JP2010261536A - Gear ratio computing device for v-belt type continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To make a gear ratio, computed based on a belt winding diameter obtained from a detection value by a movable sheave position sensor of pulley, exact even when an error of sensor attaching position exists. <P>SOLUTION: When a gear ratio i corresponding to a movable sheave position sensor detection value deviates with respect to a gear ratio λ (pulley rotation ratio) corresponding to a pulley rotation sensor detection value as shown in the FIG, an average deviation of gear ratio deviations (i-λ) between both of them is calculated every gear ratio regions A-D first, and a gear ratio compensating value ▵i<SB>ave</SB>as shown in the FIG is calculated by performing linear interpolation based on this average deviation. Next, a gear ratio corresponding to the movable sheave position sensor detection value after calibration (compensation) shown by broken line in the lowest stage is calculated by calibrating (compensating) the gear ratio i corresponding to the movable sheave position sensor detection value by adding the gear ratio compensating value ▵i<SB>ave</SB>thereto. Furthermore, the gear ratio i corresponding to the movable sheave position sensor detection value agrees with the gear ratio (pulley rotation ratio) λ corresponding to the rotation sensor detection value showing an actual gear ratio by this calibration (compensation). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an apparatus for calculating a transmission ratio of a V-belt type continuously variable transmission, and in particular, among the fixed sheave and the movable sheave that define a V groove of a pulley around which a V belt is stretched, the latter movable sheave. The present invention relates to an improvement proposal of a gear ratio calculation device that calculates a gear ratio of a V-belt type continuously variable transmission based on a pulley winding radius of a V belt obtained from a stroke position.

The V-belt type continuously variable transmission is configured by spanning a V-belt between a primary pulley on the input side and a secondary pulley on the output side.
In order to enable shifting, the primary pulley and the secondary pulley are respectively configured such that the other movable sheave can stroke in the axial direction by the individual pulley pressure with respect to one fixed sheave forming the pulley V groove.

In shifting control, one of these pulley pressures is controlled to determine the V belt clamping pressure by the primary pulley and the V belt clamping pressure by the secondary pulley,
The gear ratio of the V belt type continuously variable transmission is determined by the correlation between the V belt clamping pressure by the primary pulley and the V belt clamping pressure by the secondary pulley.

  By the way, the V belt type continuously variable transmission needs to determine the V belt clamping pressure by the primary pulley pressure and the V belt clamping pressure by the secondary pulley pressure so that the slip ratio of the V belt with respect to the primary pulley and the secondary pulley becomes appropriate. There is.

Incidentally, when the V belt clamping pressure due to the primary pulley pressure and the V belt clamping pressure due to the secondary pulley pressure are too small and the V belt is excessively slipping, not only the transmission efficiency is lowered, but the durability of the V belt is deteriorated,
Conversely, when the V-belt clamping pressure due to the primary pulley pressure and the V-belt clamping pressure due to the secondary pulley pressure are too large and the V-belt is insufficiently slipped, not only does the durability of the V-belt deteriorate, but the V-belt clamping pressure Power loss is increased by an excessive amount and fuel consumption is deteriorated.

Therefore, it is necessary to control the V belt clamping pressure by the primary pulley pressure and the V belt clamping pressure by the secondary pulley pressure so that the belt slip ratio of the V belt with respect to the primary pulley and the secondary pulley becomes appropriate.
Therefore, it is necessary to calculate the belt slip ratio of the V belt with respect to the primary pulley and the secondary pulley.

For example, in view of such a requirement, a technique as described in Patent Document 1 is conventionally known as a technique for calculating a belt slip ratio.
The belt slip ratio calculation technique described here obtains the transmission ratio of the V-belt continuously variable transmission based on the pulley winding radius of the V-belt determined from the stroke position of the movable sheave (the transmission ratio thus obtained is a geometric ratio). Belt slip due to the divergence state (pulley rotation ratio) between this geometric transmission ratio and the ratio between the detected rotation speeds of both pulleys (pulley rotation ratio). The rate is calculated.

JP 2006-511765 gazette

However, the movable sheave stroke position may cause a detection error due to the installation position error of the movable sheave position sensor that detects the stroke position of the movable sheave that is necessary to obtain the geometric gear ratio, or due to changes in temperature and characteristics over time. May occur.
For this reason, the pulley winding radius of the V belt obtained from the detected value of the movable sheave stroke position is different from the actual value, and the geometric speed ratio of the V belt type continuously variable transmission obtained based on this is different from the actual value. There is.

In this case, the accuracy of the belt slip ratio calculated from the geometric gear ratio and the pulley rotation ratio is poor, and even if the V belt clamping pressure is controlled so that the belt slip ratio becomes an ideal belt slip ratio, The belt slip rate cannot be made the ideal belt slip rate.
Therefore, an excessive V belt clamping pressure causes shortage or excess of belt slip, resulting in deterioration of the durability of the V belt, deterioration of fuel consumption, and reduction of transmission efficiency.

  In view of the above problems, the present invention eliminates the influence of the movable sheave stroke position detection error, even if there is a detection error of the movable sheave stroke position due to a change in the position of the movable sheave position sensor or a change in characteristics due to temperature and time. An object of the present invention is to propose a gear ratio calculation device for a V-belt type continuously variable transmission that can solve the above-described problem by accurately calculating a geometric gear ratio from a detected value of a movable sheave stroke position. .

For this purpose, the gear ratio calculation device for a V-belt type continuously variable transmission according to the present invention is configured as follows.
First, a V-belt type continuously variable transmission using a gear ratio calculation device according to the present invention is configured such that a V-belt is stretched between pulleys so that transmission is possible, and a counter sheave defining a pulley V-groove for passing the belt. One of the two is stroked in the axial direction relative to the other sheave to change the wrapping radius of the V-belt with respect to the pulley so that the speed can be changed.

  The transmission ratio calculating device of the present invention used for such a V-belt type continuously variable transmission has a movable sheave position sensor for detecting the stroke position of the movable sheave, and the pulley winding of the V belt is obtained from the movable sheave stroke position detected by the sensor. It is assumed that the gear ratio of the V-belt type continuously variable transmission is calculated based on the radius.

The present invention is characterized in that such a gear ratio calculation device is provided with the following pulley rotation ratio calculation means and movable sheave stroke position corresponding gear ratio calibration means.
The former pulley rotation ratio calculating means detects the number of rotations of the pulley over which the V-belt is wound, and calculates the rotation ratio between the pulleys.
Moreover, the latter movable sheave stroke position corresponding gear ratio calibration means calibrates the gear ratio corresponding to the movable sheave stroke position detected by the movable sheave position sensor based on the pulley rotation ratio calculated by the pulley rotation ratio calculation means. It is.

