JP2016017524A - Friction transmission mechanism controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a friction transmission mechanism controller capable of improving accuracy for setting a control reference position.SOLUTION: A shift controller 9 is a friction transmission mechanism controller configured to perform reset processing (processing in a flowchart of FIG. 4) for revolving a crankshaft 3 eccentrically supporting driven rollers 31 and 32 of two roller pairs 10 and 20 to a restricted position by a stopper pin 72 and a revolving guide groove 71 and setting this position as a zero point, and restricted position discrimination processing for discriminating whether a revolution-restricted position is the restricted position or a position of a crest of a pressing force by applying to the crankshaft 3 a driving force in a negative revolution direction that is a direction of the restricted position by a reset torque that cannot surpass the crest of the pressing force at the time of revolving the crankshaft 3 to the restricted position, and to perform surpassing processing for revolving the crankshaft 3 to surpass the crest of the pressing force and then revolving the crankshaft 3 toward the restricted position with the reset torque if it is discriminated that the revolution-restricted position is the position of the crest of the pressing force.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for resetting a control reference position in a control device for a friction transmission mechanism that transmits power by pressing a roller pair.

2. Description of the Related Art Conventionally, there are known a transmission that changes a gear ratio by selectively pressing a plurality of roller pairs and a friction transmission mechanism that controls driving force transmission distribution in the roller pairs (see, for example, Patent Document 1).
In this friction transmission mechanism, the crankshaft supporting one roller of the roller pair is rotated at an eccentric position offset from the roller rotation axis, and the mutual pressing force between the roller pairs, that is, the friction transmission mechanism The output torque is controlled.
When such crank shaft rotation amount control is performed, the rotation angle is controlled based on the rotation angle from the control reference position.
Therefore, in this prior art, even if there is a manufacturing dimensional error or variation in the control reference position, a reset process for resetting the control reference position is performed to improve the accuracy of the control. In the case of this prior art, in the reset process, the crankshaft is rotated in the forward and reverse directions around the eccentric shaft with a predetermined torque, and the center of the two points where the rotation is stopped by the pressing force generated between the rollers is the control reference position. It is said.

JP 2011-11560 A

In the above-described prior art, the position where the rotation of the crankshaft supporting the roller around the eccentric shaft is stopped as a reference, but the stop position may vary. In other words, when the crankshaft is rotated and the rollers of the roller pair come into contact with each other, a reaction force that the rollers press against each other acts on the crankshaft. Therefore, the stop position of the crankshaft rotation may vary depending on the magnitude of the reaction force. Alternatively, if the application of the driving force is stopped after the crankshaft is stopped, the crankshaft is pushed back by the pressing force, and if the pushed back position is the stop position, the stop position may vary depending on the magnitude of the reaction force. There is.
Therefore, when the stop position varies as described above, the control reference position also varies.

  The present invention has been made paying attention to the above problem, and an object thereof is to provide a control device for a friction transmission mechanism capable of improving the setting accuracy of a control reference position.

In order to achieve the above object, the present invention provides:
The control means rotates the crankshaft that eccentrically supports one roller of the roller pair to a restriction position where the rotation is restricted by the restriction means, and performs a reset process for setting the restriction position as a control reference position. In addition, when the crankshaft is rotated to the restriction position, the rotation is restricted by applying a driving force in the direction of the restriction position with a reset torque that cannot overcome the peak of the pressing force with respect to the crankshaft. Is subjected to a restriction position determination process for determining whether the restriction position is a peak position of the pressing force, and when determining the peak position of the pressing force, the crankshaft is rotated by overcoming the peak of the pressing force. The control device for the friction transmission mechanism is characterized in that, after performing the ride-over process, it is rotated toward the restriction position by the reset torque.

