possible to reliably prevent the slippage from occurring at the rolling contact portion by increasing the margin. For this reason, prevention of slipping of the rolling contact portion, securing of transmission efficiency, and improvement of running feeling can be arranged side by side in a high dimension.

  In the case of carrying out the present invention, it is preferable that the degree of change (change speed) of any of the state quantities among the transmitted force, the accelerator opening, the braking amount of the braking device, and the traveling speed of the vehicle is set in advance. When it is determined that the state amount is smaller (slower) than a predetermined value (for example, the third threshold value) regarding the degree of change of the state quantity, the margin is changed to the degree of change of the state quantity. It is made smaller compared to the case where it is equal to or greater than the threshold. Along with this, the degree of change (change speed) of any of the state quantity among the transmitted force, the accelerator opening, the braking amount of the braking device, and the traveling speed of the vehicle is the change of the state quantity set in advance. When it is determined that the value is larger (faster) than a predetermined value related to the degree (for example, the fourth threshold value <the third threshold value), the margin is the predetermined value (fourth threshold value). Compared to the following cases, it is increased. In this case, for example, the margin is increased as the degree of change (change speed) of the state quantity (transmitting force, accelerator opening, braking amount of the braking device) becomes larger (faster). In other words, the margin is made smaller as the degree of change (change speed) of the state quantity becomes smaller (slower).

  Even in such a configuration, as in the case described above, when it is possible to prevent slippage at the rolling contact portion without increasing the margin, the margin is reduced to improve the transmission efficiency. I can plan. At the same time, in order to prevent slippage at the rolling contact portion, when the margin is to be secured, it is possible to reliably prevent the slippage from occurring at the rolling contact portion by increasing the margin. For this reason, prevention of slipping of the rolling contact portion, securing of transmission efficiency, and improvement of running feeling can be arranged side by side in a high dimension.

Preferably, when the present invention is carried out, the transmitted force (power, torque, transmitted torque, passing torque) of the state quantity and the degree of change (change speed) of the transmitted force are, for example, This is obtained based on the pressure difference between a pair of hydraulic chambers provided in the actuator, which has a correlation with the transmitted force. In this case, the pressure difference between the hydraulic chambers constituting the actuator is obtained based on detection signals from hydraulic sensors provided in the hydraulic chambers. In addition, the accelerator position for detecting the accelerator pedal position and the degree of change (change speed) of the accelerator position, for example, the amount of operation of the accelerator pedal (the amount of depression and the amount of release) of each state quantity is detected. Determine based on the signal. Of the above state quantities, the braking amount (brake pedal operation amount, stepping amount, release amount, stepping force) of the braking device (brake device) and the degree of change in the braking amount (brake pedal operation speed, stepping amount) The speed and the release speed are determined based on detection signals from, for example, a brake switch that detects depression of the brake pedal and a hydraulic sensor (brake hydraulic pressure sensor) provided in a brake cylinder that constitutes the brake device. In addition, the degree of change in the vehicle running speed (vehicle speed) (vehicle acceleration / deceleration) of the above state quantities, the speed sensor for measuring the vehicle speed, and the rotation of the output shaft of the toroidal continuously variable transmission It is obtained based on a detection signal from a rotation sensor or an acceleration sensor for detecting the speed.
If comprised in this way, each said state quantity and the extent (change speed) of the change can be calculated | required also using the sensor and switch conventionally integrated in the vehicle. For this reason, it is not necessary to newly provide a high-precision sensor, and it can be configured at a low cost.

Further, when implementing the present invention, it is preferable that the hydraulic pressure set in accordance with the target value of the hydraulic pressure introduced into the pressing device, that is, the magnitude of the force transmitted between the first disk and the second disk. Is set based on the pressure difference between a pair of hydraulic chambers provided in the actuator. Along with this, a force for transmitting the required value of the hydraulic pressure to be introduced into the pressing device between the first disk and the second disk, and a shift between the first disk and the second disk. The ratio is determined according to a plurality of state quantities that affect an appropriate pressing force to be generated by the pressing device, including the temperature of the lubricating oil existing inside. Then, the hydraulic pressure introduced into the pressing device is adjusted by the correcting means from the target value set as described above to a value obtained by adding the margin to the required value. In this case, the margin is adjusted according to the size of the state quantity and the degree of change (change speed) of the state quantity as described above.
If comprised in this way, the pressing force which the said press apparatus generate | occur | produces and by extension, the pressing force provided to a rolling contact part can be adjusted to the optimal value according to a driving | running condition.

  1 and 2 show a first embodiment of the present invention corresponding to claims 1, 2, and 8. It should be noted that the feature of the present embodiment is that the pressing device 14 (FIGS. 10 and 11) is designed to prevent slippage of the rolling contact portion (traction portion) that transmits power, secure transmission efficiency, and improve traveling feeling at a high level. In addition to the necessary value of the hydraulic pressure to be introduced in (Ref.), There is a point to devise adjustment of the margin for safety. Since the structure and operation of other parts are the same as those of the conventional structure shown in FIGS. 10 to 11 described above, overlapping illustrations and explanations are omitted or simplified, and the following description will focus on the characteristic parts of this embodiment. .