  According to the gear ratio calculation apparatus of the present invention, the gear ratio corresponding to the movable sheave stroke position detected by the movable sheave position sensor is not used as it is, and the calibration is performed based on the pulley rotation ratio between the pulleys around the V belt. Therefore, even if there is a detection error of the movable sheave stroke position due to an error in the installation position of the movable sheave position sensor or a change in characteristics due to temperature and time, the gear ratio used is not affected by this detection error It is close to the actual value.

For this reason, the belt slip ratio is calculated from the gear ratio and the pulley rotation ratio as described above, and the V belt clamping pressure control is performed so that the belt slip ratio becomes an ideal belt slip ratio. The accuracy of the belt slip rate is high, and the actual belt slip rate can be matched with the ideal belt slip rate as intended.
Therefore, there is no shortage or excess of belt slip due to excessive V belt clamping pressure, and it is possible to avoid problems related to deterioration in durability of the V belt, deterioration in fuel consumption, and reduction in transmission efficiency due to these. .

1 is a system diagram showing a V-belt type continuously variable transmission to which a gear ratio calculation apparatus of the present invention can be applied, together with its shift control system. FIG. 2 is a detailed front view showing a V-belt winding transmission portion of the V-belt type continuously variable transmission in FIG. 1 in a highest gear ratio selection state. FIG. 2 is a schematic system diagram showing details of a shift control system in FIG. 1. It is explanatory drawing which shows the relationship between the stroke position of the movable sheave which makes the V groove width of a belt pulley variable, and the pulley winding diameter of a V belt. FIG. 4 is a flowchart showing a first half of a control program related to a correction process of a gear ratio corresponding to a detection value of a movable sheave position sensor executed by a transmission controller in FIGS. FIG. 4 is a flowchart showing a calibration value calculation program related to a calibration process of a gear ratio corresponding to a detection value of a movable sheave position sensor executed by a transmission controller in FIGS. FIG. 4 is a flowchart showing a calibration amount calculation program related to a calibration process of a gear ratio corresponding to a detection value of a movable sheave position sensor executed by a transmission controller in FIGS. It is a characteristic diagram which shows the relationship between a movable sheave stroke position and a gear ratio with a movable sheave position sensor detection value. It is a characteristic diagram which shows the change characteristic regarding the correction amount of the movable sheave position sensor detection value corresponding | compatible gear ratio according to the temperature of a movable sheave position sensor. It is explanatory drawing for demonstrating the calibration principle of the movable sheave position sensor detection value corresponding | compatible gear ratio by this invention. FIG. 8 is an operation time chart illustrating the calibration state of the shift ratio corresponding to the detection value of the movable sheave position sensor according to FIGS. It is an expansion vertical side view of the V belt winding transmission part which shows the other example of a movable sheave position sensor.

Hereinafter, embodiments of the present invention will be described in detail based on an example shown in the drawings.
<Configuration>
FIG. 1 schematically shows an example of a V-belt type continuously variable transmission 1 to which the gear ratio calculation apparatus of the present invention can be applied.
This V-belt type continuously variable transmission 1 has a primary pulley 2 and a secondary pulley 3 arranged so that both pulley V grooves are aligned in a plane perpendicular to the axis, and the endless V in the V grooves of these pulleys 2 and 3 is provided. The belt 4 is stretched and generally configured.

  An engine 5 is disposed coaxially with the primary pulley 2, and a lockup torque converter 6 and a forward / reverse switching mechanism 7 are interposed between the engine 5 and the primary pulley 2 in order from the engine 5 side.

The forward / reverse switching mechanism 7 has a double pinion planetary gear set 7a as a main component, and its sun gear is connected to the engine 5 via the torque converter 6 to be an input element, and the carrier is connected to the primary pulley 2 to be an output element. Eggplant.
The forward / reverse switching mechanism 7 further includes a forward clutch 7b that directly connects the sun gear and the carrier of the double pinion planetary gear set 7a, and a reverse brake 7c that fixes the ring gear.

Thus, when the forward / reverse switching mechanism 7 releases both the forward clutch 7b and the reverse brake 7c, it becomes a neutral state in which the input rotation from the engine 5 via the torque converter 6 is not transmitted to the primary pulley 2, and in this state,
When the forward clutch 7b is engaged, the input rotation from the engine 5 via the torque converter 6 is directly transmitted to the primary pulley 2 as the forward rotation.
When the reverse brake 7c is engaged, the input rotation via the torque converter 6 from the engine 5 can be transmitted to the primary pulley 2 as reverse rotation under reverse deceleration.

The rotation to the primary pulley 2 is transmitted to the secondary pulley 3 via the V-belt 4, and the rotation of the secondary pulley 3 is thereafter passed through the output shaft 8, the final reduction gear set 9 and the differential gear device 10 coupled to the secondary pulley 3. It reaches left and right drive wheels (not shown) and is used for traveling of the vehicle.
In order to be able to change the rotational transmission ratio (transmission ratio) between the primary pulley 2 and the secondary pulley 3 during the power transmission described above, one of the opposing sheaves forming the V-grooves of the primary pulley 2 and the secondary pulley 3 is fixed. Sheaves 2a and 3a are used, and the other sheaves 2b and 3b are movable sheaves that can be displaced in the axial direction.

These movable sheaves 2b and 3b are respectively supplied with a primary pulley pressure Ppri and a secondary pulley pressure Psec having a line pressure controlled as described in detail later as a primary pressure, respectively, to the primary pulley chamber 2c and the secondary pulley chamber 3c, respectively. Energize toward fixed sheaves 2a and 3a.
As a result, the V-belt 4 is clamped between the opposed sheaves 2a, 2b and 3a, 3b to enable the power transmission between the primary pulley 2 and the secondary pulley 3.

The V-belt 4 that controls this power transmission is constructed in a belt shape by connecting a number of V-shaped elements 4a as shown in FIG. 1 with endless bands (not shown) as shown in FIG. As shown in FIG. 1, 4a is sandwiched between the opposed sheaves 2a, 2b and 3a, 3b to transmit power between the primary pulley 2 and the secondary pulley 3.
2 shows the highest gear ratio selection state in which the winding radius of the V belt 4 with respect to the primary pulley 2 is maximized and the winding radius of the V belt 4 with respect to the secondary pulley 3 is minimized.

