JP2007139160A - Continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a structure capable of accurately calculating torque (engine torque) output from an engine 6. <P>SOLUTION: The engine torque is calculated by a pressure difference between a pair of oil pressure chambers of an actuator constituting a troidal type continuously variable transmission 7, a speed ratio of the troidal type continuously variable transmission 7, a torque ratio of a torque converter 11, and a deceleration ratio and a transmission ratio of a planetary gear type transmission 9. By taking transmission efficiency (torque loss) of the torque converter 11 and the planetary gear type transmission 9 existing between the engine 6 and the troidal type continuously variable transmission 7 into consideration, the engine torque is calculated, and therefore, the engine torque can be accurately computed. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an improvement of a continuously variable transmission incorporating a toroidal continuously variable transmission, which is used as an automatic transmission for a vehicle (automobile), for example, and relates to power (torque) output from a drive source and the above-described toroidal variable The power output from the step transmission and the power output from the wheels are calculated with high accuracy.

  The use of a toroidal type continuously variable transmission as an automobile transmission is described in many publications such as Patent Documents 1 and 2 and Non-Patent Documents 1 and 2, and has been well-known in some implementations. is there. In addition, a continuously variable transmission that combines a toroidal continuously variable transmission and a planetary gear transmission in order to increase the fluctuation range of the gear ratio has been widely known, for example, as described in Patent Documents 3 to 8. It has been. Among these, Patent Documents 3 to 4 describe a mode in which power is transmitted only by a toroidal type continuously variable transmission, and a main power is transmitted by a planetary gear type transmission which is a gear type differential unit. There is described a continuously variable transmission including a so-called power split state (power diversion state) in which a gear ratio is adjusted by a step transmission. In Patent Documents 5 to 8, the so-called geared neutral state (power circulation state) in which the rotation state of the output shaft can be switched between forward rotation and reverse rotation with the input shaft rotated in one direction. ) Is described.

  Further, Patent Document 9 discloses a toroidal continuously variable transmission as shown in FIG. 6 in which trunnions (support members) 2 and 2 that support power rollers 1 and 1 are displaced in the axial direction of pivots 3 and 3. Torque input to the toroidal continuously variable transmission based on the hydraulic pressure difference (differential pressure) between the pair of hydraulic chambers 5a and 5b constituting the actuators 4 and 4 for changing the transmission gear ratio A technique for calculating (power) is described. That is, the torque (input torque) input to the toroidal type continuously variable transmission has a correlation with the differential pressure between the hydraulic chambers 5a and 5b of the actuators 4 and 4. For this reason, the pressure difference between these hydraulic chambers 5a, 5b and the gear ratio of the toroidal continuously variable transmission {the rolling contact portion (traction portion) of the disk obtained from the inclination of the power rollers 1, 1 If the distance from the rotation center axis is known, the input torque can be calculated. In the case of the technique described in Patent Literature 9, based on the correlation (map) between the differential pressure obtained in advance, the inclination (transmission ratio) of the power rollers 1, 1 and the input torque, This input torque is calculated. The input torque, that is, the torque input to the toroidal continuously variable transmission (input torque) is the torque passing through the toroidal continuously variable transmission (passing torque), or both the input side and the output side. It has the same meaning as the torque (transmission torque) transmitted between the disks (refers to the same torque).

  Further, in Patent Document 9 described above, as shown in FIG. 7, a start clutch 8 is provided between an engine 6 as a drive source and a toroidal continuously variable transmission 7. The clutch pressure of the start clutch 8 is shown in FIG. Is described on the basis of the torque (engine torque) output from the engine 6 and the input torque calculated as described above. That is, since the engine torque is estimated based on the rotational speed of the engine 6, the accelerator opening, and the like, the estimated value is likely to deviate from the actual value (an error is likely to occur). For this reason, if the clutch pressure of the starting clutch 6 is controlled only by such an estimated value of the engine torque, a shift shock may occur when the starting clutch 6 is engaged. On the other hand, according to the technique described in Patent Document 9, based on the correspondence between the engine torque estimated from the rotational speed of the engine 6 and the input torque calculated as described above, Since the clutch pressure is adjusted, it is considered that the shift shock when the start clutch 6 is engaged can be reduced.

  Further, in Patent Documents 10 and 11, a change amount (torque shift amount) of the gear ratio of the toroidal type continuously variable transmission based on a change in torque passing through the toroidal type continuously variable transmission is output from the engine. A technique for estimation based on torque (engine torque) is described. In the case of the techniques described in Patent Documents 10 and 11, the engine torque is calculated based on the rotational speed of the engine and the intake air amount equivalent value (the ratio of the number of cylinders outputting torque to the total number of cylinders of the engine). Thus, the estimation accuracy of the engine torque and, moreover, the torque shift amount is improved. Further, in Patent Document 12, in a continuously variable transmission that can realize a geared neutral state, the creep force (wheel driving force) when the vehicle is stopped is corrected according to the torque (engine torque) output from the engine. The technology to do is described. In the case of the technique described in Patent Document 12, the engine torque is estimated based on the throttle opening (accelerator opening).

  Patent Document 13 discloses a continuously variable transmission such as a toroidal-type continuously variable transmission or a belt-type continuously variable transmission, a planetary gear type transmission, an electric motor (a motor / generator for driving and generating power), and the like. A so-called hybrid continuously variable transmission is described. In the case of this hybrid type continuously variable transmission, an engine crankshaft as a drive source and a first input member (for example, a carrier) constituting the planetary gear type transmission are connected. Along with this, a second input member (for example, a sun gear) is connected in the same manner as the rotor constituting the electric motor. And the rotation according to the speed difference between these 1st and 2nd input parts is taken out, and it transmits to the said toroidal type continuously variable transmission. In the case of the technique described in Patent Document 13, the engine and the electric motor are controlled so that the engine can output with the best fuel efficiency. Further, the torque (engine torque) output from the electric motor and the engine is controlled so that the target driving force can be output from the output shaft. As for a hybrid type continuously variable transmission, the structure described in Patent Document 16 has also been known.

  Japanese Patent Application Laid-Open No. H10-228561 describes a technique for feedback-controlling torque (engine torque) output from an engine with a traction control device for converging the slip amount of a wheel within a predetermined target value. In the case of the technique described in Patent Document 14 as described above, the engine torque is calculated based on the correlation between the engine torque, the rotational speed of the engine, and the intake air pressure obtained in advance. Patent Document 15 discloses that the torque (wheel driving force) output from the wheel is based on the torque (engine torque) output from the engine and the torque loss until it is transmitted from the engine to the wheel. The estimation technique is described. In the case of the technique described in Patent Document 15, the engine torque is estimated based on the rotational speed of the engine and the intake air amount detected by the airflow sensor.