  Also in the case of the present embodiment, as in the conventional structure shown in FIGS. 10 to 11 described above, a correction means for adjusting the hydraulic pressure introduced into the pressing device 14 from a target value to a necessary value, The line pressure control electromagnetic switching valve 18 (see FIGS. 10 and 11) and the pressing force adjusting valve 29 (see FIG. 11) are used. Among these, the line pressure control electromagnetic opening / closing valve 18 is controlled in its open / closed state (duty ratio control) based on the command of the controller 16. The pressing force adjusting valve 29 is a pair of actuators 13 for displacing a support member (trunnion) supporting the power roller 12 (see FIG. 10) in the axial direction of the pivot with a piston 35 interposed therebetween. In addition to introducing a hydraulic pressure corresponding to the difference (differential pressure) of the hydraulic pressure existing between the hydraulic chambers 36a and 36b (see FIG. 11), introducing a hydraulic pressure based on the opening / closing of the line pressure control electromagnetic switching valve 18 Yes. Then, by changing the valve opening pressure in accordance with the introduction of such hydraulic pressure, the hydraulic pressure introduced into the pressing device 14 is changed between the input side disk 10 and the output side disk 11 (see FIG. 10). From the target value of the hydraulic pressure set according to the magnitude of the force to be transmitted (power, torque, transmission torque, passing torque), that is, the magnitude of the differential pressure between the pair of hydraulic chambers 36a, 36b, The hydraulic pressure is adjusted to the required value according to the optimum value of the pressing force to be generated by the pressing device 14.

  Further, in the case of the present embodiment, the controller 16 that controls the open / close state of the line pressure control electromagnetic on / off valve 18 and the hydraulic pressure to be introduced into the pressing device 14 are set to the above-mentioned required value and a margin for safety. It has a function to adjust the value to the value that becomes. In addition to the function of adding a margin to such a necessary value, the margin of the input side disk 10 and the output side disk is a state quantity that affects the appropriate pressing force to be generated by the pressing device 14. The controller 16 is provided with a function of adjusting the magnitude of the force transmitted to the power supply 11 and the degree of change (speed of change) of the transmitted force. More specifically, the function of increasing the margin as the magnitude of the force to be transmitted and the rate of change increases (decreasing the margin as the magnitude of the force to be transmitted and the rate of change is reduced), The controller 16 is provided.

The functions of such a controller 16 will be described with reference to the flowchart shown in FIG. The work shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on until it is turned off.
First, in step 1, the controller 16 determines whether or not the selected position of the shift lever provided in the driver's seat is in the traveling state (D, L, R range). Such a determination is made according to an output signal from a position switch 38 (see FIG. 10) for outputting the position of the shift lever, a shift lever position detection sensor (not shown) for detecting the position of the shift lever, or the like. To do. If it is determined in step 1 that the selected position of the shift lever is not in the traveling state, that is, the selected position of the shift lever is in the non-traveling state (P, N range), the toroidal continuously variable transmission 4 (see FIG. 10), the torque does not pass {the force (power, torque, transmission torque, passing torque) is not transmitted between the input side disk 10 and the output side disk 11}. The process ends without adjusting the margin (return to the start).

  On the other hand, if it is determined in step 1 that the selected position of the shift lever is in the running state, the process proceeds to the next step 2 where the torque TRQ passing through the toroidal continuously variable transmission 4, that is, the input The magnitude of the force TRQ transmitted between the side disk 10 and the output side disk 11 is obtained. The magnitude of such passing torque (transmitting force) TRQ is obtained as an absolute value | PH pressure-PL pressure | of the hydraulic pressure difference between the pair of hydraulic chambers 36a and 36b constituting the actuator 13. If the magnitude of the passing torque TRQ is obtained in step 2 as described above, the process proceeds to the subsequent step 3 to obtain the first margin allowance TRQ_MARG1. In the present embodiment, the first margin TRQ_MARG1 is a coefficient of 1 or more that is multiplied by a necessary value OPT_LOADER described later. Such first margin allowance TRQ_MARG1 is determined in advance as shown in FIG. 2A, the magnitude of the above passing torque TRQ and the optimum first allowance allowance TRQ_MARG1 corresponding to this magnitude. Obtained based on the correlation of That is, the first margin TRQ_MARG1 corresponding to the passing torque TRQ is obtained from the magnitude of the passing torque TRQ obtained in step 2 above. For example, if the magnitude of the passing torque TRQ is α in FIG. 2A, the first margin TRQ_MARG1 is 1.5. The passing torque TRQ and the first margin allowance TRQ_MARG1 are such that the first allowance TRQ_MARG1 increases as the passing torque TRQ increases (the first allowance TRQ_MARG1 decreases as the passing torque TRQ decreases). Become). Such a correlation is obtained in advance by experimental results or calculation, and stored in the memory of the controller 16 as a map (MAP_TRQ) as shown in FIG. 2A or as a calculation formula. Let me.

  In the subsequent step 4, the degree of change in the passing torque TRQ (change amount per unit time), that is, the changing speed TRQ_SPD of the passing torque is obtained. Such passing torque change rate TRQ_SPD is the absolute value of the difference between the current passing torque detected in step 2 (current TRQ) and the immediately preceding passing torque (previous TRQ) obtained one control loop before | current TRQ-previous TRQ | It should be noted that when the passing torque change speed TRQ_SPD is obtained from only the passing torque difference, the time required for one control loop is assumed to be constant. If the passing torque change speed TRQ_SPD is obtained in step 4 in this way, the process proceeds to the subsequent step 5 to obtain the second margin allowance TRQ_MARG2. In the present embodiment, this second margin allowance TRQ_MARG2 is also a coefficient that is multiplied by a necessary value OPT_LOADER described later. However, the first margin allowance TRQ_MARG1 is a coefficient of 1 or more, whereas the second allowance allowance TRQ_MARG2 is a coefficient of 0 or more.