<Shifting action>
At the time of shifting, the differential pressure between the secondary pulley pressure Psec generated corresponding to the target gear ratio and the primary pulley pressure Ppri that uses the line pressure as it is, with the line pressure to be controlled as described later as the source pressure, is used. The target gear ratio can be realized by changing the V groove widths of the pulleys 2 and 3 and continuously changing the winding radius of the V belt 4 around the pulleys 2 and 3.

The outputs of the primary pulley pressure Ppri and the secondary pulley pressure Psec are output by the shift control hydraulic circuit 11 together with the engagement hydraulic pressure output of the forward clutch 7b to be engaged when the forward travel range is selected and the reverse brake 7c to be engaged when the reverse travel range is selected. To control.
The shift control hydraulic circuit 11 performs the control in response to a signal from the transmission controller 12.

For this reason, the transmission controller 12 receives a signal from the primary pulley rotation sensor 13 that detects the primary pulley rotation speed Npri, a signal from the secondary pulley rotation sensor 14 that detects the secondary pulley rotation speed Nsec, and the secondary pulley pressure Psec. A signal from the secondary pulley pressure sensor 15 to detect, a signal from the primary pulley pressure sensor 16 to detect the primary pulley pressure Ppri, a signal from the accelerator opening sensor 17 to detect the accelerator pedal depression amount APO, and an inhibitor switch 18 A movable sheave that detects a selection range signal from the engine, a signal related to transmission input torque from the engine controller 19 that controls the engine 5 (engine speed, fuel injection time, etc.), and a stroke Lsec of the secondary pulley movable sheave 3b Signal from position sensor 20 and operation of V-belt type continuously variable transmission 1 Inputting a signal from the transmission hydraulic oil temperature sensor 24 for detecting a temperature, and a signal from the travel distance sensor 28 for detecting a running distance of the vehicle.
The movable sheave position sensor 20 is a magnetic non-contact sensor that magnetically detects the stroke of the movable sheave 3b.

The shift control hydraulic circuit 11 and the transmission controller 12 are as shown in FIG. 3, and the shift control hydraulic circuit 11 will be first described below.
The shift control hydraulic circuit 11 comprises an oil pump 21 driven by the engine, from which the medium of the hydraulic oil to the oil passage 22, which pressure is regulated to a predetermined line pressure P _L by the pressure regulator valve 23.
The line pressure P _L in the oil passage 22 on the one hand and supplied to the primary pulley chamber 2c as the primary pulley pressure Ppri as it is, is supplied to the secondary pulley chamber 3c as the secondary pulley pressure Psec after being pressure regulated by the shift control valve 25 on the other hand .
Note the pressure regulator valve 23 shall be controlled so that the line pressure P _L by the drive duty input into a solenoid 23a, a higher pressure corresponding to the transmission input torque.

The speed change control valve 25 has a neutral position 25a, a pressure increase position 25b, and a pressure reduction position 25c. The speed change control valve 25 is connected to the middle of the speed change link 26 in order to switch these valve positions. A step motor 27 as a speed change actuator is connected to one end of 26, and a movable sheave 3b of a secondary pulley is connected to the other end.
The step motor 27 is moved from the reference position to the operation position advanced by the number of steps corresponding to the target gear ratio, and the operation of the step motor 27 causes the speed change link 26 to swing around the connecting portion with the movable sheave 3b. As a result, the shift control valve 25 is moved from the neutral position 25a to the pressure increasing position 25b or the pressure reducing position 25c.

In the neutral position 25a of the shift control valve 25, the secondary pulley pressure Psec is pressure retention, the pressure increasing position 25b of the shift control valve 25, the secondary pulley pressure Psec is boosted to the line pressure P _L as source pressure, the shift control valve At the 25 decompression position 25c, the secondary pulley pressure Psec is decompressed by the drain.
If the differential pressure between the secondary pulley pressure Psec and the primary pulley pressure Ppri changes due to the above increase / decrease of the secondary pulley pressure Psec, the V-belt continuously variable transmission 1 is downshifted to the low gear ratio when the secondary pulley pressure Psec is increased. When the secondary pulley pressure Psec is reduced, the V-belt continuously variable transmission 1 is upshifted to the high gear ratio, and the V-belt continuously variable transmission 1 can be shifted toward the target gear ratio. it can.

The progress of the speed change is fed back to the corresponding end of the speed change link 26 via the movable sheave 3b of the secondary pulley 3, and the speed change link 26 is connected to the step motor 27 as a fulcrum, and the speed change control valve 25 is set to the pressure increasing position. It swings in a direction to return to the neutral position 25a from 25b or the decompression position 25c.
Thus, when the target speed ratio is achieved, the speed change control valve 25 is returned to the neutral position 25a, and the V-belt type continuously variable transmission 1 can be maintained at the target speed ratio by maintaining the secondary pulley pressure Psec.

  The solenoid drive duty of the pressure regulator valve 23 and the shift command (step number Step) to the step motor 27 are controlled with whether or not the engagement hydraulic pressure is supplied to the forward clutch 7b and the reverse brake 7c shown in FIG. These are determined by the controller 12.

In the duty control of the pressure regulator valve 23, the transmission controller 12 uses a transmission input torque Ti obtained based on input torque related information (engine speed, fuel injection time, etc.) from the engine controller 19 (see FIG. 1), The belt slip ratio of the V belt 4 with respect to the primary pulley 2 and the secondary pulley 3 calculated as described later can be transmitted from the transmission input torque Ti from the viewpoint of durability and transmission efficiency of the V belt 4. best to the line pressure P _L (target V-belt clamping force of the primary pulley 2 and secondary pulley 3) target belt slip ratio required target primary pulley pressure to become match, drives the solenoid 23a of pressure regulator valve 23 Determine the duty.

In controlling whether to supply the engagement hydraulic pressure to the forward clutch 7b and the reverse brake 7c shown in FIG. 1, the transmission controller 12 performs the control in accordance with the selection range signal from the inhibitor switch 18 as follows.
If the V-belt type continuously variable transmission 1 is set to a non-traveling range such as a P (parking) range or an N (stopping) range, the forward clutch 7b and the reverse brake 7c are not supplied with fastening hydraulic pressure, and these forward clutches By releasing 7b and reverse brake 7c, V belt type continuously variable transmission 1 is brought into a neutral state where no power is transmitted.

If the V-belt type continuously variable transmission 1 is set to the forward travel range such as the D range, the engagement hydraulic pressure is supplied only to the forward clutch 7b, and the V-belt type continuously variable transmission 1 is transmitted to the forward rotation by the engagement. To be in a state.
If the V-belt type continuously variable transmission 1 is set to the reverse travel range such as the R range, the engagement hydraulic pressure is supplied only to the reverse brake 7c, and the V belt type continuously variable transmission 1 is transmitted to the reverse rotation by the engagement. To be in a state.