  By the way, in the case of the prior art described in Patent Documents 10 to 12, 14, and 15 among the above-described prior arts, the torque output from the engine (engine torque) is determined based on the rotational speed of the engine, the accelerator opening, It is estimated from the intake air amount equivalent value, etc., and none of them directly obtains the torque output from the engine. That is, in the case of the prior art, experiments, tests (preliminary tests), etc. are performed in advance, and correlations between the engine torque and various parameters (rotation speed, accelerator opening, etc.) are obtained. Then, the correlation thus obtained in advance is stored in the memory of the controller as a map, a calculation formula, etc., and the engine corresponding to the parameter value at that time using such a map, calculation formula, etc. Estimate torque. However, when the engine torque is estimated in this way, the obtained value may deviate from the actual engine torque due to individual differences or changes with time (deterioration) of the engine and various sensors (measuring instruments). . Regardless of such a deviation, if various controls are performed based on such values, this control cannot be performed accurately.

  For example, in the case of the hybrid type continuously variable transmission described in Patent Document 13, even if the electric motor is controlled to output the engine with the best fuel consumption, it is output with the best fuel consumption based on the deviation. You may not be able to do things. Further, even if the engine output and the electric motor are controlled to output the target driving force from the output shaft, there is a possibility that the target driving force cannot be output based on the deviation. Further, when performing the traction control described in Patent Document 14, the slip amount of the wheel cannot be regulated within a predetermined target value based on the deviation, and the behavior of the vehicle becomes unstable. there is a possibility. Further, in the case of the technique described in Patent Document 15, the wheel driving force estimated from the engine torque may deviate from the actual value because the engine torque deviates.

  On the other hand, in the case of the prior art described in Patent Document 9 shown in FIGS. 6 to 7 described above, if the starting clutch 8 is connected, torque output from the engine 6 (engine torque), Assuming that the torque (input torque) input to the toroidal-type continuously variable transmission 7 coincides, it is calculated from the differential pressure (and the gear ratio) between the pair of hydraulic chambers 5a, 5b provided in the actuator 4. The input torque is the engine torque. As described above, when the input torque is obtained as the engine torque based on the differential pressure between the hydraulic chambers 5a and 5b of the actuator 4 to which a force based on the engine torque is actually applied, the engine or the like as described above is used. It is considered that the deviation based on the individual difference and the change (deterioration) with time can be reduced. However, in the case of the conventional structure described in Patent Document 9, a planetary gear type transmission 9 is provided between the engine 6 and the toroidal type continuously variable transmission 7 in addition to the starting clutch 8. For this reason, in order to accurately determine the engine torque, torque loss (transmission efficiency) in the planetary gear type transmission 9 portion cannot be ignored.

  That is, if the number of gears existing between the engine 6 and the toroidal-type continuously variable transmission 7 is small, the torque loss is small. Therefore, the toroidal-type continuously variable transmission calculated based on the differential pressure is used. Even if the torque input to the machine 7 and the engine torque coincide with each other (even if the input torque is the engine torque), it is difficult to cause a large inconvenience. However, in the case of the structure provided with the planetary gear type transmission 9 as described above, the rotational speed of each planetary gear constituting the planetary gear type transmission 9 tends to increase, and accordingly, each planetary gear and ring Torque loss at the meshing portion with the gear or sun gear tends to increase. In particular, the planetary gear type transmission 9 is of a double pinion type (each planetary gear is constituted by a pair of planetary gear elements), and the ring gear is fixed, the sun gear is connected to the input portion, the carrier Is used as an output unit, the torque loss becomes considerably large. For this reason, if the torque output from the engine 6 is determined as the torque input to the toroidal-type continuously variable transmission 7, the calculated engine torque may greatly deviate from the actual value.

  In addition to the structure shown in FIG. 7 described above, for example, a toroidal continuously variable transmission and a planetary gear type transmission as a differential unit as described in Patent Documents 3 to 8 are provided. Even when combined with a structure that can realize a power split state (power split state) or a geared neutral state (power circulation state), the loss (transmission efficiency) of the planetary gear type transmission part has an effect on the input torque. Increased (difference between engine torque and input torque increases). On the other hand, in the case of the technique described in Patent Document 9, the loss (transmission efficiency) in the power transmission portion existing between the engine 6 and the toroidal continuously variable transmission 7 is taken into consideration. Instead, the torque input to the toroidal continuously variable transmission 7 is the torque output from the engine 6 (input torque = engine torque). For this reason, it is inevitable that the engine torque required in this way deviates from the actual value.

  Further, in the case of the conventional technique described in Patent Document 9 as described above, even if an abnormality occurs in the detection of the differential pressure for some reason (for example, an abnormality in the hydraulic sensor or the like), it cannot be determined that the abnormality has occurred. . For this reason, even if such an abnormality occurs, the input torque (engine torque) is calculated based on the detected differential pressure as it is, and the control of the clutch pressure of the starting clutch 8 is performed based on the calculated value. Will be performed. In such a case, for example, there is a possibility that the required clutch pressure cannot be obtained, the start clutch 8 slips greatly, or the hydraulic pump is driven wastefully to obtain an excessive clutch pressure. Etc. are not preferable. In addition, even in the conventional techniques described in Patent Documents 10 to 12, 14, and 15, when an abnormality occurs in the estimation of the engine torque, for example, various sensors (accelerator opening sensor, rotational speed sensor, air flow sensor, etc.) ) Cannot be determined if an abnormality occurs. For this reason, the same inconvenience as in the case of Patent Document 9 is caused.

Japanese Patent No. 2734583 JP-A-5-39850 Japanese Patent Laid-Open No. 10-196759 JP 2003-194207 A JP 2003-307266 A JP 2000-220719 A JP 2004-225888 A JP 2004-211836 A JP-A-6-265001 JP 2000-55181 A JP 2000-55183 A JP 2000-179669 A Japanese Patent No. 3558225 JP-A-7-71283 JP 2000-303899 A Japanese Patent No. 3616053 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

  In view of the circumstances as described above, the continuously variable transmission according to the present invention includes power output from a drive source (engine torque), power output from a toroidal continuously variable transmission (output torque), and output from wheels. The present invention was invented to realize a structure capable of accurately calculating the power (driving torque, driving force) to be performed.