In the control device for a friction transmission mechanism according to the present invention, during the reset processing, the control means uses the restriction position where the rotation of the crankshaft is restricted by the restriction means as the control reference position, so that the rotation of the crankshaft is completely stopped. The control reference position can be set with high accuracy.
In addition, when the crankshaft is rotated toward the restriction position, the crankshaft is rotated by applying a reset torque that cannot get over the peak of the pressing force. Can be kept low, and it has excellent durability.

1 is an overall cross-sectional view showing a hardware configuration of a friction transmission in which a control device for a friction transmission mechanism according to a first embodiment is applied. FIG. 2 is a block configuration diagram illustrating a control system of a friction transmission transmission by a transmission controller which is a control device for the friction transmission mechanism of the first embodiment. FIG. 6 is a pressing force characteristic diagram showing the relationship between the rotation angle of the crankshaft and the pressing force of the first speed roller pair and the second speed roller pair in the control apparatus for the friction transmission mechanism of the first embodiment. 6 is a flowchart showing a process flow in a zero-point reset process in the control device for the friction transmission mechanism according to the first embodiment.

Hereinafter, the best mode for realizing a control device for a friction transmission mechanism of the present invention will be described based on the embodiments shown in the drawings.
(Embodiment 1)
First, the configuration of the control device for the friction transmission mechanism according to the first embodiment will be described.
The configuration of the friction transmission transmission T as a friction transmission mechanism to which the control device of the first embodiment is applied is described below as [hard configuration of friction transmission transmission], [control system configuration of friction transmission transmission], [ [0-point reset control configuration] will be described separately.

[Hard structure of friction transmission]
FIG. 1 shows an overall cross section of a friction transmission transmission T to which the control device for a friction transmission mechanism of the first embodiment is applied. Hereinafter, the hardware configuration of the friction transmission T will be described with reference to FIG.
As shown in FIG. 1, the friction transmission T includes a transmission case 1, an input shaft 2, a crankshaft 3, an output shaft 4, a differential unit 5, an actuator 6, and a first coupling joint 7. And a second coupling joint 8.

  The transmission case 1 includes an input side connection case 11, a cylindrical case body 12, and an end cover 13. A first pressing force support plate 14 is bolted to the cylindrical case body 12, and a second pressing force support plate 15 is clamped and fixed between the cylindrical case body 12 and the end cover 13 by the bolts. .

  The input shaft 2 is a shaft to which a rotational driving torque is input from a driving source such as a motor generator, and the first pressing force support plate 14 and the second pressing force support plate 15 are interposed via a bearing 23 and a bearing 24. And is supported at both ends in a rotatable manner. The input shaft 2 is integrally formed with a small-diameter first-speed drive roller 21 and a large-diameter second-speed drive roller 22.

The crankshaft 3 is arranged in parallel with the input shaft 2, and both ends of the crankshaft 3 are rotatable with respect to the first pressing force support plate 14 and the second pressing force support plate 15 via bearings 33 and 34. 1 is supported.
A large-diameter first-speed driven roller 31 that is in press contact with the first-speed drive roller 21 via the first traction surface 35 is rotatably supported on the crankshaft 3 via a bearing 37. Further, a small-diameter second-speed driven roller 32 that is in press contact with the second-speed drive roller 22 via the second traction surface 36 is rotatably supported on the crankshaft 3 via a bearing 38.

  The output shaft 4 is provided coaxially with the crankshaft 3 so as to be rotatable relative to the crankshaft 3 via a bearing 43. Further, both ends can be rotated via a bearing 33 and a bearing 44 shared with the crankshaft 3. Is supported by the transmission case 1. Torque from the first speed driven roller 31 is transmitted to the output shaft 4 through the second coupling joint 8. A park gear 41 is integrally formed on one end side (driven roller side) of the output shaft 4, and an output gear 42 is integrally formed on the other end side.

  The differential unit 5 includes a final gear 51 that meshes with the output gear 42 to form a reduction gear pair, and a differential gear set 52 that distributes the rotational driving torque transmitted to the final gear 51 to the left and right while allowing a differential. ing. The differential unit 5 is connected to left and right drive shafts for rotationally driving left and right drive wheels (not shown).