  Such second margin allowance TRQ_MARG2 is obtained in advance as shown in FIG. 2B, and the optimum second allowance corresponding to the change rate TRQ_SPD of the passing torque and the change rate TRQ_SPD obtained in advance. Obtained based on the correlation with TRQ_MARG2. That is, the second margin allowance TRQ_MARG2 corresponding to the change speed TRQ_SPD is obtained from the change speed TRQ_SPD of the passing torque obtained in step 4 above. For example, if the change speed TRQ_SPD of the passing torque is β in FIG. 2B, the second margin TRQ_MARG2 is 0.7. The passing torque change speed TRQ_SPD and the second margin allowance TRQ_MARG2 are larger as the change speed TRQ_SPD is larger (faster), and the second margin allowance TRQ_MARG2 is larger (the change speed TRQ_SPD is smaller (slower)). The second margin TRQ_MARG2 is also reduced}. Such a correlation is obtained in advance by experimental results or calculation, and is stored in the memory of the controller 16 as a map (MAP_TRQ_SPD) as shown in FIG. 2B or as a calculation formula. deep.

  When the first and second margins (TRQ_MARG1, TRQ_MARG2) are obtained in Step 3 and Step 5 as described above, these first and second margins (TRQ_MARG1, TRQ_MARG2) are obtained in subsequent Step 6. ) Average value {(TRQ_MARG1 + TRQ_MARG2) / 2}. In this way, the average value of the first and second margins (TRQ_MARG1, TRQ_MARG2) obtained in step 6 is obtained in consideration of both the magnitude of the passing torque TRQ and the change speed TRQ_SPD of the passing torque. The optimum margin allowance is OPT_TRQ_MARG. For example, if the first margin allowance TRQ_MARG1 is 1.5 and the second allowance allowance TRQ_MARG2 is 0.7, the optimum allowance allowance OPT_TRQ_MARG is 1.1. In subsequent step 7, it is determined whether or not the optimum margin OPT_TRQ_MARG, which is the average value, is 1 or more. If it is determined in step 7 that the optimum margin OPT_TRQ_MARG, which is the average value, is smaller than 1, this optimum margin OPT_TRQ_MARG is set to 1 as shown in step 8. That is, when the average value is smaller than 1, the average value is not used as the optimum margin OPT_TRQ_MARG, but the optimum margin OPT_TRQ_MARG is set to 1, and the process proceeds to the subsequent step 9. On the other hand, if it is determined in step 7 that the average value is 1 or more, the value is directly used as the optimum margin OPT_TRQ_MARG, and the process proceeds to step 9.

  In this step 9, the required value OPT_LOADER of the hydraulic pressure corresponding to the optimum value of the pressing force to be generated in the pressing device 14 at that time is obtained. That is, based on the gear ratio of the toroidal-type continuously variable transmission 4 {the gear ratio corresponding to the inclination (tilt angle) of the power roller 12} and the hydraulic pressure difference between the hydraulic chambers 36a and 36b of the actuator 13 at that time. It is obtained from the calculated passing torque, the temperature of the lubricating oil present inside detected by the oil temperature sensor 39 (see FIG. 10), and other state quantities that affect the pressing force to be generated by the pressing device 14. A value OPT_LOADER necessary for obtaining the minimum pressing force to be generated in the pressing device 14 is obtained. When the necessary value OPT_LOADER is obtained in this way, in the following step 10, the necessary value OPT_LOADER and the optimum margin allowance obtained in step 7 (or the optimum margin allowance set to 1 in step 8) OPT_TRQ_MARG and To obtain the target pressure TRGT_LOADER that is the hydraulic pressure actually introduced into the pressing device 14 (the pressing force actually generated by the pressing device 14 and the pressing force actually applied to the rolling contact portion). This target pressure TRGT_LOADER is a value obtained by adding an optimum margin (margin) to the required value. Then, in the following step 11, the hydraulic pressure actually introduced into the pressing device 14 (the pressing force actually generated in the pressing device 14 and the pressing force actually applied to the rolling contact portion) is the target pressure obtained in the step 10. In order to make TRGT_LOADER, the controller 16 controls the opening / closing state of the line pressure control electromagnetic switching valve 18 to adjust the valve opening pressure of the pressing force adjusting valve 29 (see FIG. 11). Then, by repeating such operations, the margin, and thus the hydraulic pressure (pressing force, pressing force) introduced into the pressing device 14 is always adjusted to an optimum value according to the driving situation.

  According to the present embodiment as described above, prevention of slippage of the rolling contact portion (traction portion) for transmitting power, securing of transmission efficiency, and improvement of running feeling can be arranged side by side in a high dimension. That is, a state quantity representing a driving situation of a vehicle equipped with the toroidal continuously variable transmission 4 and the continuously variable transmission, that is, a force transmitted between the input disk 10 and the output disk 11 (toroidal continuously variable). (The torque passing through the transmission 4) and the degree of change (change speed) in the transmitted force (passing torque), the hydraulic pressure introduced into the pressing device 14, and the generation of the pressing device 14 The pressing force to be applied, that is, the margin of the pressing force applied to the rolling contact portion (traction portion) is adjusted. For this reason, it is possible to prevent slippage at the rolling contact portion without increasing the hydraulic pressure, pressing force, and pressing force more than necessary, preventing this slipping, ensuring transmission efficiency, and improving traveling feeling. Can be juxtaposed in a high dimension.