When determining the gear shift command (step number Step) to the step motor 27, the transmission controller 12 determines the target based on the planned shift map from the vehicle speed VSP obtained from the secondary pulley rotation speed Nsec and the accelerator opening APO. A gear ratio is obtained, and the step number Step corresponding to this is used as a gear shift command.
The step motor 27 shown in FIG. 3 makes the actual speed ratio of the V-belt type continuously variable transmission 1 coincide with the target speed ratio by the speed change action in response to the speed change command (step number Step).

<Calculation of belt slip ratio>
As described above, during the transmission of the V-belt type continuously variable transmission 1, the belt slip ratio of the V belt 4 with respect to the primary pulley 2 and the secondary pulley 3 is the optimum target belt slip from the viewpoint of the durability of the V belt 4 and the transmission efficiency. so as to be rate, it is necessary to control the V-belt clamping pressure by the primary pulley 2 and secondary pulley 3 via the control of the line pressure P _L (pulley pressure Ppri, control of Psec).

  For this purpose, the transmission controller 12 in FIGS. 1 and 3 calculates the belt slip rate SLip of the V belt 4 with respect to the primary pulley 2 and the secondary pulley 3, and based on this belt slip rate SLip, pulley pressures Ppri, Psec (primary pulley 2 The V belt clamping pressure by the secondary pulley 3) is controlled as described later.

In calculating the belt slip ratio SLip, first, a pulley rotation ratio λ (= Npri / Nsec) between the primary pulley rotation speed Npri and the secondary pulley rotation speed Nsec is calculated.
The transmission controller 12 that performs this calculation corresponds to the pulley rotation ratio calculation means in the present invention.
Next, the geometric transmission ratio i of the V-belt continuously variable transmission is obtained as follows based on the secondary pulley winding radius Rsec of the V-belt 4 that can be determined from the movable sheave stroke position Lsec of the secondary pulley 3.

Incidentally, between the movable sheave stroke position Lsec and the secondary pulley winding radius Rsec of the V-belt 4, as shown in FIG. 4, the relational expression of Rsec = Lsec / tanθ is obtained, where θ is the conical surface inclination angle of the movable sheave 3b. Using this relational expression, the secondary pulley winding radius Rsec of the V belt 4 can be calculated from the movable sheave stroke position Lsec.
When the secondary pulley winding radius Rsec of the V belt 4 is determined, the belt winding radius Rpri of the primary pulley 3 is also uniquely determined, and the pulley winding radius ratio Rsec / Rpri between the two is the geometric shift of the V belt type continuously variable transmission. The ratio i.

The belt slip ratio SLip of the V-belt 4 with respect to the primary pulley 2 and the secondary pulley 3 is obtained by calculating the pulley rotation ratio λ (= Npri / Nsec) and the geometric speed ratio i (the pulley winding radius of the V-belt 4). The ratio Rsec / Rpri) is a divergence state (difference or ratio between the two).
SLip = {(λ−i) / i} × 100%

  As described above, the belt of the V belt 4 with respect to the primary pulley 2 and the secondary pulley 3 obtained from the pulley rotation ratio λ (= Npri / Nsec) and the geometric speed ratio i (the pulley winding radius ratio Rsec / Rpri of the V belt 4). Based on the slip ratio SLip, the transmission controller 12 and the shift control hydraulic circuit 11 allow the belt slip ratio SLip to be a target slip ratio determined in consideration of the durability of the V-belt, fuel consumption, transmission efficiency, and the like. The pulley pressures Ppri and Psec (V belt clamping pressure by the primary pulley 2 and the secondary pulley 3) are controlled by the above-described action.

<Calibration of geometric transmission ratio>
By the way, it depends on the installation position error of the movable sheave position sensor 20 for detecting the stroke position Lsec of the movable sheave necessary for obtaining the geometric transmission ratio i (the pulley winding radius ratio Rsec / Rpri of the V belt 4), the temperature, and the time. Due to characteristic changes, the movable sheave stroke position Lsec may have a detection error.
For this reason, the pulley winding radius Rsec of the V-belt 4 obtained from the detected value of the movable sheave stroke position Lsec is different from the actual value, and the geometrical transmission ratio i of the V-belt type continuously variable transmission obtained by calculation using this value. (= Belt winding radius ratio Rsec / Rpri) may also be different from the actual value.

In this case, the accuracy of the belt slip ratio SLip calculated from the geometric speed ratio i and the pulley rotation ratio λ is poor, and the pulley pressures Ppri, Psec (primary pulley 2 and Even if the V belt clamping pressure by the secondary pulley 3 is controlled, the actual belt slip ratio cannot be made the ideal belt slip ratio.
Therefore, an excessive V belt clamping pressure causes shortage or excess of belt slip, resulting in deterioration of the durability of the V belt, deterioration of fuel consumption, and reduction of transmission efficiency.

  In this embodiment, even if there is a detection error of the movable sheave stroke position Lsec due to an installation position error of the movable sheave position sensor 20 or a change in characteristics due to temperature and time, the movable sheave stroke is eliminated so as to eliminate the influence of this. The geometric gear ratio i corresponding to the position Lsec is calibrated so that the geometric gear ratio i can always exactly match the actual value, thereby solving the above problem.

Therefore, in this embodiment, the transmission controller 12 executes the control programs of FIGS. 5 to 7 and calibrates the geometric speed ratio i as follows.
In step S11, it is determined by self-diagnosis or the like whether or not the movable sheave position sensor 20 itself is normal.
If the movable sheave position sensor 20 is not normal, the control proceeds to step S12 in the abnormality processing loop. Here, the speed ratio i obtained as described above from the detection value Lsec of the movable sheave position sensor 20 is output as the abnormality output. The abnormal time process is performed, and the process exits the speed ratio calibration process loop of FIGS.

If it is determined in step S11 that the movable sheave position sensor 20 is normal, the geometric gear ratio i is calculated in step S13 as follows.
First, based on the table obtained by normalizing the relationship between the detection value Lsec of the movable sheave position sensor 20 and the geometric gear ratio i as illustrated in FIG. 8, the detection value Lsec of the movable sheave position sensor 20 Search for geometric gear ratio i.
On the other hand, from the transmission hydraulic oil temperature based on the map that represents the relationship between the transmission hydraulic oil temperature (temperature of the movable sheave position sensor 20) and the transmission gear ratio correction amount Δi illustrated in FIG. 9 obtained by learning, A gear ratio correction amount Δi for canceling the characteristic change of the movable sheave position sensor 20 according to the change in the transmission hydraulic oil temperature is searched.
Finally, the gear ratio correction amount Δi is added to the geometric gear ratio i corresponding to the detection value Lsec of the movable sheave position sensor 20 to correct the temperature of the geometric gear ratio i.
Therefore, step S13 corresponds to the movable sheave position sensor output correcting means in the present invention.