The actuator 6 controls the rotation angle of the crankshaft 3 from a zero point (P0), which will be described later, and switches between the first gear, the second gear, and the neutral. In the first gear, the first-speed roller pair 10 formed by the first-speed driving roller 21 and the first-speed driven roller 31 is brought into pressing contact. In the second speed stage, the second speed roller pair 20 including the second speed driving roller 22 and the second speed driven roller 32 is pressed and brought into contact. In the neutral state, the roller pairs 10 and 20 are not brought into pressing contact.
A worm gear 61 is provided on the rotation shaft of the actuator 6 such as a servo motor, and a wheel gear 62 that meshes with the worm gear 61 is fixed to an end position of the crankshaft 3 (a position opposite to the output shaft 4).

  The first connecting joint 7 and the second connecting joint 8 are interposed between adjacent members that are in an eccentric relationship with each other, and are connected while allowing relative displacement in the radial direction. The first coupling joint 7 is interposed between the opposing end surfaces of the first speed driven roller 31 and the second speed driven roller 32, and the second coupling joint 8 is formed between the end surface of the first speed driven roller 31 and the end surface of the output shaft 4. Intervened in between. In addition, as the 1st connection joint 7 and the 2nd connection joint 8, an Oldham coupling etc. are used, for example.

Next, the relationship between the rotation angle of the crankshaft 3 and the pressing force of both roller pairs 10, 20 will be described with reference to FIG.
FIG. 3 shows the rotation angle of the crankshaft 3 on the horizontal axis and the pressing force on the vertical axis.
In FIG. 3, “1st” indicates the pressing force generated by the first speed roller pair 10, and “2nd” indicates the pressing force generated by the second speed roller pair 20. ing.
Thus, as the crankshaft 3 changes the rotation angle, the pressing force generated by each of the roller pairs 10 and 20 changes in a mountain shape with the positions of the rotation angles Pp1 and Pp2 as vertices. The pressing forces of the roller pairs 10 and 20 with respect to the change in the rotation angle of the crankshaft 3 are arranged with different phases, and the phases are such that the pressing forces of the roller pairs 10 and 20 are generated simultaneously. Overlapping polymerization zones are provided.

In FIG. 3, the position of P0 in the rotation angle is the 0 point as the control reference position, and Pm is the maximum rotation position of the crankshaft 3 that is rotated to the maximum from the 0 point.
The zero point and the maximum rotation position are defined by a rotation guide groove 71 and a stopper pin 72 as restricting means.
That is, as shown in FIG. 1, a rotation guide groove 71 and a stopper pin 72 are provided between the wheel gear 62 and the transmission case 1 as restriction means for restricting the rotation of the crankshaft 3. The rotation guide groove 71 is concave in the axial direction on the side surface of the wheel gear 62, has a circumferential shape of less than 360 degrees along the side surface, and is formed in a substantially C shape when viewed from the front. Stopper walls 71a and 71b (see FIG. 3) are provided at both ends in the circumferential direction.

The stopper pin 72 rises from the transmission case 1 and is inserted into the rotation guide groove 71 in the axial direction, and comes into contact with the stopper walls 71a and 71b, thereby rotating the wheel gear 62, that is, the crankshaft 3. Regulates rotation.
In other words, when the crankshaft 3 (wheel gear 62) is rotated in the negative rotation direction in FIG. 3, the rotation angle P0 at which the stopper wall 71a and the stopper pin 72 are in contact with each other and the rotation is restricted is zero. is there. Further, when the crankshaft 3 (wheel gear 62) is rotated in the forward rotation direction, the rotation angle Pm that is restricted by the stopper wall 71b and the stopper pin 72 being in contact with each other is the maximum rotation position. Become. In addition, the rotation angle between both rotation angles P0 and Pm is less than 360 degrees.