  3 to 4 show a second embodiment of the present invention corresponding to claims 3 and 4. In the case of the above-described first embodiment, the controller 16 for controlling the hydraulic pressure introduced into the pressing device 14 has a torque passing through the toroidal-type continuously variable transmission 4 (see FIG. 10) and its changing speed, It had a function to change the margin. On the other hand, in the case of the present embodiment, the controller 16 has a function of changing the allowance according to the accelerator opening and the changing speed thereof. In the case of the present embodiment, an accelerator sensor 42 (see FIG. 10) for detecting the amount of operation of the accelerator pedal (depression amount, release amount) is used in order to detect such an accelerator opening degree and its changing speed. To do. Then, based on the detection signal of the accelerator sensor 42, the accelerator opening (accelerator pedal operation amount) and its changing speed (accelerator pedal operating speed) are obtained, and the accelerator opening and the changing speed thereof are determined. Adjust the margin. More specifically, the margin is increased as the accelerator opening degree and the speed of change increase. In other words, the margin is made smaller as the accelerator opening degree and the speed of change become smaller.

Such functions of the controller 16 will be described with reference to the flowchart of FIG. The operation shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on to when it is turned off, as in the first embodiment.
First, in step 1, the controller 16 determines whether or not the selected position of the shift lever provided in the driver's seat is in the traveling state (D, L, R range). This is the same as in the first embodiment. If it is determined in step 1 that the selected position of the shift lever is in the traveling state, the process proceeds to step 2 to obtain the accelerator opening ACCEL. The accelerator opening ACCEL is obtained as an operation amount (depression amount, release amount) of the accelerator pedal by the accelerator sensor 42. In this way, if the accelerator opening (accelerator pedal operation amount) ACCEL is obtained in step 2, the process proceeds to the subsequent step 3 to obtain the first margin ACC_MARG1.

  This first allowance ACC_MARG1 is obtained by previously calculating the accelerator opening ACCEL and the optimum first allowance ACC_MARG1 corresponding to the accelerator opening ACCEL as shown in FIG. Obtained based on correlation. For example, if the accelerator opening ACCEL is γ in FIG. 4A, the first margin ACC_MARG1 is 1.8. The accelerator opening ACCEL and the first margin allowance ACC_MARG1 are larger as the accelerator opening ACCEL becomes larger (the first margin allowance ACC_MARG1 becomes larger (the smaller the accelerator opening ACCEL becomes, the first margin becomes larger). The cost ACC_MARG1 is also reduced.)

  In the subsequent step 4, the degree of change in the accelerator opening ACCEL (change amount per unit time), that is, the accelerator operation speed (accelerator pedal depression speed) ACC_SPD is obtained. The accelerator operating speed ACC_SPD is the absolute value of the difference between the current accelerator opening detected in step 2 (current ACCEL) and the immediately preceding accelerator opening (previous ACCEL) obtained one control loop before | Calculate as ACCEL-previous ACCEL |. When the accelerator operation speed ACC_SPD is obtained in step 4 as described above, the process proceeds to the subsequent step 5 to obtain the second margin allowance ACC_MARG2.

  This second margin ACC_MARG2 is the correlation between the accelerator operating speed ACC_SPD obtained in advance and the optimum second margin ACC_MARG2 corresponding to this operating speed ACC_SPD as shown in FIG. Seek based on relationship. That is, the second margin ACC_MARG2 corresponding to the operation speed ACC_SPD is obtained from the accelerator operation speed ACC_SPD obtained in step 4 above. For example, if the accelerator operating speed ACC_SPD is δ in FIG. 4B, the second margin ACC_MARG2 is 0.8. Note that the accelerator operating speed ACC_SPD and the second margin allowance ACC_MARG2 are larger as the operation speed ACC_SPD is larger (the second margin allowance ACC_MARG2 is also larger as the operation speed ACC_SPD is smaller). Smaller).

  If the first and second margins (ACC_MARG1, ACC_MARG2) are obtained in Step 3 and Step 5 as described above, these first and second margins (ACC_MARG1, ACC_MARG2) are obtained in subsequent Step 6. ) Average value {(ACC_MARG1 + ACC_MARG2) / 2}. In this way, the average margin of the first and second margins (ACC_MARG1, ACC_MARG2) obtained in step 6 is obtained by considering both the accelerator opening ACCEL and the accelerator operating speed ACC_SPD. OPT_ACC_MARG. For example, if the first margin ACC_MARG1 is 1.8 and the second margin ACC_MARG2 is 0.8, the optimum margin OPT_ACC_MARG is 1.3. The work after obtaining the optimum margin OPT_ACC_MARG in this way is the same as that in the first embodiment.

In the case of the present embodiment as described above, as in the first embodiment described above, prevention of slippage of the rolling contact portion (traction portion) for transmitting power, ensuring transmission efficiency, and improving the running feeling, Can be juxtaposed in high dimensions.
Other configurations and operations are the same as those in the first embodiment described above except that the transmitted force is the accelerator opening, and a duplicate description is omitted.

  5 to 7 show a third embodiment of the present invention corresponding to claims 5 and 6. In the case of the above-described second embodiment, the controller 16 (see FIG. 10) for controlling the hydraulic pressure introduced into the pressing device 14 has a function of adjusting the allowance according to the accelerator operation amount and the accelerator operation speed. I was letting. On the other hand, in the case of the present embodiment, the allowance according to the braking amount (the amount of operation of the brake pedal, the amount of depression, the amount of release, the depression force) of the braking device, which is a braking device, and the change speed (brake operation speed). The controller 16 has a function of changing the above. In the case of this embodiment, in order to detect such a braking amount and its changing speed, a brake switch 40 (see FIG. 10) for detecting depression of the brake pedal (ON / OFF) and a brake device are configured. Use a hydraulic pressure sensor (brake fluid pressure sensor) provided in the brake cylinder or oil passage. And based on the detection signal of such a brake switch 40 or a brake fluid pressure sensor, the said braking amount and its change speed are calculated | required, and the said allowance is changed according to these braking amounts and its change speed. More specifically, the margin is increased as the braking amount and the change speed thereof are increased. In other words, the margin is made smaller as the braking amount and the change speed thereof become smaller.