The continuously variable transmission of the present invention includes a toroidal continuously variable transmission and a power transmission mechanism.
Among these, the power transmission mechanism transmits power (torque) output from a drive source (for example, an engine) from the drive source to an output member (for example, a wheel) via the toroidal continuously variable transmission. .
The toroidal continuously variable transmission includes a first disk, a second disk, a plurality of power rollers, a plurality of support members, an actuator, a differential pressure detection means, a transmission ratio detection means, Power calculation means.
Of these, the first and second disks are arranged concentrically and relatively rotatably. Each of the power rollers is sandwiched between the inner surfaces of the first and second disks facing each other, and transmits power between the first and second disks.
The support members rotatably support the power rollers.
The actuator is a hydraulic type that changes the gear ratio between the first disk and the second disk by displacing the support members in the axial direction of pivots provided at both ends. belongs to.
The differential pressure detecting means detects a differential pressure between a pair of hydraulic chambers provided in the actuator.
The gear ratio detecting means detects a gear ratio between the first disk and the second disk.
The first power calculating means transmits power between the first and second disks based on at least the speed ratio and the differential pressure detected by the speed ratio detecting means and the differential pressure detecting means. (Transmission torque) is calculated.
The power (transmission torque) transmitted between the first and second disks passes through the power (input torque) input to the toroidal continuously variable transmission or the toroidal continuously variable transmission. It has the same meaning as power (passing torque).

  In particular, in the continuously variable transmission of the present invention, the power (engine torque) output from the drive source, the power (output torque) output from the toroidal continuously variable transmission, and the output member The power (transmission torque, input torque, passing torque) calculated by the first power calculation means and at least one of the output power (drive torque, drive force) and the power transmission mechanism part The second power calculation is calculated based on at least one of the transmission efficiency (gear meshing efficiency, torque loss) and the transmission efficiency (torque loss) of the toroidal continuously variable transmission portion. Means.

According to the continuously variable transmission of the present invention configured as described above, the second power calculating means outputs the power (engine torque) output from the drive source (engine) or the toroidal continuously variable transmission. Power (output torque) and power (drive torque, drive force) output from the output member (wheel) can be accurately calculated.
That is, the second power calculation means calculates the engine torque, output torque, and drive torque using the power (transmission torque, input torque, passing torque) calculated by the first power calculation means. The first power calculation means includes a difference between a pair of hydraulic chambers constituting the actuator to which a force based on the power actually transmitted by the toroidal continuously variable transmission (a force based on a traction force) is applied. Calculate based on pressure. For this reason, the calculation of the engine torque is due to individual differences and changes over time (deterioration) of the engine and various sensors, which has been a problem in the above-described conventional technique (when the correlation with various parameters such as the accelerator opening is used). It is possible to prevent the occurrence of deviation (error) based on it. Then, the second power calculation means adds the transmission efficiency (gear meshing efficiency, torque) of the power transmission mechanism part to the power (transmission torque, input torque, passing torque) thus obtained by the first power calculation means. Loss) and transmission efficiency (torque loss) of the toroidal-type continuously variable transmission portion in consideration of transmission efficiency of at least one of the engine torque, output torque, and driving torque. calculate. Therefore, at least one of the engine torque, the output torque, and the drive torque can be calculated accurately (with high accuracy), and various controls performed using the torque can be stably performed.

When the present invention is implemented, preferably, as described in claim 2, the second power calculation means calculates power (engine torque) output from a drive source (for example, engine). Then, this calculation is performed with the transmission efficiency of the upstream power transmission mechanism upstream of the toroidal type continuously variable transmission in the power transmission direction of the power transmission mechanism (and, if necessary, the toroidal type continuously variable transmission). Based on the transmission efficiency of the machine and the power calculated by the first power calculation means.
If comprised in this way, the said engine torque can be accurately calculated by said 2nd power calculation means.

Further, when the present invention is implemented, preferably, as described in claim 3, the second power calculation means calculates the power (output torque) output from the toroidal continuously variable transmission. . This calculation is performed based on the transmission efficiency of the toroidal-type continuously variable transmission and the power calculated by the first power calculation means.
If comprised in this way, the said output torque can be accurately calculated by said 2nd power calculation means.

Further, when the present invention is implemented, preferably, as described in claim 4, the second power calculation means calculates the power (drive torque, drive force) output from the output member (for example, a wheel). Shall. And this calculation, the transmission efficiency of the downstream power transmission mechanism downstream of the toroidal type continuously variable transmission in the power transmission direction among the power transmission mechanisms, the transmission efficiency of the toroidal type continuously variable transmission, The power is calculated based on the power calculated by the first power calculation means.
If comprised in this way, the said driving torque can be accurately calculated by said 2nd power calculation means.

When the present invention is implemented, preferably, the toroidal type continuously variable transmission is composed of a toroidal type continuously variable transmission unit and a gear type differential unit. The differential unit and the toroidal-type continuously variable transmission unit are combined so that power can be divided or circulated. In this case, the second power transmission means calculates at least one of the engine torque, the output torque, and the drive torque, and determines the transmission efficiency of the toroidal-type continuously variable transmission unit portion or the differential unit portion. (Torque loss) is taken into consideration.
With this configuration, the engine can be realized in a power split state (power diversion state) or a geared neutral state (power circulation state) in which the influence of transmission efficiency (torque loss) tends to be large when calculating torque. At least one of torque, output torque, and drive torque can be calculated with high accuracy. In particular, in the case of a structure that can realize the above-mentioned geared neutral state (power circulation state), the torque that passes through the toroidal-type continuously variable transmission unit in the vicinity of the geared neutral point is output from the engine that is the driving source ( Engine torque). For this reason, with such a structure, the effect of calculating the torque with high accuracy can be obtained remarkably.

  When the present invention is implemented, preferably, as described in claim 6, power estimation means for estimating power (engine torque) output from the drive source separately from the second power calculation means. Is provided. Then, the difference between the power estimated by the power estimation means and the power output from the drive source calculated by the second power calculation means is calculated by the power difference calculation means, and the power difference calculation means When the absolute value of the power difference calculated by (1) exceeds a preset threshold value (when larger than the threshold value), a signal indicating that there is an abnormality is output by the abnormality signal transmission means. The power estimation means includes, for example, engine torque and various parameters (engine speed, accelerator opening, intake air amount, etc.) obtained in advance as described in Patent Documents 10-12, 14, 15 ) That is estimated based on the correlation with ().

  If comprised in this way, the hydraulic pressure sensor which detects the differential pressure | voltage between a pair of hydraulic chambers which comprise an actuator for detecting input torque, and the accelerator opening degree sensor for estimating the said engine torque If an abnormality occurs in the rotation sensor, air flow sensor, or the like, the abnormality can be determined. Then, based on the abnormality signal based on this determination, the driver takes necessary measures (for example, by stopping control using these sensors or stopping driving), driving stability and safety. Can be improved.

