JP2012215228A - Control device of vehicular power transmission device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device of a vehicular power transmission device which prevents fretting wear from occurring on a continuously variable transmission while avoiding the deterioration of drive feeling.SOLUTION: When such a state that an eccentric amount ε which determines a change gear ratio of the continuously variable transmission T is constant continues, there is a risk that gears of the continuously variable transmission T come into contact with each other on the same tooth faces for a long time to cause the fretting wear. Then, when an eccentric amount fixation state determining means M3 determines that the eccentric amount ε is constant for a prescribed time, a target output torque retaining means M5 changes the eccentric amount ε and controls the output torque of a driving source so as to retain the target output torque of the continuously variable transmission T, and therefore, the control device of the vehicular power transmission device changes the eccentric amount ε, prevents the fretting wear from occurring, and can avoid the deterioration of the driving feeling so that the target output torque of the continuously variable transmission T is not changed.

Description

  The present invention provides a continuously variable transmission that shifts the rotation of an input shaft connected to a drive source and transmits it to an output shaft, wherein the amount of eccentricity from the axis of the input shaft is variable and the input shaft rotates together with the input shaft. A side fulcrum, a speed change actuator for changing the amount of eccentricity, a one-way clutch connected to the output shaft, an output-side fulcrum provided on an input member of the one-way clutch, the input-side fulcrum and the output-side fulcrum The present invention relates to a control device for a vehicle power transmission device including a connecting rod having both ends connected and reciprocating.

  A continuously variable transmission used for such a power transmission device for a vehicle is known from Japanese Patent Application Laid-Open No. 2004-228561.

  Further, in a stepped transmission equipped with a planetary gear mechanism, if the operation state at a predetermined gear stage where the sun gear, ring gear, and pinion gear elements of the planetary gear mechanism do not rotate relative to each other continues, the meshing surfaces of these gear elements Lubricating oil may be lost and abnormal wear (fretting wear) may occur. Therefore, when the operating state at the predetermined gear stage continues for a predetermined time, one of the hydraulic clutches of the stepped transmission is temporarily loosened to relatively rotate each gear element of the planetary gear mechanism, thereby the fretting. A technique for avoiding the occurrence of wear is known from Patent Document 2 below.

JP-T-2005-502543 Japanese Patent No. 4458741

  However, since the one described in Patent Document 2 requires that one of the hydraulic clutches of the stepped transmission be loosened temporarily in order to relatively rotate each gear element of the planetary gear mechanism, There was a possibility that the torque transmission was interrupted at a moment, a shock occurred, and the drive feel was damaged. Further, since slip is used when the hydraulic clutch is loosened, there is a possibility that the clutch lining may be consumed if it is frequently performed.

  In the continuously variable transmission described in the cited document 1, the eccentric amount of the input side fulcrum from the axis of the input shaft is constant during operation at a constant gear ratio, and the gear of the mechanism for changing the eccentric amount is fixed. Since the meshing surface does not change, fretting wear may occur on the meshing surface.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to prevent fretting wear occurring in a continuously variable transmission while avoiding a decrease in drive feeling.

  In order to achieve the above object, according to the first aspect of the present invention, a continuously variable transmission for shifting the rotation of the input shaft connected to the drive source and transmitting the rotation to the output shaft is an axis of the input shaft. An input side fulcrum that is variable with respect to the input shaft, a speed change actuator that changes the amount of eccentricity, a one-way clutch connected to the output shaft, and an input member of the one-way clutch. A control device for a vehicle power transmission device comprising: an output side fulcrum; and an input side fulcrum and a connecting rod connected to both ends of the output side fulcrum and reciprocating; Driving state detecting means for detecting, target output torque calculating means for calculating a target output torque of the vehicle according to the driving state detected by the driving state detecting means, and the target A driving source output torque calculating unit that calculates an output torque of the driving source in accordance with the target output torque calculated by a force torque calculating unit; an eccentric amount calculating unit that calculates the eccentric amount; and an eccentric amount calculating unit. An eccentricity fixed state determining means for determining whether or not the calculated eccentricity is constant for a predetermined time; and when the eccentricity fixed state determining means determines that the eccentricity is constant for a predetermined time, A control device for a vehicle power transmission device is proposed, characterized by comprising a target output torque holding means for changing the amount of eccentricity and controlling the output torque of the drive source so as to hold the target output torque. .