The function of such a controller 16 will be described with reference to the flowchart of FIG. The operation shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on to when it is turned off, as in the first and second embodiments.
First, in step 1, the controller 16 determines whether or not the selected position of the shift lever is in the traveling state (D, L, R range). This is the same as in the first and second embodiments. If it is determined in step 1 that the selected position of the shift lever is in the traveling state, the process proceeds to the subsequent step 2 to determine the braking amount by the brake device. The braking amount of the brake device is obtained as an operation amount (depression amount, depressing force) of the brake pedal by the brake switch 40 or the brake hydraulic pressure sensor. Hereinafter, the brake pedal depression amount (ON / OFF) detected by the brake switch 40 will be referred to as BRK_SW, and the brake pedal depression force detected by the brake hydraulic pressure sensor will be described as BRK_PRESS. If the operation amount (BRK_SW, BRK_PRESS) of the brake pedal is obtained in step 2 like this, the process proceeds to the subsequent step 3 to obtain the first margin BRK_MARG1.

  The first allowance BRK_MARG1 is obtained in advance as shown in FIG. 6A by the brake pedal depression amount (ON / OFF) BRK_SW obtained by the brake switch 40, and the brake pedal. Is determined based on the relationship with the optimal first allowance BRK_MARG1 corresponding to the amount of stepping (ON / OFF) BRK_SW. Alternatively, as shown in FIG. 7A, the optimum first brake pedal depression force BRK_PRESS obtained by the brake fluid pressure sensor and the brake pedal depression force BRK_PRESS obtained in advance is obtained. Obtained based on the correlation with the margin BRK_MARG1. For example, when the first allowance BRK_MARG1 is obtained using the brake switch 40, the first allowance BRK_MARG1 is not depressed (OFF) from FIG. 6A. In the case of 1.0, it becomes 2.0, and when it is depressed (ON), it becomes 2.0. When the brake fluid pressure sensor is used, for example, if the brake pedal depression force BRK_PRESS is ε in FIG. 7A, the first margin BRK_MARG1 is 1.5.

  In the subsequent step 4, the braking speed change rate (change rate per unit time) of the brake device, that is, the brake operation speed (depressing speed of the brake pedal) BRK_SPD is obtained. For example, as shown in FIG. 6B, such a brake operation speed BRK_SPD is turned on when a small depression of the brake pedal is applied, and a stop lamp switch (STP_SW) for lighting a stop lamp is turned on. From the time until the brake switch 40 is turned on (for example, 1.2 seconds), the switch is turned on while the brake pedal is depressed more strongly than that. If this time is short, it is considered that the brake operation speed BRK_SPD is large (fast), and if this time is long, it is also considered small (slow). On the other hand, when the brake fluid pressure sensor is used, it can be obtained from the change speed of the brake pedal depression force BRK_PRESS detected by the brake fluid pressure sensor. For example, the absolute value of the difference between the current brake pedal depression force (current BRK_PRESS) detected in step 2 above and the brake pedal depression force (previous BRK_PRESS) obtained immediately before one control loop | current BRK_PRESS-previous BRK_PRESS |

  In any case, if the brake operation speed BRK_SPD is obtained in the above step 4, the process proceeds to the subsequent step 5 to obtain the second margin allowance BRK_MARG2. This second margin BRK_MARG2 is a correlation between the brake operating speed BRK_SPD obtained in advance and the optimum second margin BRK_MARG2 corresponding to this operating speed BRK_SPD as shown in FIG. Seek based on relationship. That is, the second margin BRK_MARG2 corresponding to the operation speed BRK_SPD is obtained from the brake operation speed BRK_SPD obtained in step 4 above. For example, if the brake operation speed BRK_SPD is ζ (for example, 1.2 seconds) in FIG. 7B, the second margin BRK_MARG2 is 1.0.

  When the first and second margins (BRK_MARG1, BRK_MARG2) are obtained in Step 3 and Step 5 as described above, these first and second margins (BRK_MARG1, BRK_MARG2) are obtained in subsequent Step 6. ) Average value {(BRK_MARG1 + BRK_MARG2) / 2}. In this way, the average value of the first and second margins (BRK_MARG1, BRK_MARG2) obtained in step 6 takes into account both the brake operation amount (BRK_SW, BRK_PRESS) and the brake operation speed BRK_SPD. The optimum margin allowance OPT_BRK_MARG is obtained. For example, if the first margin BRK_MARG1 is 2.0 and the second margin BRK_MARG2 is 1.0, the optimum margin OPT_BRK_MARG is 1.5. The work after obtaining the optimum margin OPT_BRK_MARG in this way is the same as in the first and second embodiments.

In the case of the present embodiment as described above, as in the first and second embodiments, the rolling contact portion (traction portion) for transmitting power is prevented from slipping, the transmission efficiency is ensured, and the driving feeling is improved. Can be arranged side by side in a high dimension.
Other configurations and operations are the same as those in the first and second embodiments except that the transmitted force and the accelerator opening are the braking amount of the braking device, and therefore, a duplicate description is omitted.