  Further, both rotation angles P0 and Pm of the rotation guide groove 71 are arranged at positions outside the region where the pressing force of both the roller pairs 10 and 20 occurs in a mountain shape. Therefore, the zero point (control reference position) with the rotation angle P0 is arranged in a neutral region where the pressing force of both roller pairs 10, 20 is zero.

[Control system configuration of friction transmission]
FIG. 2 shows a control system of the friction transmission T by the transmission controller 9 which is the control device of the first embodiment, and the configuration of this control system will be described below.

  As shown in FIG. 2, the shift controller 9 receives information from a vehicle speed sensor 91, an accelerator opening sensor 92, an actuator temperature sensor 93, a crank angle position sensor (angle detection means) 94, a range position sensor 95, a motor controller 96, and the like. Enter. And based on these input information, the command which controls the crank angle (rotation angle) of the crankshaft 3 is output with respect to the actuator 6, and shift control, pressing force control, zero point reset control, etc. are performed.

  The shift control is performed during traveling in the D range, and as described above, the first speed stage for pressing and contacting the first speed roller pair 10 and the second speed stage for pressing and contacting the second speed roller pair 20 are selected. It is. Specifically, the shift controller 9 has a known shift map based on the vehicle speed and the accelerator opening. Then, the shift controller 9 performs the upshift when the vehicle speed detection value detected by the vehicle speed sensor 91 and the accelerator opening sensor 92 and the operating point based on the accelerator opening detection value cross the 1 → 2 speed up shift line of the shift map. Do. The shift controller 9 performs a downshift when the operating point crosses the 2 → 1st downshift line.

  In the pressing force control, the pressing force of the first-speed roller pair 10 is controlled when the first speed stage is selected during steady travel other than during the shift control, and the pressing force of the second-speed roller pair 20 is selected when the second speed stage is selected. To control. In this basic control of the pressing force, the rotation angle (crank angle) of the crankshaft 3 is controlled by the actuator 6 so as to suppress slippage between the first traction surface 35 and the second traction surface 36 with respect to a change in input torque. The angle is controlled to a pressing force proportional to the input torque. For example, when controlling the pressing force F of the second-speed drive roller 22 and the second-speed driven roller 32, as shown in FIG. 2, the pressing force F is increased by rotating the crankshaft 3 in the direction of the arrow U. The pressing force F is reduced by rotating the crankshaft 3 in the direction of arrow D. Further, the control of the pressing force of the second speed roller pair 20 is executed in the region indicated by H5 in FIG. 3, and the arrow U direction in FIG. 2 is the negative rotation direction in FIG. The direction of arrow D is the forward rotation direction in FIG.

As shown in FIG. 3, since the transmission torque is relatively smaller at the second speed than at the first speed, the maximum pressing force of the second speed roller pair 20 is the pressing force of the first speed roller pair 10. It is set smaller than the maximum value.
And at the time of this pressing force control, the rotation angle of the crankshaft 3 is controlled in the area | region (area | region of H2, H5) which avoided the superposition | polymerization area | region in both pressing force characteristics. That is, at the first speed stage, the pressing force of the first-speed roller pair 10 is controlled by changing the rotation angle of the crankshaft 3 using the control region of H6 on the left side of the drawing rather than the maximum value of the pressing force.
On the other hand, at the second speed, the pressing force of the second speed roller pair 20 is controlled by changing the rotation angle of the crankshaft 3 using the control region of H4 on the right side of the drawing rather than the maximum value of the pressing force.

[0-point reset control configuration]
When the rotation angle of the crankshaft 3 is controlled as described above, the rotation angle is controlled based on the rotation angle from the 0 point that is the control reference position.
Therefore, in the first embodiment, every time an ignition switch (not shown) is switched from OFF to ON, that is, every time travel is started, a zero point reset process for resetting the zero point position on the control is executed. .
In the zero point reset process, the crankshaft 3 is rotated in the negative direction, and the stopper pin 72 shown in FIG. 1 and the stopper wall 71a (see FIG. 3) formed at the end of the rotation guide groove 71 are in contact with each other. The position where the rotation is restricted is set as the zero point which is the control reference position.