In the next step S14, it is checked whether or not the V belt 4 slips depending on whether or not the safety factors of the primary pulley pressure Ppri and the secondary pulley pressure Psec are equal to or greater than a threshold value.
When it is determined that the V-belt 4 does not slip, the primary pulley (input) rotation speed Npri and the secondary pulley (output) rotation speed Nsec can be detected by the sensors 13 and 14 in this order in steps S15 and S16. It is checked whether it is equal to or higher than the lower limit rotational speed (threshold).

  When it is determined in steps S15 and S16 that the primary pulley (input) rotation speed Npri and the secondary pulley (output) rotation speed Nsec are respectively detectable rotation speeds, the transmission hydraulic oil temperature is now set to a threshold value in step S17. It is checked whether or not the warm-up operation is completed depending on whether or not the above is true.

Steps S14 to S17 are steps for determining whether or not the calibration value may be calculated.
In step S14 to step S17, it is determined that the V-belt 4 does not slip, and it is determined that the primary pulley (input) rotation speed Npri and the secondary pulley (output) rotation speed Nsec can be detected. When it is determined that the calibration is completed, the control proceeds to the calibration value calculation unit 31 in FIG. 6 to calculate the calibration value as follows.

In step S18 of the calibration value calculation unit 31, the speed change ratio corresponding to the pulley rotation sensor detection value (Npri, Nsec) from the speed change ratio i corresponding to the movable sheave position sensor detection value (Lesc) after temperature correction obtained in step S13, that is, The pulley rotation ratio λ (= Npri / Nsec) is subtracted to calculate a deviation (i−λ) between the two.
In the next step S19 to step S21, in order from the pulley rotation sensor detection value corresponding gear ratio λ (pulley rotation ratio), which of the A, B, C, and D regions the current gear ratio is the gear ratio of And a calibration value is calculated for each gear ratio area.

When it is determined in step S19 that the gear ratio is in the A region, the gear ratio deviation (i−λ) obtained in step S18 in step S22 is greater than the previous region A calibration value. The gain is updated to a smaller value by the correction amount obtained by multiplying by the gain magnification.
In the next step S23, when the calibration value of the speed ratio area A, which has been lowered by the above update, is less than the calibration end determination threshold, a flag indicating that the calibration of the speed ratio area A has been completed is set.

When it is determined in step S20 that the gear ratio is in the B region, the gear ratio deviation (i-λ) obtained in step S18 is greater than the previous region B calibration value in step S24. The gain is updated to a smaller value by the correction amount obtained by multiplying by the gain magnification.
In the next step S25, when the calibration value of the speed ratio area B, which has been lowered by the above update, is less than the calibration end determination threshold value, a flag indicating that the calibration of the speed ratio area B has been completed is set.

In step S21, it is determined whether the gear ratio is in the C region or the D region.
If it is determined in step S21 that the gear ratio is in the C region, the gear ratio deviation (i-λ) obtained in step S18 is greater than the previous region C calibration value in step S26. The gain is updated to a smaller value by the correction amount obtained by multiplying by the gain magnification.
In the next step S27, when the calibration value of the speed ratio area C lowered by the update becomes less than the calibration end determination threshold value, a flag indicating that the calibration of the speed ratio area C is completed is set.

If it is determined in step S21 that the gear ratio is in the D region, the gear ratio deviation (i-λ) obtained in step S18 is greater than the previous region D calibration value in step S28. The gain is updated to a smaller value by the correction amount obtained by multiplying by the gain magnification.
In the next step S29, when the calibration value of the speed ratio area D lowered by the update becomes less than the calibration end determination threshold, a flag indicating that the calibration of the speed ratio area D is completed is set.

When all the steps S23, S25, S27, and S29 have finished setting the flag indicating that the corresponding gear ratio area has been calibrated, the fact that the calibration of the movable sheave position sensor 20 has been completed in step S31. Set a flag to indicate.
In the next step S32, the detected value of the transmission hydraulic oil temperature sensor at the completion of the calibration is stored as the calibration oil temperature.
Next, in step S33, the detected travel distance when calibration is completed is stored as the travel distance during calibration.

  If it is not determined in step S14 to step S17 in FIG. 5 that the calibration value calculation is permitted, that is, if it is determined in step S14 that the V-belt 4 is slipping, or if the primary pulley (input) rotation is determined in step S15. When it is determined that the engine speed is so low that the number Npri cannot be detected, or when the secondary pulley (output) engine speed Nsec is determined to be so low that it cannot be detected at step S16, or when the engine warms up at step S17. If it is determined that the operation has not yet been completed, the control is advanced to the geometric gear ratio calibration amount calculation unit 32 in FIG. 7 in steps S34 to S36 (the geometric gear ratio i is calibrated in step S51). Check if it should be executed).

In step S34, whether or not the current transmission hydraulic fluid temperature has changed more than a threshold value or more than the calibration oil temperature stored in step S32 (the output characteristic of the movable sheave position sensor 20 is changed by this temperature change). It is determined whether or not the geometric gear ratio i has changed so much that it becomes inaccurate.
In step S35, whether or not the current travel distance has greatly increased over the threshold travel distance than the calibration travel distance stored in step S33 (the value detected by the movable sheave position sensor 20 due to wear of the V belt 4 over time, etc.). And whether or not the correlation with the actual geometric speed ratio i has changed significantly).
In step S36, it is determined whether the calibration completion process for the movable sheave position sensor 20 in step S31 has been performed.

  In step S34, the transmission hydraulic oil temperature does not change over the threshold with respect to the calibration oil temperature (the output characteristic of the movable sheave position sensor 20 is not so large that the geometric gear ratio i is inaccurate). ), Or in step S35, the travel distance extends beyond the calibration travel distance by a threshold value or more (correlation between the detected value of the movable sheave position sensor 20 and the actual geometric speed ratio i). 6), it is possible to calculate the calibration value in the calibration value calculation unit 31 shown in FIG. 6 or the driving condition for which the calculation is to be performed. Since it is the distance, the calibration of the movable sheave position sensor 20 has not been completed in step S37, and the calibration of the A to D gear ratio area has not been completed. Then, the control is advanced to the calibration value calculation unit 31 in FIG. Calculate the calibration value.