  8 to 9 show a fourth embodiment of the present invention corresponding to the seventh aspect. In the case of the third embodiment described above, the controller 16 (see FIG. 10) for controlling the hydraulic pressure introduced into the pressing device 14 has a function of adjusting the margin according to the brake operation amount and the brake operation speed. I was letting. On the other hand, in the case of the present embodiment, the controller 16 has a function of changing the allowance according to the degree of change in the traveling speed of the vehicle, that is, the acceleration / deceleration of the vehicle. In the case of the present embodiment, in order to obtain the acceleration / deceleration of such a vehicle, a speed sensor for measuring the speed of the vehicle and a rotation speed of the output shaft 9 of the toroidal continuously variable transmission 4 are detected. An output shaft rotation sensor 41 (see FIG. 10) or an acceleration sensor is used. Then, the acceleration / deceleration of the vehicle is obtained based on such detection signals from the speed sensor, the output shaft rotation sensor 41, the acceleration sensor, and the like, and the margin is adjusted according to the acceleration / deceleration. More specifically, the margin is increased as the acceleration or deceleration increases. In other words, the margin is reduced as the acceleration or deceleration decreases.

The function of such a controller 16 will be described with reference to a flowchart. The operation shown in this flowchart is repeatedly (automatically) performed from when the ignition switch is turned on to when it is turned off, as in the first to third embodiments.
First, in step 1, the controller 16 determines whether or not the selected position of the shift lever is in the traveling state (D, L, R range). This is the same as in the first to third embodiments. If it is determined in step 1 that the selected position of the shift lever is in the traveling state, the process proceeds to the subsequent step 2 to determine whether or not the vehicle is accelerating. In such a determination, the current vehicle speed (current vehicle speed) obtained by the speed sensor or the output shaft rotation sensor 41 is larger than the vehicle speed immediately before (preceding vehicle speed) obtained before one control loop (current vehicle speed> front vehicle speed). ) Or not. In addition, it is possible to directly detect whether the acceleration sensor is accelerating. If it is determined in step 2 that the current vehicle speed is greater than the previous vehicle speed, that is, the vehicle is accelerating, the process proceeds to step 3 to determine the acceleration SPD_KAS of the vehicle. The acceleration SPD_KAS is obtained, for example, as a difference (current SPD−previous SPD) between the current vehicle speed (current SPD) detected in step 2 and the immediately preceding vehicle speed (previous SPD) obtained one control loop before. Further, the acceleration SPD_KAS may be obtained directly from the acceleration sensor.

  In any case, if the acceleration SPD_KAS of the vehicle is obtained in the above step 3, the process proceeds to the subsequent step 4 to obtain a margin allowance SPD_MARG1 (KAS) corresponding to this acceleration. The margin allowance SPD_MARG1 (KAS) corresponding to the acceleration is obtained as shown in FIG. 9A, and the optimum allowance allowance SPD_MARG1 (KAS) corresponding to the acceleration SPD_KAS and the acceleration SPD_KAS obtained in advance. Based on the correlation with For example, if the acceleration SPD_KAS is η in FIG. 9A, the margin SPD_MARG1 (KAS) is 1.4. On the other hand, if it is determined in step 2 that the current vehicle speed is equal to or lower than the previous vehicle speed, that is, the vehicle is not accelerated, the process proceeds to step 5 to determine whether or not the vehicle is traveling at a constant speed. To do. Such a determination is also made based on whether or not the current vehicle speed and the previous vehicle speed are the same (current vehicle speed = front vehicle speed) from the current vehicle speed and the previous vehicle speed. If it is determined in step 5 that the vehicle is not traveling at a constant speed, that is, the vehicle is decelerating, the process proceeds to step 6 to determine the vehicle deceleration SPD_GEN. The deceleration SPD_GEN is obtained, for example, as the difference (previous SPD-current SPD) between the vehicle speed immediately before (previous SPD) obtained one control loop before and the current vehicle speed (current SPD) detected in step 2 above. Further, the deceleration SPD_GEN may be obtained directly from the acceleration sensor.

  In any case, if the vehicle deceleration SPD_GEN is obtained in the above step 6, the process proceeds to the subsequent step 7 to obtain a margin allowance SPD_MARG1 (GEN) corresponding to this deceleration. The margin allowance SPD_MARG1 (GEN) corresponding to this deceleration is obtained in advance as shown in FIG. 9B, and the optimum allowance allowance SPD_MARG1 (corresponding to this deceleration SPD_GEN is obtained in advance. It is calculated based on the correlation with GEN). For example, if the deceleration SPD_GEN is θ in FIG. 9B, the margin allowance SPD_MARG1 (GEN) is 1.4. Then, if the margin allowance SPD_MARG1 (KAS) corresponding to the acceleration during the step 4 or the margin allowance SPD_MARG1 (GEN) corresponding to the deceleration during the step 7 is obtained, the following step 8 The margin {SPD_MARG1 (KAS) or SPD_MARG1 (GEN)} is set as the optimum margin OPT_BRK_MARG. On the other hand, if it is determined in step 5 that the vehicle is traveling at a constant speed, the process proceeds to step 9 and the optimum margin OPT_BRK_MARG determined before one control loop is held. The work after obtaining the optimum margin OPT_BRK_MARG in this way is the same as in the first to third embodiments.

In the case of the present embodiment as described above, as in the first to third embodiments, the rolling contact portion (traction portion) for transmitting power is prevented from slipping, the transmission efficiency is ensured, and the running feeling is improved. Can be arranged side by side in a high dimension.
Other configurations and operations are the same as those in the first to third embodiments except that the transmission force, the accelerator opening, and the braking amount of the braking device are the acceleration / deceleration of the vehicle. To do.