In carrying out the present invention, preferably, as described in claim 7, the power transmission mechanism is provided separately from the drive source (engine, internal combustion engine), and rotates the rotor based on energization, Alternatively, a motor / generator that generates electric power based on the rotation of the rotor is provided. Then, based on the power (engine torque) output from the drive source calculated by the second power calculating means, the output of at least one of the motor / generator and the drive source is controlled.
With this configuration, at least one of the motor / generator and the drive source (engine) can be controlled based on the engine torque accurately calculated by the second power calculation means. For this reason, the control for outputting the engine with the best fuel efficiency or outputting the target driving force from the output shaft can be performed more accurately and finely (in detail), which contributes to the improvement of the fuel consumption of the vehicle.

Further, when the present invention is implemented, preferably, as described in claim 8, the power (engine torque or drive torque) calculated by the second power calculation means is regulated by the slip amount of the wheel as the output member. It is used to control the traction control device.
With this configuration, the traction control can be controlled more accurately and finely (closely). The traction control means detecting the wheel slip and adjusting (controlling) the output of the engine and the braking amount of the braking device (braking device) in order to secure the driving force of the wheel.

  FIG. 1 shows Embodiment 1 of the present invention corresponding to claims 1, 2, and 6. In the case of the present embodiment, the power output from the engine 6 as a drive source is transmitted to the toroidal continuously variable transmission 7 via the power transmission mechanism 10. The power transmission mechanism 10 includes a torque converter 11 and a planetary gear type transmission 9. The toroidal-type continuously variable transmission 7 includes a plurality of input and output disks 12 and 13 as first and second disks, as in the conventional structure shown in FIGS. Power rollers 1 and 1, trunnions 2 and 2 as support members, and actuators 4 and 4 (see FIGS. 6 and 7). Of these, the input-side and output-side disks 12 and 13 are arranged concentrically with each other and are relatively rotatable. The power rollers 1 and 1 are sandwiched between the inner surfaces of the input and output disks 12 and 13 facing each other, and between the input and output disks 12 and 13. To transmit power (torque). The trunnions 2 and 2 support the power rollers 1 and 1 rotatably. The actuators 4 and 4 displace the trunnions 2 and 2 in the axial directions of the pivots 14 and 14 provided at both ends thereof, so that the input side disks 12 and 12 and the output side disk 13 and 13 is changed.

  In the case of this embodiment, a differential pressure detecting means for detecting a differential pressure between the pair of hydraulic chambers 5a and 5b provided in the actuator 4 is provided. The differential pressure detecting means is constituted by, for example, a hydraulic sensor provided in each of the hydraulic chambers 5a and 5b, and a controller 15 having a function of calculating the differential pressure based on an output signal of the hydraulic sensor. . The transmission ratio between the input side disks 12 and 12 and the output side disks 13 and 13 (the transmission ratio of the toroidal type continuously variable transmission 7) is detected by the transmission ratio detecting means. The transmission ratio detecting means detects the rotational speeds of the input side and output side disks 12 and 13 from the input side and output side rotational sensors (not shown) and the rotational speeds of the disks 12 and 13. The controller 15 is provided with a function for calculating a gear ratio. The gear ratio can also be calculated based on the step position of a stepping motor 18 (see FIG. 5) that displaces the sleeve 17 of the gear ratio control valve 16 that controls the supply and discharge of hydraulic pressure to and from the actuator 4. That is, based on the correlation between the step position of the stepping motor 18 obtained in advance and the speed ratio, the speed ratio corresponding to the current step position can be calculated by the controller 15.

  In the case of this embodiment, the gap between the input side and output side disks 12 and 13 is determined based on the differential pressure and the speed ratio detected by the differential pressure detecting means and the speed ratio detecting means. The controller 15 has a function (first power calculation means 19) for calculating the power to be transmitted (transmission torque). The transmission torque calculated by the first power calculating means 19 is the power input to the toroidal continuously variable transmission 7 (input torque) or the power passing through the toroidal continuously variable transmission 7 (passing through). (Torque) is the same meaning. That is, the transmission torque, the input torque, and the passing torque are transmitted through the rolling contact portion (traction portion) between the inner surface of each of the disks 12 and 13 on the input side and the output side and the peripheral surface of each of the power rollers 1 and 1. The torque obtained from the differential pressure corresponding to the force F applied to the actuators 4 and 4 and the distance L from the rotation center axis of each of the disks 12 and 13 to the rolling contact portion obtained from the transmission ratio ( T = F · L).

  Further, in this embodiment, the power (transmission torque, input torque, passing torque) calculated by the first power calculation means 19 and the power transmission mechanism 10 (torque converter 11, planetary gear type) are calculated. The controller 15 has a function (second power calculation means 20) for calculating power (engine torque) output from the engine 6 based on the transmission efficiency of the transmission 9). The calculation of power (torque) performed by the second power calculation unit 20 and the first power calculation unit 19 will be described in detail below.

Assuming that the pressures of the respective hydraulic sensors constituting the differential pressure detecting means are P _high and P _low , the differential pressure ΔP between the pair of hydraulic chambers 5a and 5b constituting the actuator 4 is ΔP = P _high −P _low . Further, the inclination of the power rollers 1 and 1 is determined based on the relationship between the transmission ratio ev detected by the transmission ratio detection means and the power rollers 1 and 1 and the input side and output side disks 12 and 13 which are obtained in advance. Tilt angle) Φ is obtained. The torque input to the toroidal continuously variable transmission 7 is Tvin, the number of cavities (the space between the input and output disks 12, 13) is n, and the power roller per cavity. If the number of 1 and 1 is m, the transmission torque Tp / r per power roller can be expressed as follows.
Tp / r = Tvin / (m · n) ‐‐‐ (1)

Further, the tangential force Ft applied to the rolling contact portion between the inner surface of each of the input and output disks 12 and 13 and the peripheral surface of each of the power rollers 1 and 1 is the input and output disks 12 and 13. Assuming that the radius of rotation of the rolling contact portion in the radial direction is r ₁ , it can be expressed as follows.
_{Ft = Tp / r / r 1} = Tvin / (m · n · r 1) --- (2)

Here, the rotation radius r ₁ is a function of the inclination Φ (speed ratio ev) of each of the power rollers 1, 1, and the power rollers 1, 1 and the input side and output side disks 12, 13 It is obtained from the geometric shape (geometric relationship). That is, the rotation radius r ₁ can be expressed by the following equation (3). This point is described in Non-Patent Document 2 and will not be described in detail.
r ₁ = f (Φ) = r ₀ · (1 + k ₀ −cos Φ) −−− (3)
In this equation (3), r ₀ is the cavity radius and k ₀ is the aspect ratio. The gear ratio detecting means is for calculating the rotation radius r ₁ based on the equation (3).