FIG. 4 shows a process flow in the zero point reset process executed by the speed change controller 9, and the process flow will be described below.
In the first step S1 that proceeds when the ignition switch (not shown) is turned from OFF to ON, the actuator 6 is preset with a reset torque (power) so that the crankshaft 3 is rotated in the negative rotation direction that is the zero point direction. Drive in aA). This reset torque can be rotated in the region of H1 and H6 where the rotation angle of the crankshaft 3 does not generate the pressing force, but the pressing force is generated in either of the roller pairs 10 and 20. In such a state, the torque is set so that it can hardly rotate due to the reaction force.
Therefore, when the crankshaft 3 is rotated in the negative rotation direction by the reset torque, the crankshaft 3 is stopped or almost stopped at any of the rotation angles Ps1, Ps2, and P0 in FIG.

In the next step S2, it is determined whether or not the rotation amount of the crankshaft 3 is less than the stop determination angle. If it is less than the stop determination angle, the process proceeds to step S3, and if it is greater than the stop determination angle, the process returns to step S1. .
That is, in step S2, it is determined whether or not the crankshaft 3 is stopped at a position where any rotation of the crankshaft 3 cannot be performed by the reset torque (any rotation angle of Ps1, Ps2, and P0 in FIG. 3). Here, the stop determination angle is a value for determining that the crankshaft 3 is almost stopped, and is, for example, a one-digit rotation angle.
If NO is determined in step S2, the crankshaft 3 is rotating in the region of H1, H6, or H2, H4 in FIG.

In step S3, which proceeds when the amount of rotation of the crankshaft 3 becomes less than the stop determination angle in step S2, the actuator 6 is operated with a determination torque (power bA> aA) larger than the reset torque in the negative rotation direction. Drive. This discrimination torque is set based on the fatigue limit between the stopper pin 72 and the stopper wall 71 a and the maximum value of the pressing force of each roller pair 10, 20. That is, even when the stopper pin 72 repeatedly collides with the stopper wall 71a, the determination torque is a value that does not reach the fatigue limit and exceeds the maximum pressing force of each roller pair 10 and 20. Thus, the crankshaft 3 is set to a value that cannot be rotated.
As described above, torque control (power control) of the actuator 6 is performed in steps S1 to S3.

In step S4 that proceeds after the actuator 6 is driven with the torque for determination, it is determined whether or not the amount of rotation of the crankshaft 3 is less than the rotation determination value. If it is less than the rotation determination value, the process proceeds to step S5. If it is equal to or greater than the motion determination value, the process proceeds to step S6.
That is, when the actuator 6 is rotated in the negative rotation direction by the torque for determination from the rotation stop state of the crankshaft 3 (any one of Ps1, Ps2, and P0 in FIG. 3), Ps1, Ps2 From this position, the shaft can be rotated to the point before the peak of the peak of the pressing force, whereas when the crankshaft 3 has reached 0 point, the torque is increased from the reset torque to the determination torque. Even the rotation is restricted.

  Therefore, in step S4, when the rotation amount of the crankshaft 3 is less than the rotation determination value, the rotation is restricted by the contact between the stopper pin 72 and the stopper wall 71a, that is, the zero point is reached. Then, the process proceeds to step S5 to perform zero point reset.

On the other hand, if the amount of rotation is equal to or greater than the rotation determination value in step S4, the rotation restriction is made at the position of the peak of the pressing force (Ps1, Ps2), and the crankshaft 3 is shown in FIG. It is determined that it is located in one of the areas H3 and H5, and the process proceeds to step S6.
In the processing after this step S6, the crankshaft 3 is subjected to processing for getting over the rotation angle at which the pressing force of the pair of rollers 10 and 20 is maximized to the zero point side.