  In each of the above embodiments, the transmission force and its changing speed (Example 1), the accelerator opening and its changing speed (Example 2), the braking amount by the braking device and its changing speed (Example 3), the vehicle The margin is adjusted in accordance with the acceleration / deceleration (Example 4). On the other hand, although not shown in the flowchart, the transmission force, the accelerator opening, the braking amount of the braking device, the degree of change of each state quantity (change speed), and the change in the running speed of the vehicle. The margin can be adjusted according to a plurality (most preferably all) of the state quantities selected from the degree (vehicle acceleration / deceleration).

In the above description, the present invention is combined with a toroidal continuously variable transmission and a planetary gear type transmission, and the rotation state of the output shaft is corrected with the input shaft rotated in one direction. The case where the present invention is applied to a continuously variable transmission equipped with a mode (low speed mode) capable of realizing a so-called geared neutral state that can be switched between rotation and reverse rotation has been described. However, the present invention combines a toroidal type continuously variable transmission and a planetary gear type transmission, a mode (low speed mode) in which power is transmitted only by the toroidal type continuously variable transmission, and a planetary gear type which is a differential unit. The present invention can also be applied to a continuously variable transmission having a so-called power split state (high speed mode) in which main power is transmitted by a transmission and the gear ratio is adjusted by the toroidal continuously variable transmission. . The structure of the toroidal continuously variable transmission may be either a half toroidal type or a full toroidal type. Furthermore, the present invention can also be applied to a continuously variable transmission configured by a toroidal type continuously variable transmission alone.
In any case, the level of improvement demands on the automobile industry such as recent global warming issues and stricter fuel efficiency regulations are increasing, and this is effective in improving fuel efficiency by further increasing efficiency.

The flowchart which shows the operation | movement used as the characteristics of Example 1 of this invention. The diagram which shows the relationship between a torque and the 1st allowance, and the relationship between the change speed of this torque and the 2nd allowance, respectively. The flowchart which shows the operation | movement used as the characteristics of Example 2 of this invention. The diagram which shows the relationship between an accelerator opening and a 1st allowance, and the relationship between an accelerator operating speed and a 2nd allowance, respectively. The flowchart which shows the operation | movement used as the characteristics of Example 3 of this invention. The diagram which shows the relationship between the depression amount (ON / OFF) of a brake, and the 1st allowance, and the diagram for demonstrating brake operation speed. The diagram which shows the relationship between the depression force of a brake, and the 1st allowance, and the relationship between the operation speed of a brake, and the 2nd allowance, respectively. The flowchart which shows the operation | movement used as the characteristics of Example 4 of this invention. The diagram which shows the relationship between the acceleration of a vehicle, and a margin, and the relationship between the deceleration of a vehicle, and a margin, respectively. The block diagram of the conventional continuously variable transmission. The hydraulic circuit diagram which shows the mechanism for adjusting the gear ratio of the toroidal type continuously variable transmission built in this continuously variable transmission, and the pressing force which a pressing device generate | occur | produces. The diagram which shows one example of the relationship between the opening degree of the electromagnetic on-off valve for line pressure control, and the pressure reduction amount of the valve opening pressure of a pushing pressure regulation valve.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Engine 2 Damper 3 Input shaft 4 Toroidal type continuously variable transmission 5 Planetary gear type transmission 6 Clutch device 7 Low speed clutch 8 High speed clutch 9 Output shaft 10 Input side disk 11 Output side disk 12 Power roller 13 Actuator 14 Press device DESCRIPTION OF SYMBOLS 15 Gear ratio control unit 16 Controller 17 Stepping motor 18 Line pressure control electromagnetic on-off valve 19 Solenoid valve 20 Shifting solenoid valve 21 Control valve device 22 Gear ratio control valve 23 Differential pressure cylinders 24a, 24b Correction control valve 25 High speed clutch Switching valve 26 Low-speed clutch switching valve 27, 27a, 27b Oil pump 28 Oil reservoir 29 Push pressure adjusting valve 30 Low pressure side adjusting valve 31 Manual hydraulic switching valve 32 First pilot portion 33 Second pilot portion 34 Third Pilot part 35 Piston 36a, 36b Oil Chamber 37 differential pressure extraction valve 38 position switch 39 oil temperature sensor 40 brake switch 41 an output shaft rotation sensor 42 accelerator sensor

Claims (8)