  Also, if it is determined in step S36 that the calibration of the movable sheave position sensor 20 has not been completed, the control proceeds to the calibration value calculation unit 31 in FIG. 6 and the above-described calibration value is calculated.

  In step S34, the transmission hydraulic oil temperature has changed over a threshold value with respect to the calibration oil temperature (the output characteristic of the movable sheave position sensor 20 has changed greatly as the geometric transmission ratio i becomes inaccurate). In step S35, the travel distance does not extend beyond the calibration travel distance by a threshold value or more (the correlation between the detected value of the movable sheave position sensor 20 and the actual geometric speed ratio i is large). If it is determined in step S36 that the calibration of the movable sheave position sensor 20 has been completed, the geometric gear ratio calibration amount calculation unit 32 in FIG. The control is advanced and calibration (correction) of the geometric gear ratio i in step S51 in the figure is performed as follows.

  In the geometric gear ratio calibration amount calculation unit 32 in FIG. 7, the current gear ratio is the same as that described above from the pulley rotation sensor detection value corresponding gear ratio λ (pulley rotation ratio) sequentially in steps S38 to S41. , For B, C, and D regions, whether the transmission ratio is greater than the median value of A region, or between the median value of A region and B median value, between the median value of B region and C median It is determined whether it is a gear ratio, a gear ratio between the median value of the C region and the median value of the D region, or a gear ratio that is greater than or equal to the median value of the D region. Then, the correction amount (calibration amount) of the geometric gear ratio i is calculated.

When it is determined in step S38 that the pulley rotation sensor detected value corresponding gear ratio λ (pulley rotation ratio) representing the current gear ratio is a gear ratio that is greater than or equal to the median value of the A region, the gear ratio correction amount is expressed by the following equation in step S42. Gear ratio correction amount = {(Area A calibration value−Area B calibration value) / (Area A median−Area B median)}
× (pulley rotation ratio λ−region A median value) + region A calibration value is calculated, that is, obtained by extrapolation for the gear ratio outside the region A.

When it is determined in step S39 that the pulley rotation sensor detection value corresponding speed change ratio λ (pulley rotation ratio) is a speed change ratio between the median value of the A region and the median value of the B region, the gear ratio correction amount is expressed by the following equation in step S43. Ratio correction amount = {(Area A calibration value−Area B calibration value) / (Area A median−Area B median)}
X (pulley rotation ratio λ−region B median value) + region B calibration value is calculated, that is, obtained by linear interpolation between region A calibration value and region B calibration value.

When it is determined in step S40 that the pulley rotation sensor detection value corresponding speed change ratio λ (pulley rotation ratio) is a speed change ratio between the B area median and the C area median, the speed ratio correction amount is expressed by the following equation in step S44. Ratio correction amount = {(area B calibration value−area C calibration value) / (area B median−area C median)}
X (pulley rotation ratio λ−region C median) + region C calibration value is calculated, that is, by linear interpolation between the region B calibration value and the region C calibration value.

In step S41, it is determined whether the pulley rotation sensor detection value corresponding speed change ratio λ (pulley rotation ratio) is a speed change ratio between the C area median and the D area median or less than the D area median.
When it is determined in step S41 that the pulley rotation sensor detection value corresponding gear ratio λ (pulley rotation ratio) is a gear ratio between the C region median and the D region median, the gear ratio correction amount is expressed by the following equation in step S45. Ratio correction amount = {(area C calibration value−area D calibration value) / (area C median−area D median)}
X (pulley rotation ratio λ−region D median) + region D calibration value is calculated, that is, obtained by linear interpolation between region C calibration value and region D calibration value.

When it is determined in step S41 that the pulley rotation sensor detection value corresponding speed change ratio λ (pulley rotation ratio) is less than the median value of the D region, in step S46, the speed ratio correction amount is expressed by the following equation: Value-area D calibration value) / (area C median-area D median)}
× (pulley rotation ratio λ−region D median value) + region D calibration value is calculated, that is, obtained by extrapolation for the gear ratio outside the D region.

After calculating the correction amount (calibration amount) of the geometric gear ratio i as described above in step S42 to step S46, in step S51, the gear change ratio i corresponding to the detected value of the movable sheave position sensor is changed to this gear ratio i. By adding the ratio correction amount (calibration amount), the actual belt winding radius ratio for the pulleys 2 and 3 is obtained, and after correction (after calibration), as the geometric gear ratio corresponding to the detection value of the movable sheave position sensor, This contributes to the calculation of the belt slip ratio SLip.
Therefore, in step S51, the calibration value calculation unit 31 and the geometric gear ratio calibration amount calculation unit 32 calibrate the movable sheave position sensor detection value corresponding speed ratio calibration means in the present invention.

<Effect>
As shown in FIG. 10, the speed ratio i corresponding to the detection value of the movable sheave position sensor corresponds to the speed ratio λ corresponding to the pulley rotation sensor detection value (pulley speed ratio). In the following, the case of deviation will be described.
First, for each speed ratio area A to D, an average deviation of the speed ratio deviation (i−λ) between the two is calculated, and the above-described linear interpolation is performed based on this average deviation, and a speed ratio correction amount Δi _ave as shown in the figure is shown. Ask for.
Next, the movable sheave position sensor detection value corresponding speed change ratio i is calibrated (corrected) by adding the speed ratio correction amount Δi _ave to the above, thereby moving after the correction (correction) as shown by the broken line in FIG. A gear ratio corresponding to the detection value of the sheave position sensor is obtained.

The vehicle speed VSP changes in time series as shown in FIG. 11, and the movable sheave position sensor detection value corresponding speed change ratio i corresponds to the rotation sensor detection value corresponding speed change. The case where the gear ratio deviation (i−λ) in FIG. 11 deviates from the ratio (pulley rotation ratio) λ is shown in the lowermost part of FIG.
As is apparent from a comparison of the corrected movable sheave position sensor detection value corresponding speed change ratio i and the rotation sensor detection value corresponding speed change ratio (pulley rotation ratio) λ shown in the lowermost stage in FIG. i coincides with the rotation sensor detection value corresponding gear ratio (pulley rotation ratio) λ representing the actual gear ratio by the calibration (correction) described above.

  Thus, according to the present embodiment, the gear ratio i corresponding to the movable sheave stroke position detected by the movable sheave position sensor 20 is not used as it is, and the pulley rotation ratio between the primary pulley 2 and the secondary pulley 3 (the rotation sensors 13, 14 is used after being calibrated (corrected) based on the transmission ratio (λ corresponding to the detected value of 14) λ as described above. Even if there is a detection error of the stroke position, the gear ratio after calibration (correction) used is close to the actual value (pulley rotation ratio λ) without being affected by this detection error.