In the first embodiment, when the crankshaft 3 is rotated to the zero point side over the rotation angles Pp1 and Pp2 at which the pressing force is maximized, the rotation speed control is performed as described later. Run.
That is, in step S6 of FIG. 4, first, the actuator 6 is driven to rotate the crankshaft 3 in the negative rotation direction at a preset target speed [deg / sec], and the process proceeds to the next step S7. This target speed [deg / sec] was slowed to some extent so that the stopper pin 72 and the stopper wall 71a do not collide after a moment after the maximum value of the pressing force of the first-speed roller pair 10 in FIG. 3 was overcome. The speed is set.

In step S7, which proceeds after the processing of step S6 where the rotation speed control is started, the current value increase / decrease amount is calculated from the difference between the target speed and the actual speed, and then the process proceeds to the next step S8.
In the following step S8, the required current value is calculated using the integrated value of the current value increase / decrease amount obtained in step S7, and the process proceeds to the next step S9. Note that the processing in steps S7 and S8 is feedback control of the current value for maintaining the target speed, and well-known PI control or PID control can be used.

As described above, the crankshaft 3 rotates while maintaining the preset target speed [deg / sec] based on the processing of steps S6 to S8.
Therefore, if the actual speed is greater than the target speed, the current value (drive torque) is decreased, and if the actual speed is smaller, the current value (drive torque) is increased to maintain the target speed, and the pressing force is maximized. The rotation angles Pp1 and Pp2 can be overcome.
Further, after the rotation angle of the crankshaft 3 has exceeded the rotation angles Pp1 and Pp2 at which the pressing force shown in FIG. 3 is maximum, the reaction force of the pressing force acts in the rotation direction. The target speed [deg / sec] is maintained by applying braking (for example, negative torque).

  In step S9, which proceeds during the execution of the rotational speed control, it is determined whether or not the current value has exceeded a preset current abnormality determination value (maxA). If the current abnormality determination value is exceeded, an abnormal stop is performed and a current abnormality determination is performed. If it does not exceed the value, the process proceeds to step S10. The current abnormality determination value is set to a value that is the same as or slightly larger than the allowable current value that is larger than the maximum current value when driving the actuator 6, and a current that exceeds this current abnormality determination value flows. If it does, stop it abnormally.

  In step S10 that proceeds when the current value does not exceed the current abnormality determination value in step S9, it is determined whether or not the current value is less than the braking determination value (cA). If the current value is less than the braking determination value, the process proceeds to step S11. If it is greater than or equal to the braking determination value, the process returns to step S7. Note that the braking determination value (cA) is the value obtained by applying braking based on the rotation speed control after the rotation angle of the crankshaft 3 has exceeded either of the rotation angles Pp1 and Pp2 at which the maximum pressing force is described above. Whether or not is determined, it is set to a very small value about the reset torque.

That is, as described above, in the region of H2 or H4 that exceeds the maximum value of the pressing force in FIG. 3, the pressing reaction force acts on the crankshaft 3, and the rotation speed of the crankshaft 3 increases. Therefore, in order to maintain the rotation speed of the crankshaft 3 at the target speed [deg / sec], the driving torque (electricity) of the actuator 6 is reduced to give a braking force in the regions H2 and H4.
Therefore, in step S10, it is determined based on the current value whether or not the rotation angle Pp1 or Pp2 that is the maximum value of the pressing force is overcome and the braking force is applied to the crankshaft 3.

  In step S11 which proceeds when it is determined YES (affirmed) in the braking determination in step S10, an abnormality determination is performed based on whether or not the total rotation amount after starting the zero point reset control has exceeded the rotation amount determination value. If the total rotation amount exceeds the rotation amount determination value, the actuator 6 is abnormally stopped to suppress the total rotation amount. On the other hand, if the total rotation amount does not exceed the rotation amount determination value, the process returns to step S1. .