  The first and second discs are sandwiched between the inner and outer surfaces of the first and second discs that are concentrically arranged and relatively rotatable, and the first and second discs facing each other. A plurality of power rollers that transmit power between each other, a plurality of support members that rotatably support the power rollers, and the support members that are displaced in the axial direction of the pivots provided at both ends. A hydraulic actuator for changing the speed ratio between the first disk and the second disk, and for controlling the displacement direction and the amount of displacement of the actuator in order to set the speed ratio to a desired value. A gear ratio control unit, and a pressing device that presses the first disk and the second disk in a direction approaching each other, the pressing device being a pressing force proportional to the hydraulic pressure as the hydraulic pressure is introduced The hydraulic pressure adjusting means for adjusting the hydraulic pressure to be introduced into the pressing device adjusts the hydraulic pressure to be introduced into the pressing device between the first disk and the second disk. By adjusting the correction value from the target value of the hydraulic pressure set according to the magnitude of the force transmitted between them to the required value of the hydraulic pressure according to the optimum value of the pressing force to be generated by the pressing device. In the toroidal-type continuously variable transmission, the correction means has a function of adjusting the hydraulic pressure introduced into the pressing device to a value obtained by adding a value that provides a margin for safety to the required value. A toroidal continuously variable transmission characterized in that the margin is adjusted in accordance with the transmitted force, which is a state quantity that affects an appropriate pressing force to be generated by the pressing device.   The toroidal continuously variable transmission according to claim 1, wherein a margin is adjusted according to a magnitude of a transmitted force and a degree of change thereof.   The first and second discs are sandwiched between the inner and outer surfaces of the first and second discs that are concentrically arranged and relatively rotatable, and the first and second discs facing each other. A plurality of power rollers that transmit power between each other, a plurality of support members that rotatably support the power rollers, and the support members that are displaced in the axial direction of the pivots provided at both ends. A hydraulic actuator for changing the speed ratio between the first disk and the second disk, and for controlling the displacement direction and the amount of displacement of the actuator in order to set the speed ratio to a desired value. A gear ratio control unit, and a pressing device that presses the first disk and the second disk in a direction approaching each other, the pressing device being a pressing force proportional to the hydraulic pressure as the hydraulic pressure is introduced The hydraulic pressure adjusting means for adjusting the hydraulic pressure to be introduced into the pressing device adjusts the hydraulic pressure to be introduced into the pressing device between the first disk and the second disk. By adjusting the correction value from the target value of the hydraulic pressure set according to the magnitude of the force transmitted between them to the required value of the hydraulic pressure according to the optimum value of the pressing force to be generated by the pressing device. In the toroidal-type continuously variable transmission, the correction means has a function of adjusting the hydraulic pressure introduced into the pressing device to a value obtained by adding a value that provides a margin for safety to the required value. A toroidal continuously variable transmission characterized in that the margin is adjusted according to an accelerator opening which is a state quantity that affects an appropriate pressing force to be generated by the pressing device.   The toroidal continuously variable transmission according to claim 3, wherein the allowance is adjusted according to the magnitude of the accelerator opening and the degree of change thereof.   The first and second discs are sandwiched between the inner and outer surfaces of the first and second discs that are concentrically arranged and relatively rotatable, and the first and second discs facing each other. A plurality of power rollers that transmit power between each other, a plurality of support members that rotatably support the power rollers, and the support members that are displaced in the axial direction of the pivots provided at both ends. A hydraulic actuator for changing the speed ratio between the first disk and the second disk, and for controlling the displacement direction and the amount of displacement of the actuator in order to set the speed ratio to a desired value. A gear ratio control unit, and a pressing device that presses the first disk and the second disk in a direction approaching each other, the pressing device being a pressing force proportional to the hydraulic pressure as the hydraulic pressure is introduced The hydraulic pressure adjusting means for adjusting the hydraulic pressure to be introduced into the pressing device adjusts the hydraulic pressure to be introduced into the pressing device between the first disk and the second disk. By adjusting the correction value from the target value of the hydraulic pressure set according to the magnitude of the force transmitted between them to the required value of the hydraulic pressure according to the optimum value of the pressing force to be generated by the pressing device. In the toroidal-type continuously variable transmission, the correction means has a function of adjusting the hydraulic pressure introduced into the pressing device to a value obtained by adding a value that provides a margin for safety to the required value. A toroidal continuously variable transmission characterized in that the margin is adjusted in accordance with a braking amount of the braking device, which is a state quantity that affects an appropriate pressing force to be generated by the pressing device.   6. The toroidal continuously variable transmission according to claim 5, wherein a margin is adjusted according to a magnitude of a braking amount of the braking device and a degree of change thereof.   The first and second discs are sandwiched between the inner and outer surfaces of the first and second discs that are concentrically arranged and relatively rotatable, and the first and second discs facing each other. A plurality of power rollers that transmit power between each other, a plurality of support members that rotatably support the power rollers, and the support members that are displaced in the axial direction of the pivots provided at both ends. A hydraulic actuator for changing the speed ratio between the first disk and the second disk, and for controlling the displacement direction and the amount of displacement of the actuator in order to set the speed ratio to a desired value. A gear ratio control unit, and a pressing device that presses the first disk and the second disk in a direction approaching each other, the pressing device being a pressing force proportional to the hydraulic pressure as the hydraulic pressure is introduced The hydraulic pressure adjusting means for adjusting the hydraulic pressure to be introduced into the pressing device adjusts the hydraulic pressure to be introduced into the pressing device between the first disk and the second disk. By adjusting the correction value from the target value of the hydraulic pressure set according to the magnitude of the force transmitted between them to the required value of the hydraulic pressure according to the optimum value of the pressing force to be generated by the pressing device. In the toroidal-type continuously variable transmission, the correction means has a function of adjusting the hydraulic pressure introduced into the pressing device to a value obtained by adding a value that provides a margin for safety to the required value. And a toroidal continuously variable transmission characterized in that the margin is adjusted in accordance with the degree of change in the running speed of the vehicle, which is a state quantity that affects the appropriate pressing force to be generated by the pressing device. .   A toroidal-type continuously variable transmission and a gear-type differential unit formed by combining a plurality of gears. Among these, the differential unit is connected to the first disk constituting the toroidal-type continuously variable transmission by an input shaft. It has a first input unit that is rotationally driven and a second input unit that is also connected to the second disk, and rotates according to the speed difference between the first and second input units. In the continuously variable transmission which is taken out and transmitted to the output shaft, the toroidal continuously variable transmission is the toroidal continuously variable transmission according to any one of claims 1 to 7. A continuously variable transmission characterized by that.

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