Therefore, the belt slip ratio SLip is calculated from the post-calibration (corrected) speed ratio and the pulley rotation ratio λ as described above, and the V belt clamping pressure control is performed so that the belt slip ratio SLip becomes an ideal belt slip ratio. The accuracy of the calculated belt slip rate SLip is high, and the actual belt slip rate can be matched with the ideal belt slip rate as intended.
Therefore, there is no shortage or excess of belt slip due to excessive V belt clamping pressure, and it is possible to avoid problems related to deterioration in durability of the V belt, deterioration in fuel consumption, and reduction in transmission efficiency due to these. .

  Further, in this embodiment, when the calibration value calculation unit 31 calculates the calibration value of the gear ratio i corresponding to the movable sheave stroke position, the V-belt 4 is clamped between the movable sheave and the fixed sheave without causing a slip in step S14. Therefore, when the V-belt 4 is not slipping and the pulley rotation ratio λ accurately represents the actual transmission ratio, the movable sheave position sensor detection value corresponding transmission ratio i is The calibration amount (calibration value) of the shift ratio i corresponding to the detection value of the movable sheave position sensor is calculated so as to coincide with the pulley rotation ratio λ, and the above-described effects can be made more remarkable.

Further, according to the present embodiment, the geometric gear ratio calibration amount calculation unit 32 calculates the calibration amount Δi _ave of the movable sheave stroke position corresponding gear ratio i based on the calibration value of the movable sheave stroke position corresponding gear ratio i. At this time, with reference to the movable sheave stroke position at the time of gear ratio correction, the pulley winding radius of the V belt 4 is obtained based on the movable sheave stroke amount from the reference position, and the calibration amount Δi _ave of the gear ratio i corresponding to the movable sheave stroke position is calculated. Therefore, the following effects can be obtained.

In other words, according to such a configuration, for example, as described above, by calibrating the output of the movable sheave position sensor 20 with the median value of the gear ratio, the movable sheave position sensor 20 can be used with high accuracy at all gear ratios. The belt slip ratio SLip can be obtained with high accuracy in the entire gear ratio range, and the above-described effects can be realized in the entire gear ratio region.
For the same reason, while determining that the V-belt 4 is slipping in step S14, the geometric transmission ratio calibration amount calculation unit 32 continues to obtain the calibration amount Δi _ave of the movable sheave position sensor 20 output. Therefore, the correction of the movable sheave position sensor detection value corresponding speed change ratio i in step S51 can be performed accurately even during belt slip.

Further, when calculating the gear ratio i corresponding to the detection value of the movable sheave position sensor in step S13, as described above, from the relationship between the rotation ratio λ between pulleys and the movable sheave stroke position detected by the movable sheave position sensor 20, To learn the change in temperature characteristics of the sheave position sensor 20 and to correct the output value of the movable sheave position sensor 20 based on this learned value to calculate the gear ratio i corresponding to the detected value of the movable sheave position sensor. Can be played.
In other words, in this case, the characteristic change of the movable sheave position sensor 20 due to temperature change can be corrected, and the movable sheave position sensor detection value corresponding speed change ratio i and the belt slip ratio SLip can be obtained with high accuracy while eliminating the influence of temperature change. And the above-described effects can be further ensured.

Further, in step S34, the transmission hydraulic oil temperature largely changes over the threshold value than the calibration oil temperature, and the temperature change causes the output characteristic of the movable sheave position sensor 20 to make the geometric gear ratio i inaccurate. If it is determined that there has been a significant change, the control proceeds to the geometric gear ratio calibration amount calculation unit 32 and the control does not proceed to the calibration value calculation unit 31 to calculate the calibration value in the calculation unit 31. Therefore, the following effects can be achieved.
In other words, even though the detection value of the movable sheave position sensor 20 is offset due to a change in the characteristics of the movable sheave position sensor 20 due to a temperature change or a deviation in the sensor mounting position, this calculation is not accurate. It is possible to avoid being forced, and with this forcing, the belt clamping pressure control described above is not as intended, and the V-belt 4 is adhered to the pulley or the slip of the V-belt 4 is excessively deteriorated. It can be avoided.

Further, when it is determined in step S15 or step S16 that the primary pulley (input) rotation speed Npri or the secondary pulley (output) rotation speed Nsec is less than the lower limit value of the detectable rotation speed, the control is performed with the geometric gear ratio. By proceeding to the loop toward the calibration amount calculation unit 32 and preventing the control from proceeding to the calibration value calculation unit 31, the calculation value is not calculated by the calculation unit 31. Obtainable.
That is, although the primary pulley (input) rotation speed Npri or the secondary pulley (output) rotation speed Nsec cannot be detected, the calculation of the pulley rotation ratio λ (= Npri / Nsec) representing the actual gear ratio becomes inaccurate. First, the above-described calculation of the belt slip ratio SLip based on the pulley rotation ratio λ and the belt clamping pressure control based on the belt slip ratio SLip can be avoided. Control may not be as intended, and the V-belt 4 may not adhere to the pulley, and the fuel consumption may not be deteriorated due to excessive slip of the V-belt 4.

Further, every time it is determined in step S35 that the travel distance has increased by the threshold from the calibration travel distance, that is, since the previous calibration, the correlation between the detected value of the movable sheave position sensor 20 and the actual geometric speed ratio i. Each time the vehicle travels a distance that greatly changes due to belt wear, etc., the control proceeds to the loop toward the calibration value calculation unit 31 and the calibration value calculation is repeatedly executed. It is done.
In other words, every time the correlation between the detection value of the movable sheave position sensor 20 and the actual geometric speed change ratio i greatly changes, the calculation of the calibration value is repeated, and this calibration value is always accurate regardless of the travel distance. The above-described effects can be achieved in a long-term manner.

  Furthermore, since the calibration of the movable sheave position sensor detection value corresponding gear ratio (geometric gear ratio) i is executed for each gear ratio area A to D, the assembly of the movable sheave position sensor 20 is inclined, etc. Even if the relationship between the detection value (geometric gear ratio i) of the movable sheave position sensor 20 and the pulley rotation ratio λ may deviate, the belt slip ratio SLip can be accurately detected in the entire gear ratio range. it can.