The actuator 4 supports the tangential force Ft. Here, if the pressure receiving area of each hydraulic chamber 5a, 5b of the actuator 4 is A, the relationship with the differential pressure ΔP can be expressed by the following equation (4).
ΔP = 2Ft / A = 2Tvin / (m · n · r ₁ · A) --- (4)
The first power calculation means 19 calculates (4) from the rotation radius r ₁ obtained based on the speed ratio detected by the speed ratio detection means and the differential pressure ΔP detected by the differential pressure detection means. ) To obtain the torque Tvin input to the toroidal-type continuously variable transmission 7.

In this embodiment, the torque converter 11 and the planetary gear type transmission 9 are provided between the engine 6 and the toroidal type continuously variable transmission 7. Of these, the torque converter 11 amplifies the torque (engine torque) output from the engine 6 in proportion to the rotational speed, and transmits the engine torque as it is in the locked-up state. Here, _assuming that the torque ratio of the torque converter 11 is t and the engine torque is Te, the torque T _PGIN output from the torque converter 11 can be expressed by the following equation (5).
T _PGIN = t · Te ‐‐‐ (5)

The torque T _PGIN output from the torque converter 11 is input to the planetary gear type transmission 9. Here, assuming that the reduction ratio of the planetary gear type transmission 9 is ipg and the transmission efficiency ηpg, the torque Tvin inputted to the toroidal type continuously variable transmission 7 can be expressed by the following equation (6).
Tvin = ipg ・ ηpg ・ T _PGIN ‐‐‐ (6)
The following equation (7) is obtained from the equation (6) and the above equation (5), and the following equation (8) is obtained from the equation (7) and the above equation (4).
Te = Tvin / (ipg · ηpg · t)---(7)
Te = (ΔP · m · n · r ₁ · A) / (2 · ipg · ηpg · t) --- (8)

In the case of the present embodiment, the torque Tvin input to the toroidal continuously variable transmission 7 obtained by the first power calculating means 19 as described above, the torque ratio t of the torque converter 11 at that time, The engine torque Te is calculated by the second power calculation means 20 from the reduction ratio ipg and the transmission efficiency ηpg of the planetary gear type transmission 9 based on the equation (7). Note that the second power calculation means 20 includes the differential pressure ΔP detected by the differential pressure detection means and the transmission ratio detection means without obtaining the input torque Tvin by the first power calculation means 19. The engine torque Te can be directly calculated based on the equation (8) from the turning radius r ₁ obtained from the detected gear ratio, the torque ratio t, the reduction ratio ipg, and the transmission efficiency ηpg. Further, the torque ratio t of the torque converter 11, the reduction ratio ipg of the planetary gear type transmission 9, and the transmission efficiency ηpg are obtained in a state corresponding to the driving situation through experiments and tests (preliminary tests) in advance. . The torque ratio t, transmission efficiency ηpg, etc. thus obtained are stored in the memory of the controller 15 as a map or a calculation formula. During operation, such a map or calculation formula is used to determine the torque ratio t and the transmission efficiency ηpg corresponding to the operation state at that time, and use them to calculate the engine torque Te.

  As described above, in the case of the present embodiment, the engine torque Te is calculated by the second power calculation means 20 using the input torque Tvin calculated by the first power calculation means 19. The first power calculating means 19 is a pair of hydraulic chambers 5a constituting the actuator 4 to which a force based on the torque actually transmitted by the toroidal type continuously variable transmission 9 (a force based on the traction force) is applied. 5b is calculated based on the differential pressure ΔP between the two 5b. For this reason, individual differences and changes over time (deterioration) of the engine and various sensors, which have been a problem in the above-described conventional technique (when using correlation with various parameters such as the accelerator opening), are used for calculating the engine torque Te. It is possible to prevent a deviation (error) based on. Then, the second power calculation means 20 adds the transmission efficiency (torque loss) of the power transmission mechanism 10 to the input torque Tvin obtained by the first power calculation means 19 as described above, specifically, a torque converter. The engine torque Te is calculated in consideration of the torque ratio t of 11 and the reduction ratio ipg of the planetary gear transmission 9 and the transmission efficiency ηpg. Therefore, the engine torque Te can be calculated accurately (with high accuracy), and various controls performed using the engine torque Te can be performed stably.

  In the case of the present embodiment, the differential pressure ΔP between the pair of hydraulic chambers 5a and 5b constituting the actuator 4 is obtained by using a hydraulic sensor provided in each of the hydraulic chambers 5a and 5b. However, it is not limited to such a configuration. For example, the amount of displacement of a member that is displaced in proportion to the differential pressure ΔP between the hydraulic chambers 5a and 5b (for example, a piston fitted in a cylinder chamber connected to the hydraulic chambers 5a and 5b) is expressed by a potentiometer. It is also possible to detect with a displacement sensor such as a differential pressure corresponding to the detected value. In this embodiment, a torque converter 11 and a planetary gear type transmission 9 are provided between the engine 6 and the toroidal type continuously variable transmission 7. However, when the torque converter 11 and the planetary gear type transmission 9 are not provided, the transmission efficiency (torque loss) of the torque converter 11 and the planetary gear type transmission 9 need not be considered (for example, engine torque and input). The torque may match.)

  In this embodiment, the torque output from the engine 6 (engine torque) is the same as the torque (input torque) input to the toroidal continuously variable transmission 7 and the transmission direction of this torque (power). Is calculated from the transmission efficiency (torque loss) of the power transmission mechanism 10 portion (torque converter 11, planetary gear transmission 9) upstream of the toroidal type continuously variable transmission 7. On the other hand, when the power (torque) downstream of the toroidal continuously variable transmission 7 is obtained, for example, when the power (output torque) output from the toroidal continuously variable transmission 7 is obtained, When obtaining the power (drive torque, drive force) output from the wheels (not shown) as members, the transmission efficiency of the upstream power transmission mechanism 10 portion (torque converter 11, planetary gear transmission 9). There is no need to consider (torque loss). This is because the power (input torque) input to the toroidal continuously variable transmission 7 calculated by the first power calculation means 19 based on the differential pressure is the upstream power transmission mechanism 10 portion ( This is because the influence of the transmission efficiency (torque loss) of the torque converter 11 and the planetary gear type transmission 9) is obtained as a value including all.