  According to the second aspect of the present invention, in addition to the configuration of the first aspect, the target output torque holding means calculates the amount of change in the target output torque caused by the change in the amount of eccentricity, and A control device for a vehicle power transmission device is proposed in which the output torque of the drive source is controlled so as to cancel out the amount of change in the output torque.

  According to the configuration of claim 3, in addition to the configuration of claim 1 or 2, the input shaft rotation angle sensor for detecting the rotation angle of the input shaft and the rotation angle of the transmission shaft of the speed change actuator are detected. A shift shaft rotation angle sensor that detects the shift amount of the input shaft detected by the input shaft rotation angle sensor and the shift actuator detected by the shift shaft rotation angle sensor. A control device for a vehicle power transmission device is proposed in which the amount of eccentricity is calculated based on a rotation angle of a shaft.

  According to the invention described in claim 4, in addition to the configuration of any one of claims 1 to 3, a hydraulic oil temperature sensor that detects a hydraulic oil temperature of the continuously variable transmission, There is proposed a control device for a vehicle power transmission device, comprising: a time changing unit that changes the predetermined time based on a hydraulic oil temperature of the continuously variable transmission detected by a hydraulic oil temperature sensor.

  According to the invention described in claim 5, in addition to the configuration of claim 4, the time changing means is configured such that when the hydraulic oil temperature of the continuously variable transmission is equal to or higher than a predetermined value, it is less than the predetermined value. A control device for a vehicle power transmission device is proposed in which the predetermined time is shortened.

  The eccentric disk 18 of the embodiment corresponds to the input side fulcrum of the present invention, the pin 19c of the embodiment corresponds to the output side fulcrum of the present invention, and the outer member 22 of the embodiment corresponds to the input member of the present invention. The crank angle sensor Sa of the embodiment corresponds to the input shaft rotation angle sensor of the present invention, and the engine speed sensor Sb, the intake negative pressure sensor Sc, the vehicle speed sensor Sd, and the accelerator opening sensor Se of the embodiment. Corresponds to the operating state detection means of the present invention, and the engine E of the embodiment corresponds to the drive source of the present invention.

  According to the configuration of claim 1, the continuously variable transmission includes an input side fulcrum that is variable in eccentricity from the axis of the input shaft and rotates together with the input shaft, a one-way clutch provided on the output shaft, and a one-way clutch. Since it has an output side fulcrum provided on the input member of the clutch and a connecting rod that reciprocates with both ends connected to the input side fulcrum and the output side fulcrum, the rotation of the input shaft is output via the connecting rod and the one-way clutch. The transmission ratio can be changed by changing the amount of eccentricity of the input side fulcrum while transmitting to the shaft.

  When the target output torque calculation means calculates the target output torque of the vehicle according to the driving state of the vehicle and the drive source, the drive source output torque calculation means calculates the output torque of the drive source so that the target output torque is generated.

  According to the second aspect of the present invention, the target output torque holding means calculates the amount of change in the target output torque caused by the change in the amount of eccentricity, and controls the output torque of the drive source so as to cancel out the amount of change in the target output torque. Therefore, it is possible to reliably prevent the drive output from being lowered due to the change in the target output torque.

  According to the third aspect of the present invention, the eccentricity calculating means includes the rotation angle of the input shaft detected by the input shaft rotation angle sensor, and the rotation angle of the transmission shaft of the transmission actuator detected by the transmission shaft rotation angle sensor. Since the amount of eccentricity is calculated based on the above, the amount of eccentricity can be calculated with high accuracy.

  According to the fourth aspect of the present invention, since the time changing means changes the predetermined time based on the hydraulic oil temperature of the continuously variable transmission, an appropriate predetermined time is determined according to the possibility of occurrence of filleting wear. Can be set.

  According to the fifth aspect of the present invention, the time changing means shortens the predetermined time when the hydraulic oil temperature of the continuously variable transmission is equal to or higher than the predetermined value than when the hydraulic oil temperature is lower than the predetermined value. When the possibility of occurrence of filleting wear is high, the occurrence of filleting wear can be more reliably prevented by changing the amount of eccentricity frequently.