  As described above, the rotation amount of the wheel gear 62 integrated with the crankshaft 3 is limited to a predetermined rotation amount of less than 360 degrees by the rotation guide groove 71 and the stopper pin 72. Therefore, when the total rotation amount from the start of the zero point reset process exceeds the rotation amount defined by the rotation guide groove 71 and the stopper pin 72, the crank angle position sensor 94 or the stopper pin 72 has an abnormality. Determine that it has occurred. At the time of this abnormality determination, the normal zero point reset cannot be performed, so the zero point reset is stopped and the abnormal stop is performed.

(Operation of Embodiment 1)
Next, the operation of the first embodiment will be described. Prior to the description, the operation of the comparative example will be described.
In the comparative example, similarly to the first embodiment, in resetting the zero point, the crankshaft 3 is rotated to the zero point (P0 in FIG. 3), and the stopper wall 71a and the stopper pin 72 are brought into contact with each other. The position where the movement is restricted is set as the control reference position (0 point).

The difference between the comparative example and the first embodiment of the present invention is that the crankshaft 3 is given a torque capable of overcoming the peak of the pressing force of the pair of rollers 10 and 20 when the crankshaft 3 is rotated to the zero point. Thus, the actuator 6 is driven.
In this case, after overcoming the peak of the pressing force, the rotational speed of the crankshaft 3 also increases due to the pressing reaction force, and the stopper wall 71a and the stopper pin 72 collide at a higher speed and with a larger torque than in the first embodiment. To do. For this reason, the impact generated between the stopper wall 71a and the stopper pin 72 is also relatively large, and whenever the zero point reset is executed, fatigue due to the collision is accumulated, and damage may occur if the fatigue limit is reached. There is. Therefore, in order to prevent this damage, it is necessary to ensure the strength of the stopper wall 71a, the wheel gear 62, the stopper pin 72, and the transmission case 1, and in this case, an increase in size and weight is caused.

  In particular, as shown in FIG. 3, when the first-speed roller pair 10 having a relatively large maximum pressing force is arranged on the near side of the zero point, the crankshaft 3 has the maximum pressing force. The reaction force when getting over becomes larger, and the impact when reaching the zero point becomes larger.

  On the other hand, in the first embodiment, the crankshaft 3 is rotated to the 0 point and the input when the stopper wall 71a and the stopper pin 72 hit each other is suppressed and excellent in durability. The operation of the first embodiment will be described based on FIG.

  When the actuator 6 is stopped, for example, at the end of traveling, the crankshaft 3 is usually in the region of H6, Ps2, and H1 in FIG. 3 due to the reaction force of the pressing force applied to the pair of rollers 10 and 20. , Any one of them.

That is, when power supply to the actuator 6 is stopped in a state where the rotation angle of the crankshaft 3 is controlled in the region H5, the crankshaft 3 is rotated in the normal rotation direction by the reaction force of the pressing force. , H6.
Further, when the power supply to the actuator 6 is stopped during the control in the region of H3 and H4, the rotation angle of the crankshaft 3 is the position of Ps2, which is the valley portion between the two mountains, by the reaction force of the pressing force. Stop.

When the power supply to the actuator 6 is stopped during the control in the H2 region, the crankshaft 3 is rotated in the negative rotation direction by the reaction force of the pressing force and stopped in the H3 region.
As described above, when the actuator 6 is stopped, the crankshaft 3 is disposed in any one of the area H1, the position Ps2, and the area H6.

  When the zero point reset process is started by turning on the ignition switch (not shown) from this state, the crankshaft 3 is first rotated in the negative rotation direction with the smallest reset torque (aA) (step S1). At this time, if the rotation angle of the crankshaft 3 is in the region of H1, the crankshaft 3 rotates to the position of the zero point (P0) by the rotation by the reset torque and stops. This resetting torque is set to a relatively small torque that can hardly rotate the crankshaft 3 by the reaction force in a state where the pressing force is generated in either of the roller pairs 10 and 20. Yes. For this reason, when the crankshaft 3 reaches 0 point, the input to the stopper wall 71a and the stopper pin 72 is small, and the fatigue given to these is small.