<Other examples>
In the above embodiment, as the movable sheave position sensor 20, a magnetic non-contact sensor that magnetically detects the stroke of the movable sheave 3b as shown in FIG. 1 is used, but the following is used instead. be able to.
That is, as shown in FIG. 12, the spring 31 for elastically supporting the end of the shift lever 26 (see also FIG. 3) close to the secondary pulley side movable sheave 3b to the secondary pulley side movable sheave 3b, and the speed change for seating this spring A strain gauge 32 is provided between the machine case and this can be used as a movable sheave position sensor.

  In this case, the spring force of the spring 31 is proportional to the stroke position of the secondary pulley-side movable sheave 3b, and the strain gauge 32 determines the output in response to the spring reaction force of the spring 31. Can be used as the stroke position signal of the movable sheave 3b.

  Although not shown in detail in FIG. 3, during the initial operation immediately after the assembly of the V-belt type continuously variable transmission 1, the V-belt 4 is sandwiched between the opposed sheaves of the primary pulley 2 and the secondary pulley 3 without slipping. The movable sheave position sensor output that initially corrects the output value of the movable sheave position sensor 20 (32) when the detected rotational speeds Npri and Nsec of these pulleys are equal to or greater than the set rotational speed (detection limit rotational speed). Initial correction means may be provided.

  In this case, when the V-belt type continuously variable transmission is assembled, the assembly position of the movable sheave position sensor 20 (32) is shifted from the normal position, and the output (detection value) of the movable sheave position sensor 20 (32) is inaccurate. However, the geometric gear ratio i can be made accurate immediately upon the first run after the vehicle is assembled, and high accuracy calculation of the belt slip ratio SLip can be realized from the first run. An effect can be produced from the beginning.

1 V belt type continuously variable transmission
2 Primary pulley
2a Fixed sheave
2b Movable sheave
2c Primary pulley pressure chamber
3 Secondary pulley
3a Fixed sheave
3b Movable sheave
3c Secondary pulley pressure chamber
4 V belt
5 Engine
6 Lock-up torque converter
7 Forward / reverse switching mechanism
8 Output shaft
9 Final reduction gear set
10 Differential gear unit
11 Shift control hydraulic circuit
12 Transmission controller
13 Primary pulley rotation sensor
14 Secondary pulley rotation sensor
15 Secondary pulley pressure sensor
16 Primary pulley pressure sensor
17 Accelerator position sensor
18 Inhibitor switch
19 Engine controller
20 Movable sheave position sensor
21 Oil pump
23 Pressure regulator valve
24 Transmission fluid temperature sensor
25 Shift control valve
26 Speed change link
27 Step motor (shifting actuator)
28 Mileage sensor
31 Spring
32 Strain gauge (movable sheave position sensor)

Claims (9)

The pulley is configured such that a V-belt is passed between pulleys so that transmission is possible, and one of the opposing sheaves defining a pulley V-groove for passing the belt is stroked in the axial direction relative to the other sheave. Used for a V-belt type continuously variable transmission that can change speed by changing the winding radius of the V-belt,
A movable sheave position sensor for detecting a stroke position of the movable sheave is provided, and a gear ratio of the V-belt type continuously variable transmission is calculated based on a pulley winding radius of the V belt obtained from the movable sheave stroke position detected by the sensor. In the transmission ratio calculation device as described above,
Pulley rotation ratio calculating means for detecting the number of rotations of the pulley around the V belt and calculating the rotation ratio between the pulleys;
Movable sheave stroke position corresponding speed ratio calibration means for calibrating a gear ratio corresponding to the movable sheave stroke position detected by the movable sheave position sensor based on the pulley rotation ratio calculated by the means. A gear ratio calculation device for a V-belt type continuously variable transmission. In the gear ratio calculation device for the V-belt type continuously variable transmission according to claim 1,
The movable sheave stroke position corresponding gear ratio calibration means obtains a calibration amount of the movable sheave stroke position corresponding gear ratio when the V belt is sandwiched between the movable sheave and the fixed sheave without slipping. A gear ratio calculation apparatus for a V-belt type continuously variable transmission. In the gear ratio calculation device for the V-belt type continuously variable transmission according to claim 1 or 2,
The movable sheave stroke position-corresponding gear ratio calibration means uses the movable sheave stroke position at the time of gear ratio calibration when the gear ratio is calibrated as a reference, and based on the movable sheave stroke amount from the reference position, the pulley of the V belt A gear ratio calculation device for a V-belt type continuously variable transmission, characterized in that a winding radius is obtained to contribute to the calculation of the calibrated gear ratio. In the gear ratio calculation apparatus of the V-belt type continuously variable transmission according to any one of claims 1 to 3,
From the relationship between the pulley-to-pulley rotation ratio obtained by the pulley rotation ratio calculating means by detecting the number of rotations of the pulley, and the movable sheave stroke position detected by the movable sheave position sensor, the temperature characteristics of the movable sheave position sensor A gear ratio calculation device for a V-belt type continuously variable transmission, characterized in that it includes a movable sheave position sensor output correcting means for learning a change and correcting an output value of the movable sheave position sensor based on the learned value. . In the gear ratio calculation device for a V-belt type continuously variable transmission according to any one of claims 1 to 4,
The movable sheave stroke position corresponding gear ratio calibration means does not calibrate the gear ratio when the ambient temperature of the movable sheave position sensor rises above a set temperature. Gear ratio calculation device. In the gear ratio calculating device for a V-belt type continuously variable transmission according to any one of claims 1 to 5,
The movable sheave stroke position-corresponding gear ratio calibration means does not calibrate the gear ratio while the pulley rotation speed detected by the pulley rotation ratio calculation means is less than a set rotation speed. Gear ratio calculation device for V-belt type continuously variable transmission. The gear ratio calculation device for a V-belt type continuously variable transmission according to any one of claims 1 to 6,
The V-belt continuously variable transmission in which the V-belt is pinched between the movable sheave and the fixed sheave without causing a slip, and the pulley rotation speed detected by the pulley rotation ratio calculating means is equal to or higher than a set rotation speed. A gear ratio calculation device for a V-belt type continuously variable transmission, comprising: a movable sheave position sensor output initial correcting means for initially correcting the output value of the movable sheave position sensor during the initial operation of the V-belt type. In the gear ratio calculation apparatus for the V-belt type continuously variable transmission according to any one of claims 1 to 7,
The movable sheave stroke position-corresponding gear ratio calibration means repeatedly executes the gear ratio calibration every set distance operation of the V-belt continuously variable transmission. Gear ratio calculation device. In the gear ratio calculation device for a V-belt type continuously variable transmission according to any one of claims 1 to 8,
The gear ratio calculation device for a V-belt type continuously variable transmission, wherein the movable sheave stroke position corresponding gear ratio calibration means calibrates the gear ratio for each gear ratio region.

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