The figure which shows the whole structure of the motive power apparatus for driving | running | working for vehicles. FIG. 2 is a detailed view of part 2 of FIG. 1. FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (TOP state). FIG. 3 is a sectional view taken along line 3-3 in FIG. 2 (LOW state). The action explanatory view in the TOP state. The action explanatory view in the LOW state. The block diagram of the control system of an engine and a transmission actuator. The graph which shows the relationship of the eccentric amount and output torque in each gear ratio of a continuously variable transmission. The graph which shows the engine equal output line. The flowchart of the routine which controls eccentric amount and engine output torque. The flowchart of the routine which changes 1st predetermined time with the oil temperature of a continuously variable transmission.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS.

  As shown in FIG. 1, a continuously variable transmission T is connected in series to an engine E that is a driving source for driving an automobile, and a gear ratio is set at an end of the continuously variable transmission T opposite to the engine E. A speed change actuator A composed of an electric motor for changing is connected in series. The electronic control unit U that controls the operation of the engine E includes a crank angle sensor Sa that detects the crank angle of the engine E, an engine speed sensor Sb that detects the speed of the engine E, and an intake negative pressure of the engine E. An intake negative pressure sensor Sc to be detected, a vehicle speed sensor Sd for selecting the vehicle speed, and an accelerator opening sensor Se for detecting the accelerator opening are connected. The actuator driver D that controls the operation of the shift actuator A by communicating with the electronic control unit U includes the crank angle sensor Sa, and the actuator rotation angle sensor Sf that detects the rotation speed of the shift actuator A. A hydraulic oil temperature sensor Sg that detects the hydraulic oil temperature of the continuously variable transmission T is connected.

  Next, the structure of the continuously variable transmission T will be described with reference to FIGS.

  As shown in FIG. 2 and FIG. 3, the continuously variable transmission T is obtained by superimposing a plurality of (four in the embodiment) transmission units 10... Having the same structure in the axial direction. Are provided with a common input shaft 11 and a common output shaft 12 arranged in parallel, and the rotation of the input shaft 11 is decelerated or increased and transmitted to the output shaft 12.

  Hereinafter, the structure of one transmission unit 10 will be described as a representative. The input shaft 11 that is connected to the crankshaft 30 of the engine E and rotates passes through the hollow transmission shaft 14a of the transmission actuator A so as to be relatively rotatable. The rotor 14b of the speed change actuator A is fixed to the speed change shaft 14a, and the stator 14c is fixed to the casing. The transmission shaft 14 a of the transmission actuator A can rotate at the same speed as the input shaft 11 and can rotate relative to the input shaft 11 at a different speed.

  A first pinion 15 is fixed to the input shaft 11 passing through the transmission shaft 14 a of the transmission actuator A, and a crank-shaped carrier 16 is connected to the transmission shaft 14 a of the transmission actuator A so as to straddle the first pinion 15. The Two second pinions 17, 17 having the same diameter as the first pinion 15 are supported via pinion pins 16 a, 16 a at positions forming an equilateral triangle in cooperation with the first pinion 15, respectively. The first pinion 15 and the second pinions 17, 17 mesh with a ring gear 18 a formed eccentrically inside a disc-shaped eccentric disk 18. A ring portion 19 b provided at one end of the rod portion 19 a of the connecting rod 19 is fitted to the outer peripheral surface of the eccentric disk 18 via a ball bearing 20 so as to be relatively rotatable.

  A one-way clutch 21 provided on the outer periphery of the output shaft 12 is arranged inside the outer member 22 with a ring-shaped outer member 22 pivotally supported by a rod portion 19a of a connecting rod 19 via a pin 19c. 12, a roller disposed in a wedge-shaped space formed between an inner member 23 fixed to 12 and an arc surface on the inner periphery of the outer member 22 and a flat surface on the outer periphery of the inner member 23, and urged by springs 24. 25.