  Then, based on such input torque and the transmission efficiency (torque loss) of the toroidal continuously variable transmission 7, the power (output torque) output from the toroidal continuously variable transmission 7 is calculated. This output torque is also required with high accuracy. Also, transmission of the input torque and a downstream power transmission mechanism (for example, a gear transmission mechanism such as a planetary gear transmission or a differential gear device) downstream of the toroidal-type continuously variable transmission 7 with respect to the transmission direction of the torque. Based on the efficiency (gear efficiency) and the transmission efficiency of the toroidal-type continuously variable transmission 7, if the power (driving torque, driving force) output from the wheels as output members is obtained, this driving torque is also accurate. Desired. In particular, the driving torque can be calculated more accurately than the technique described in Patent Document 15.

Further, in the case of the present embodiment, in addition to the second power calculation means 20 for calculating the engine torque and the like as described above, this engine torque is calculated using, for example, the engine torque obtained in advance and various parameters (engine rotation). The controller 15 is provided with a function (power estimation means 21) for estimating based on correlation with speed, accelerator opening, torque map, and the like. Along with this, the function (power difference calculation means 22) for calculating the difference between the engine torque estimated by the power estimation means 21 and the engine torque calculated by the second power calculation means 20 is also provided. The controller 15 is provided. When the absolute value of the power difference calculated by the power difference calculation means 22 exceeds a preset threshold value (when larger than the threshold value), a signal indicating that there is an abnormality is transmitted as an abnormal signal. Output by means 23. Such an abnormal signal transmitting means 23 can be constituted by a warning light displayed on the control panel of the driver's seat or an alarm that emits a warning sound.
In the case of this embodiment, a hydraulic sensor that detects a differential pressure between a pair of hydraulic chambers 5a and 5b constituting the actuator 4 for detecting the input torque, and the engine torque is estimated. Therefore, when an abnormality occurs in the accelerator opening sensor, the rotation sensor, the air flow sensor, and the engine itself, the abnormality can be determined. Then, based on the abnormality signal based on this determination, the driver takes necessary measures (for example, by stopping control using these sensors or by stopping and repairing the driving), the driving stability And improve safety.

  2 to 3 show a second embodiment of the present invention corresponding to claims 1 to 5. In the case of the present embodiment, the power (torque) output from the engine 6 that is a drive source by the power transmission mechanism 10a is transmitted from the engine 6 to the wheels 24 that are output members via the toroidal-type continuously variable transmission 7a. To communicate. The power transmission mechanism 10a includes an upstream power transmission mechanism 25 upstream of the toroidal-type continuously variable transmission 7a and a downstream power transmission mechanism 26, which is also downstream, with respect to the power transmission direction. Yes. Of these, the upstream power transmission mechanism 25 is not provided with the torque converter 11 and the planetary gear type transmission 9 (FIG. 1), unlike the power transmission mechanism 10 of the first embodiment. That is, the power of the engine 6 is directly input to the input shaft 39 (FIG. 3) of the toroidal continuously variable transmission 7a (without passing through the torque converter 11 and the planetary gear type transmission 9). The downstream power transmission mechanism 26 is constituted by a gear-type transmission mechanism such as a differential gear device connected via a propeller shaft, for example.

  Furthermore, in the case of this embodiment, the toroidal continuously variable transmission 7a is constituted by a toroidal continuously variable transmission unit 27 and a gear-type differential unit 28. The differential unit 28 and the toroidal-type continuously variable transmission unit 27 are combined so that power can be divided (a power split state can be realized) or circulated (a geared neutral state can be realized). . As a structure in which such a toroidal-type continuously variable transmission unit 27 and the differential unit 28 are combined so that power can be circulated, for example, a structure as shown in FIG. 3 can be adopted. In the case of the structure shown in FIG. 3, the differential unit 28 is constituted by first to third planetary gear type transmission units 29 to 31. Of these, the carrier 32 constituting the first and second planetary gear type transmission units 29, 30 can freely rotate in synchronization with the input side disks 12, 12 constituting the toroidal-type continuously variable transmission unit 27. Is bound to.

  The sun gear 33 constituting the first planetary gear type transmission unit 29 is connected to the output side disk 13a constituting the toroidal type continuously variable transmission unit 27 through a hollow rotating shaft 34. In the low-speed mode state in which the low-speed clutch 35 of the low-speed and high-speed clutches 35 and 36 is connected and the high-speed clutch 36 is also disconnected, the speed difference between the sun gear 33 and the carrier 32. Rotation according to the above is taken out by the ring gear 37 constituting the first planetary gear type transmission unit 29 and transmitted to the output shaft 38 via the carrier constituting the third planetary gear type transmission unit 31. In such a low speed mode, the output shaft 38 is stopped while the input shaft 39 is rotated by adjusting the toroidal type continuously variable transmission unit 27 to a predetermined gear ratio (geared neutral point). A so-called geared neutral state (power circulation state) can be realized. Incidentally, such a structure in which the toroidal continuously variable transmission unit 27 and the differential unit 28 are combined so that power can be circulated or diverted is described in detail in the aforementioned Patent Documents 3 to 8 ( The structure of FIG. 3 is described in Patent Document 6), and since it is not related to the gist of the present invention, detailed description is omitted.

  In the case of the present embodiment having the toroidal continuously variable transmission 7a capable of circulating such power, the power (torque) passing through the toroidal continuously variable transmission unit 27 in the vicinity of the geared neutral point is: It becomes larger than the torque (engine torque) output from the engine 6. Therefore, when the controller 15 calculates the power (output torque) output from the toroidal continuously variable transmission 7a and the power (drive torque, drive power) output from the wheel 24, the difference It is important to consider the transmission efficiency (torque loss) of the moving unit 28 and the toroidal-type continuously variable transmission unit 27. Hereinafter, this point will be described.