  As is apparent from FIG. 2, the four speed change units 10 share a crank-shaped carrier 16, but the phases of the eccentric disks 18 supported on the carrier 16 via the second pinions 17 and 17 are respectively different. The transmission unit 10 is different by 90 °. For example, in FIG. 2, the eccentric disk 18 of the leftmost transmission unit 10 is displaced upward in the figure with respect to the input shaft 11, and the eccentric disk 18 of the third transmission unit 10 from the left is illustrated with respect to the input shaft 11. The eccentric disks 18 and 18 of the second and fourth transmission units 10 and 10 from the left are positioned in the middle in the vertical direction.

  Next, the operation of one transmission unit 10 of the continuously variable transmission T will be described. When the transmission shaft 14a of the transmission actuator A4 is rotated relative to the input shaft 11, the carrier 16 rotates about the axis L1 of the input shaft 11. At this time, the center O of the carrier 16, that is, the center of the equilateral triangle formed by the first pinion 15 and the two second pinions 17, 17 rotates around the axis L 1 of the input shaft 11.

  3 and 5 show a state in which the center O of the carrier 16 is on the opposite side of the output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). The eccentricity ε (see FIG. 3) is maximized and the transmission ratio of the continuously variable transmission T is in the TOP state. 4 and 6 show a state in which the center O of the carrier 16 is on the same side as the output shaft 12 with respect to the first pinion 15 (that is, the input shaft 11). At this time, the eccentric disk 18 with respect to the input shaft 11 The eccentricity ε is minimized and the transmission ratio of the continuously variable transmission T is in the LOW state.

  In the TOP state shown in FIG. 5, when the input shaft 11 is rotated by the engine E and the transmission shaft 14a of the transmission actuator A is rotated at the same speed as the input shaft 11, the input shaft 11, the transmission shaft 14a, the carrier 16, With the one pinion 15, the two second pinions 17 and 17, and the eccentric disk 18 being integrated, the pinion 15 rotates eccentrically around the input shaft 11 (see arrow A). While rotating from FIG. 5A through FIG. 5B to the state of FIG. 5C, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the counterclockwise direction (see arrow B). 5A and 5C show both ends of rotation of the outer member 22 in the arrow B direction.

  When the outer member 22 rotates in the arrow B direction in this way, the rollers 25... Bite into the wedge-shaped space between the outer member 22 and the inner member 23 of the one-way clutch 21, and the rotation of the outer member 22 passes through the inner member 23. Therefore, the output shaft 12 rotates counterclockwise (see arrow C).

  When the input shaft 11 and the first pinion 15 further rotate, the eccentric disk 18 in which the ring gear 18a is engaged with the first pinion 15 and the second pinion 17, 17 rotates eccentrically in the counterclockwise direction (see arrow A). While rotating from the state shown in FIG. 5C to the state shown in FIG. 5A, the ring portion 19b is supported on the outer periphery of the eccentric disk 18 via the ball bearing 20 so as to be relatively rotatable. The connecting rod 19 rotates the outer member 22 pivotally supported by a pin 19c at the tip of the rod portion 19a in the clockwise direction (see arrow B ′). FIG. 5C and FIG. 5A show both ends of the rotation of the outer member 22 in the arrow B ′ direction.

  Thus, when the outer member 22 rotates in the direction of the arrow B ′, the rollers 25 are pushed out from the wedge-shaped space between the outer member 22 and the inner member 23 while compressing the springs 24. Slips with respect to the inner member 23 and the output shaft 12 does not rotate.

  As described above, when the outer member 22 reciprocates, the output shaft 12 rotates counterclockwise (see arrow C) only when the rotation direction of the outer member 22 is counterclockwise (see arrow B). The shaft 12 rotates intermittently.

  FIG. 6 shows the operation when the continuously variable transmission T is operated in the LOW state. At this time, since the position of the input shaft 11 coincides with the center of the eccentric disk 18, the eccentric amount ε of the eccentric disk 18 with respect to the input shaft 11 becomes zero. In this state, when the input shaft 11 is rotated by the engine E and the transmission shaft 14a of the transmission actuator A is rotated at the same speed as the input shaft 11, the input shaft 11, the transmission shaft 14a, the carrier 16, the first pinion 15, 2 In a state where the second pinions 17 and 17 and the eccentric disk 18 are integrated, the input pin 11 is rotated eccentrically in the counterclockwise direction (see arrow A). However, since the eccentric amount ε of the eccentric disk 18 is zero, the stroke of the reciprocating motion of the connecting rod 19 is also zero, and the output shaft 12 does not rotate.

  Accordingly, if the speed change actuator A is driven and the position of the carrier 16 is set between the TOP state of FIG. 3 and the LOW state of FIG. 4, the operation at an arbitrary speed ratio between the zero speed ratio and the predetermined speed ratio can be performed. It becomes possible.

  In the continuously variable transmission T, the phases of the eccentric disks 18 of the four transmission units 10 arranged in parallel are shifted from each other by 90 °, so that the four transmission units 10 alternately transmit the driving force. In other words, any one of the four one-way clutches 21 is always in an engaged state, so that the output shaft 12 can be continuously rotated.

  Next, control of the engine E and the continuously variable transmission T will be described.

  As shown in FIG. 7, the electronic control unit U and the actuator driver D include a target output torque calculation means M1, a drive source output torque calculation means M2, an eccentricity amount calculation means M3, an eccentricity amount fixed state determination means M4, Target output torque holding means M5 and time changing means M6 are provided.

  The target output torque calculation means M1 is detected by the operating state of the vehicle and the engine E, that is, the engine speed detected by the engine speed sensor Sb, the intake negative pressure of the engine E detected by the intake negative pressure sensor Sc, and the vehicle speed sensor Sd. Based on the vehicle speed and the accelerator opening detected by the accelerator opening sensor Se, the driver's required torque, that is, the target output torque to be output from the continuously variable transmission T to the drive wheels is calculated. The drive source output torque calculation means M2 calculates the output torque to be output to the engine E based on the target output torque to be output from the continuously variable transmission T to the drive wheels and the target transmission ratio of the continuously variable transmission T. To do. The target gear ratio of the continuously variable transmission T is retrieved from a map based on the vehicle speed and the accelerator opening.

  The eccentricity calculation means M3 calculates the eccentricity ε of the eccentric disk 18 with respect to the input shaft 11 of the continuously variable transmission T. That is, as described above, when the speed change actuator A is driven to rotate the carrier 16 at the same speed as the input shaft 11, the speed ratio is kept constant and the speed of the speed change actuator A is increased with respect to the speed of the input shaft. When the speed is reduced or decelerated, the gear ratio changes to the LOW side or the TOP side. The rotation angle of the input shaft 11 of the continuously variable transmission T can be detected by a crank angle sensor Sa that detects the rotation angle of the crankshaft of the engine E directly connected to the input shaft 11, and the rotation angle of the transmission actuator A is the actuator. Since it can be detected by the rotation angle sensor Sf, the difference between the rotation angle of the crankshaft and the rotation angle of the speed change actuator A becomes the relative rotation angle of the carrier 16 with respect to the input shaft 11, and the eccentric amount ε of the eccentric disk 18 from this relative rotation angle. Can be calculated geometrically.

  The eccentricity fixed state determination means M4 confirms that the eccentricity ε is held at a constant value for the first predetermined time, that is, the gear ratio of the continuously variable transmission T is held at a constant value for the first predetermined time. judge. When the eccentric amount ε of the continuously variable transmission T is fixed, the input shaft 11, the transmission shaft 14a, the carrier 16, the first pinion 15, the two second pinions 17, 17 and the eccentric disk 18 are integrated. Therefore, the first pinion 15, the second pinion 17, 17 and the ring gear 18 a of the eccentric disk 18 are kept in contact with each other on the same tooth surface, and there is a possibility that fretting wear occurs at the contact portion. .

  When the eccentricity fixed state determining means M4 determines that the eccentricity ε of the eccentric disk 18 is held at a constant value for a first predetermined time (for example, 5 minutes), the target output torque holding means M5 Is changed, the tooth surface with which the first pinion 15, the second pinions 17, 17 and the ring gear 18a of the eccentric disk 18 mesh is changed. The amount of change in the amount of eccentricity ε is sufficient for one tooth of the first pinion 15, the second pinion 17, 17 or the ring gear 18a.