First, when the efficiency of the toroidal-type continuously variable transmission unit 27 and the differential unit 28 is not taken into consideration, the gear ratio ev of the toroidal-type continuously variable transmission unit 27 at the geared neutral point is the deceleration of the first planetary gear-type transmission unit 29. If the ratio is i, it can be expressed by the following equation.
ev = i-1
Note that this reduction ratio i is set to i = Zr / Zs when the number of teeth of the sun gear 33 constituting the first planetary gear type transmission unit 29 is Zs and the number of teeth of the ring gear 37 is Zr. It can be expressed as
Further, the torque Tvin input to the toroidal type continuously variable transmission unit 27 becomes infinite at the geared neutral point. Here, when the torque output from the engine (engine torque) is Te, the input torque Tvin can be expressed by the following equation.
Tvin = −ev / {(i−1) −ev} · Te

On the other hand, when the efficiency of the toroidal continuously variable transmission unit 27 and the differential unit 28 is taken into consideration, the efficiency of the toroidal continuously variable transmission unit 27 is ηv and the efficiency of the differential unit 28 (first Assuming that the efficiency of the planetary gear type transmission unit 29) is ηpg, the torque Tvin input to the toroidal type continuously variable transmission unit 27 (= toroidal type continuously variable transmission 7a) can be expressed by the following equation.
Tvin = −ηpg · ηv · ev / {(i−1) −ηpg · ηv · ev} · Te
Here, for example, the efficiency ηpg of the differential unit 28 (first planetary gear type transmission unit 29) is set to 98%, the efficiency ηv of the toroidal continuously variable transmission unit 27 is set to 98%, and the first planetary gear type transmission is made. When the reduction ratio i of the unit 29 is 2.7, the input torque Tvin at the geared neutral point is 24.3 Te, and it can be seen that this input torque Tvin is accurately obtained.

  As is apparent from these results, when the input torque Tvin is determined in consideration of the efficiency of the toroidal-type continuously variable transmission unit 27 and the differential unit 28, the efficiency is also compared with the case where the efficiency is not considered. Small value. This means that, for example, when calculating the torque output from the engine 6 (engine torque Te), even if the same differential pressure is measured by the differential pressure detecting means, the value in consideration of the efficiency is Similarly, it becomes larger than the case where no consideration is given. For this reason, when adjustment (control) of the pressing force of a pressing device (not shown) constituting the toroidal-type continuously variable transmission unit 27 is performed based on the engine torque Te obtained without considering the efficiency, the engine The torque Te is calculated to be smaller than the actual value, and the pressing force generated by the pressing device may be smaller than the required value. In such a case, the pressing force required at the rolling contact portion (traction portion) cannot be obtained, slipping occurs at the rolling contact portion, and in some cases, damage such as seizure may occur. . Also, when calculating the torque (driving torque, driving force) etc. output from the wheel 24, for example, based on the engine torque Te obtained without considering the efficiency, the driving torque must be accurately calculated. Can not be.

On the other hand, in the case of the present embodiment, a toroidal continuously variable transmission in which the engine torque Te is obtained from the differential pressure and the gear ratio by the controller 15 having the function of the second power calculating means. It is calculated from the torque (input torque Tvin) input to the unit 27 and the efficiency of the toroidal type continuously variable transmission unit 27 and the differential unit 28. Therefore, the engine torque Te can be obtained accurately (with high accuracy), and various controls performed using the engine torque Te can be stably performed. In the case of the present embodiment, the power (output torque) output from the toroidal continuously variable transmission 7a by the controller 15 is changed to the input torque Tvin, the toroidal continuously variable transmission unit 27 and the difference. It is calculated from the efficiency of the moving unit 28. Further, the power (drive torque, drive force) output from the wheel 27 by the controller 15 is converted into the input torque Tvin, the efficiency of the toroidal continuously variable transmission unit 24 and the differential unit 28, and the downstream side. It is calculated from the transmission efficiency (gear efficiency) of the power transmission mechanism 26 (gear-type transmission mechanism portion such as a differential gear device connected via a propeller shaft). Therefore, the output torque and drive torque can be accurately obtained, and various controls performed using the output torque and drive torque can be performed stably. For example, the driving torque calculated in this way is used to control the traction control device for regulating the slip amount of the wheel 24 {the output of the engine 6 and the braking device according to the slip amount estimated from the driving torque. If the control of the braking amount of the (brake device) is performed, the control of the traction control can be performed more accurately and finely (closely).
Other configurations and operations are the same as those of the first embodiment described above, and thus redundant description is omitted.

  FIG. 4 shows Embodiment 3 of the present invention corresponding to claims 1 to 2 and 7. In the case of the present embodiment, the upstream side power transmission mechanism 25a that transmits power between the engine 6 that is a driving source and the toroidal type continuously variable transmission 7 is replaced with a planetary gear type transmission that is a gear type differential unit. 40 and a motor / generator 41 which is provided separately from the engine 6 and rotates the rotor based on energization or generates electric power based on the rotation of the rotor. A first input member (for example, a ring gear or a carrier) constituting the planetary gear type transmission 40 is driven to rotate by the engine 6 and is also a second input member (for example, a sun gear or a ring gear). The rotor of the motor / generator 41 is connected. And the rotation according to the speed difference between these 1st, 2nd input parts is taken out via the remaining structural members (for example, a carrier and a sun gear) of the said planetary gear type transmission 40, The said toroidal type This is transmitted to the continuously variable transmission 7. The configuration of such a so-called hybrid transmission is described in Patent Document 13 and is not related to the gist of the present invention.

  In the case of this embodiment, the engine torque Te is input to the toroidal continuously variable transmission 7 which is obtained from the differential pressure and the gear ratio by the controller 15 having the function of the second power calculating means. Calculated based on the torque (input torque Tvin) and the transmission efficiency of the upstream power transmission mechanism 25a. The transmission efficiency of the upstream power transmission mechanism 25a is, for example, when the power (torque) of the motor / generator 41 and the power (engine torque) output from the engine 6 are added together by the planetary gear type transmission 40. First, the transmission efficiency of the planetary gear type transmission 40 is set. Further, since the torque (input torque Tvin) input to the toroidal-type continuously variable transmission 7 includes the power (torque) output from the motor / generator 41, the motor torque Te is calculated in the motor torque Te. It is necessary to consider the output torque of the generator 41. Even when the motor / generator 41 is generating electric power, it is necessary to consider the torque input from the engine 6 to the motor / generator 41 in calculating the engine torque Te. In any case, in this embodiment, the calculation of the engine torque Te is performed in consideration of the transmission efficiency of the planetary gear type transmission 40 and the transmission efficiency (input / output torque) of the motor / generator 41.

In this embodiment as well, the calculation of the engine torque Te can be performed in real time based on the differential pressure, and can be performed accurately by considering the efficiency. For this reason, the control (output control of the engine 6 and the motor / generator 41) for outputting the engine 6 at the best fuel efficiency, which is performed using the engine torque Te, can be optimally performed (can be operated on the best fuel efficiency curve). . As a result, a so-called hybrid vehicle (a vehicle that uses two or more types of power sources as power) that has the highest priority on fuel efficiency can further improve fuel efficiency.
Other configurations and operations are the same as those of the first and second embodiments described above, and a duplicate description is omitted.

  FIG. 5 shows Embodiment 4 of the present invention corresponding to claims 1 to 2 and 7. In the case of the third embodiment described above, the outputs of the engine 6 and the motor / generator 41 are input to the planetary gear type transmission 40, and the differential component of the planetary gear type transmission 40 is converted into the toroidal continuously variable transmission 7 ( (See FIG. 4). On the other hand, in the case of the present embodiment, the engine 6 and the motor / generator 41 are provided in series, and the power of at least one of the engine 6 and the motor / generator 41 is transmitted through the differential unit as described above. It is configured to transmit to the toroidal type continuously variable transmission 7 without any trouble. In the case of the illustrated example, the power is transmitted to the toroidal continuously variable transmission 7 through a planetary gear type transmission 40a for constituting a forward / reverse switching unit. Such a planetary gear type transmission 40a is not for extracting differential components as in the third embodiment. The configuration of such a hybrid transmission is described in Patent Document 16 and is not related to the gist of the present invention, and thus detailed description thereof is omitted.

Also in this embodiment, the controller 15 having the function of the second power calculation means inputs the engine torque Te to the toroidal continuously variable transmission 7 which is obtained from the differential pressure and the gear ratio. And the transmission efficiency of the motor / generator 41 and the planetary gear type transmission 40a constituting the upstream power transmission mechanism 25b. Therefore, the calculation of the engine torque Te can be accurately performed, and the control (output control of the engine 6 and the motor / generator 41) for performing the output of the engine 6 with the best fuel consumption using the engine torque Te is optimal. (You can drive on the best fuel consumption curve).
Other configurations and operations are the same as those of the third embodiment described above, and thus redundant description is omitted.

  In the above description, the present invention is applied to an automatic transmission for an automobile. However, the present invention can also be used as a transmission for various industries. The structure of the toroidal continuously variable transmission may be either a half toroidal type or a full toroidal type.

1 is a block diagram showing a first embodiment of the present invention. The block diagram which shows the same Example 2. FIG. Sectional drawing which takes out and shows a toroidal type continuously variable transmission. The block diagram which shows Example 3 of this invention. The block diagram which shows the same Example 4. FIG. Sectional drawing which shows an example of the conventional toroidal type continuously variable transmission. FIG. 6 is a schematic cross-sectional view showing an example of a conventional continuously variable transmission.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Power roller 2 Trunnion 3 Axis 4 Actuator 5a, 5b Hydraulic chamber 6 Engine 7, 7a Toroidal type continuously variable transmission 8 Starting clutch 9 Planetary gear type transmission 10, 10a Power transmission mechanism 11 Torque converter 12 Input side disk 13, 13a Output side disk 14 Axis 15 Controller 16 Gear ratio control valve 17 Sleeve 18 Stepping motor 19 First power calculation means 20 Second power calculation means 21 Power estimation means 22 Power difference calculation means 23 Abnormal signal transmission means 24 Wheel 25, 25a, 25b Upstream power transmission mechanism 26 Downstream power transmission mechanism 27 Toroidal-type continuously variable transmission unit 28 Differential unit 29 First planetary gear type transmission unit 30 Second planetary gear type transmission unit 31 Third planetary gear type transmission unit 32 Carrier 33 Sun gear 3 Hollow rotary shaft 35 low speed clutch 36 high speed clutch 37 ring gear 38 the output shaft 39 input shaft 40,40a planetary gear transmission 41 motor generator

Claims (8)

Toroidal continuously variable transmission and power transmission mechanism,
Of these, the power transmission mechanism transmits power output from the drive source to the output member from the drive source via the toroidal continuously variable transmission.
The toroidal continuously variable transmission is sandwiched between first and second disks arranged concentrically and relatively rotatably, and inner surfaces of the first and second disks facing each other. A plurality of power rollers that transmit power between the first and second discs, a plurality of support members that rotatably support the power rollers, and the support members that are connected to both ends. Between a hydraulic actuator that changes the gear ratio between the first disk and the second disk by displacing in the axial direction of the pivot provided on the actuator, and a pair of hydraulic chambers provided on the actuator Differential pressure detecting means for detecting the differential pressure of the first disk, gear ratio detecting means for detecting the gear ratio between the first disk and the second disk, and at least the gear ratio detecting means and the difference For pressure detection means And a first power calculating means for calculating the power transmitted between the first and second discs based on the detected gear ratio and differential pressure. In
At least one of the power output from the drive source, the power output from the toroidal continuously variable transmission, and the power output from the output member is used as the first power calculation means. A second power calculating means for calculating based on the power calculated by the power transmission mechanism, the transmission efficiency of the power transmission mechanism portion, and the transmission efficiency of the toroidal continuously variable transmission portion. A continuously variable transmission characterized by having it.   The second power calculation means, the power output from the drive source, the transmission efficiency of the upstream power transmission mechanism upstream of the toroidal type continuously variable transmission with respect to the power transmission direction in the power transmission mechanism, The continuously variable transmission according to claim 1, wherein the continuously variable transmission is calculated based on the power calculated by the first power calculating means.   The second power calculation means calculates the power output from the toroidal type continuously variable transmission based on the transmission efficiency of the toroidal type continuously variable transmission and the power calculated by the first power calculation means. The continuously variable transmission according to claim 1.   The second power calculation means, the power output from the output member, the transmission efficiency of the downstream power transmission mechanism on the downstream side of the toroidal type continuously variable transmission in the power transmission mechanism of the power transmission mechanism, The continuously variable transmission according to claim 1, wherein the continuously variable transmission is calculated based on the transmission efficiency of the toroidal continuously variable transmission and the power calculated by the first power calculating means.   A toroidal type continuously variable transmission is composed of a toroidal type continuously variable transmission unit and a gear type differential unit. The differential unit and the toroidal type continuously variable transmission unit can share power with each other or circulate. The continuously variable transmission according to any one of claims 1 to 4, wherein the continuously variable transmission is combined.   Provided separately from the second power calculation means, a power estimation means for estimating the power output from the drive source, the power estimated by the power estimation means, and the second power calculation means calculate, When the absolute value of the power difference calculated by the power difference calculating means for calculating the difference from the power output from the drive source and the power difference calculating means exceeds a preset threshold, The continuously variable transmission according to any one of claims 1 to 2, further comprising: an abnormal signal transmission means for outputting a signal indicating that there is.   The power transmission mechanism is provided separately from the drive source, and includes a motor / generator that rotationally drives the rotor based on energization or generates power based on the rotation of the rotor. The output of at least one of the motor / generator and the drive source is controlled based on the power output from the drive source calculated by: The continuously variable transmission described.   The power calculated by the second power calculation means is used for control of a traction control device for regulating the slip amount of a wheel that is an output member, according to any one of claims 1 to 7. Step transmission.

Images