  FIG. 8 shows the relationship between the amount of eccentricity ε of the continuously variable transmission T and the output torque of the continuously variable transmission T for each gear ratio (input rotational speed / output rotational speed) of the continuously variable transmission T. The horizontal line corresponds to the driver's required output torque. For example, when the eccentric amount ε is held at a constant value for a first predetermined time at point a, the first pinion 15 is moved by moving the eccentric amount ε from point a to point b on the constant required output torque line. The tooth surfaces with which the second pinions 17 and 17 and the ring gear 18a of the eccentric disk 18 mesh are changed. When the second predetermined time (for example, several seconds) elapses, the eccentricity ε is returned from the point b after the change to the point a before the change.

  If the eccentric amount ε is changed as described above, the transmission ratio of the continuously variable transmission T changes. Therefore, if the output torque of the engine E is not changed, the output torque of the continuously variable transmission T changes and the drive feel decreases. In order to prevent this, the target output torque holding means M5 prevents the output torque of the continuously variable transmission T from changing by changing the output torque of the engine E. That is, the changed gear ratio is obtained from the changed eccentricity ε of the continuously variable transmission T, and the target output torque is generated from the changed gear ratio and the target output torque of the continuously variable transmission T. A new output torque of the engine E necessary for the calculation is calculated.

  As a result, the change in the output torque of the continuously variable transmission T due to the change in the eccentricity ε is canceled out by the change in the output torque of the engine E, and the output torque of the continuously variable transmission T is not changed, so that the drive feel is reduced. Can be prevented. When the second predetermined time elapses, the eccentricity ε is returned from the point b after the change to the point a before the change, and accordingly, the output torque of the engine E is also returned from the value after the change to the value before the change.

  FIG. 9 shows an iso-output diagram of the engine E, where the output torque of the engine E before the change of the eccentricity ε is Ta, and the output torque of the engine E after the change of the eccentricity ε is Tb. Before the change of the eccentricity ε, the engine E is operated at the point A where the output torque becomes Ta on the iso-output line intersecting the BSFC bottom line where the fuel consumption is minimized. After the change in the amount of eccentricity ε, the engine E is operated at the point B where the output torque becomes Tb on the same iso-output line, and when the amount of eccentricity ε returns to its original value, in order to minimize the increase in fuel consumption The operating point is quickly returned from point B to point A.

  The above operation will be further described based on the flowchart of FIG.

  First, if the eccentricity ε of the continuously variable transmission T is not in the fixed state in step S1, the first and second timers are stopped in step S11. In step S1, the eccentric amount ε of the continuously variable transmission T is in a fixed state. In step S2, the eccentric amount ε for preventing fretting wear is not being changed. In step S3, the first timer is not operating. In step S10, the first timer is started. In step S3, the first timer is operating. In step S4, when the first timer counts a first predetermined time (for example, 5 minutes), the eccentric amount ε of the continuously variable transmission T is changed in step S5. The fretting wear is prevented by changing the output torque of the engine E so that the output torque of the continuously variable transmission T does not change.

  In the following step S6, the second timer is started. In step S7, when the second timer counts the second predetermined time (for example, several seconds), the eccentric amount ε of the continuously variable transmission T and the output torque of the engine E are calculated in step S8. In step S9, the first and second timers are stopped.

  By the way, the fretting wear of the continuously variable transmission T is caused by the fact that the lubricating oil is pushed out from the contact surface when the gear contacts the same tooth surface for a long time. Therefore, the viscosity of the lubricating oil is low because the oil temperature is high. In this state, the lubricating oil is easily pushed out from the contact surface, and fretting wear is likely to occur. Therefore, in the present embodiment, the time changing unit M6 changes the first predetermined time based on the oil temperature of the hydraulic oil of the continuously variable transmission T detected by the hydraulic oil temperature sensor Sg.

  That is, the first timer is started in step S21 in the flowchart of FIG. 11, and if the oil temperature is equal to or higher than a predetermined temperature (for example, 120 ° C.) in step S22, the first predetermined time is set to the high oil temperature in step S23. If the oil temperature is lower than a predetermined temperature (for example, 120 ° C.) in step S22, the first predetermined time is set to the normal oil temperature predetermined time (step S24). For example, 5 minutes).

  Accordingly, the fretting wear can be more reliably prevented by setting the first predetermined time shorter when the oil temperature is likely to cause fretting wear.

  The embodiments of the present invention have been described above, but various design changes can be made without departing from the scope of the present invention.

  For example, the drive source of the present invention is not limited to the engine E of the embodiment, and may be another drive source such as an electric motor.

11 Input shaft 12 Output shaft 14a Transmission shaft 18 Eccentric disc (input side fulcrum)
19 Connecting rod 19c Pin (Output side fulcrum)
21 One-way clutch 22 Outer member (input member)
A Variable speed actuator E Engine (drive source)
L1 Input shaft axis M1 Target output torque calculating means M2 Drive source output torque calculating means M3 Eccentric amount calculating means M4 Eccentric amount fixed state determining means M5 Target output torque holding means M6 Time changing means Sa Crank angle sensor (input shaft rotation angle sensor) )
Sb Engine speed sensor (operating state detection means)
Sc Intake negative pressure sensor (operating state detection means)
Sd vehicle speed sensor (driving state detection means)
Se accelerator opening sensor (operating state detection means)
Sf Transmission shaft rotation angle sensor Sg Hydraulic oil temperature sensor T Continuously variable transmission ε Eccentricity

Claims (5)

A continuously variable transmission (T) that shifts the rotation of the input shaft (11) connected to the drive source (E) and transmits it to the output shaft (12),
The input shaft (11) has an eccentric amount (ε) from the axis (L1) that is variable, an input side fulcrum (18) that rotates together with the input shaft (11), and a shift that changes the eccentric amount (ε). An actuator (A), a one-way clutch (21) connected to the output shaft (12), an output fulcrum (19c) provided on an input member (22) of the one-way clutch (21), and the input side A control device for a vehicle power transmission device comprising: a fulcrum (18) and a connecting rod (19) connected to both ends of the output side fulcrum (19c) and reciprocating;
Driving state detecting means (Sb to Se) for detecting the driving state of the vehicle and the drive source (E);
Target output torque calculating means (M1) for calculating a target output torque of the vehicle in accordance with the driving condition detected by the driving condition detecting means (Sb to Se);
Drive source output torque calculation means (M2) for calculating output torque of the drive source (E) according to the target output torque calculated by the target output torque calculation means (M1);
An eccentricity calculating means (M3) for calculating the eccentricity (ε);
An eccentricity fixed state determining means (M4) for determining whether or not the eccentricity (ε) calculated by the eccentricity calculating means (M3) is constant for a predetermined time;
When the eccentricity fixed state determining means (M4) determines that the eccentricity (ε) is constant for a predetermined time, the eccentricity (ε) is changed and the target output torque is maintained. A control device for a vehicle power transmission device, comprising: target output torque holding means (M5) for controlling output torque of the drive source (E).   The target output torque holding means (M5) calculates a change amount of the target output torque caused by the change of the eccentricity amount (ε), and cancels the change amount of the target output torque of the drive source (E). The control device for a vehicle power transmission device according to claim 1, wherein the output torque is controlled. An input shaft rotation angle sensor (Sa) that detects the rotation angle of the input shaft (11), and a transmission shaft rotation angle sensor (Sf) that detects the rotation angle of the transmission shaft (14a) of the transmission actuator (A). Prepared,
The eccentricity calculating means (M3) includes the rotation angle of the input shaft (11) detected by the input shaft rotation angle sensor (Sb) and the speed change actuator detected by the speed change shaft rotation angle sensor (Sf). 3. The control device for a vehicle power transmission device according to claim 1, wherein the amount of eccentricity (ε) is calculated based on a rotation angle of the transmission shaft (14 a) of (A). 4.   Based on the hydraulic oil temperature sensor (Sg) for detecting the hydraulic oil temperature of the continuously variable transmission (T) and the hydraulic oil temperature of the continuously variable transmission (T) detected by the hydraulic oil temperature sensor (Sg). 4. The control device for a vehicle power transmission device according to claim 1, further comprising time changing means (M6) for changing the predetermined time.   The time changing means (M6) shortens the predetermined time when the hydraulic oil temperature of the continuously variable transmission (T) is equal to or higher than a predetermined value than when the hydraulic oil temperature is lower than a predetermined value. 5. A control device for a vehicle power transmission device according to 4.

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