Further, when the zero-point reset control is started at the position where the rotation angle of the crankshaft 3 is Ps2, the crankshaft 3 cannot resist the pressing force in the region H3 and stays in the vicinity of Ps2.
On the other hand, when the zero point reset process is started in the region where the rotation angle of the crankshaft 3 is H6, the rotation of the crankshaft 3 in the negative rotation direction is caused by the pressing force by the second speed roller pair 20 to be the rotation angle Ps1. Rotation is restricted in the vicinity.

In the above three modes, when the rotation of the crankshaft 3 in the negative rotation direction is restricted and the amount of rotation becomes less than the stop determination angle, the actuator 6 is then moved in the negative rotation direction with the discrimination torque (bA). Rotate (based on processing from step S2 to S3).
At this time, if the rotation angle of the crankshaft 3 is either Ps1 or Ps2, the crankshaft 3 starts to rotate against the pressing force, and the rotation amount exceeds the rotation determination value (step YES determination in S4). On the other hand, when the crankshaft 3 has reached 0 point, the rotation is restricted, and the rotation amount is less than the rotation determination value.

  Therefore, if the rotation amount of the crankshaft 3 is less than the rotation determination value, it is assumed that the zero point has been reached, and the zero point reset is performed based on the processing of steps S3 → S4 → S5, and the zero point reset process is performed. finish. At the time of resetting the zero point, the crankshaft 3 is reset in a state where the stopper pin 72 and the stopper wall 71a are in contact with each other and completely stopped, so that the zero point reset can be performed with high accuracy.

  On the other hand, when a rotation amount exceeding the rotation determination value is generated on the crankshaft 3 by the rotation by the discriminating torque (bA), the rotation speed control based on steps S6 to S8 is performed to move the crankshaft 3 to a constant speed ( Rotate at target speed. That is, when the crankshaft 3 starts to rotate with the discrimination torque from either position Ps1 or Ps2, the region H3 or the region H5 is rotated at a constant target speed. In this case, in order to rotate the actuator 6 at the target speed, a relatively large torque is output according to the pressing force.

  When the rotation angle of the crankshaft 3 exceeds the rotation angles Pp1 and Pp2 at which the pressing force of either of the roller pairs 10 and 20 is maximized by this rotation speed control, the rotation is caused by the reaction force of the pressing force. Since the moving speed increases, a braking force is applied to the actuator 6 based on the rotation speed control.

  As a result, the electric power applied to the actuator 6 becomes relatively small and is less than the braking determination value. Therefore, it is determined YES in Step S10, and the actuator 6 is reset again based on the processing in Step S1. Drive with torque.

Therefore, when the crankshaft 3 moves over the maximum value (Pp1) of the pressing force of the first-speed roller pair 10 and moves in the H2 region, the crankshaft 3 is rotated by the reset torque and then reaches 0 point. At this time, the stopper wall 71a and the stopper pin 72 come into contact with each other with a small torque.
Therefore, it is possible to make contact with the stopper wall 71a and the stopper pin 72 while suppressing fatigue.
In addition, when the crankshaft 3 gets over the position (Pp2) where the pressing force of the second speed roller pair 20 is maximized, the above-described operation is repeated and the position where the pressing force of the first speed roller pair 10 is maximized ( Get over Pp1).

  As described above, in the first embodiment, the stopper wall 71a and the stopper pin 72 are gently brought into contact with each other at the time of the zero point reset process, and the metal fatigue is accumulated in the stopper wall 71a and the stopper pin 72 and is thereby damaged. Can be suppressed.

Further, when an abnormality occurs in the current value (YES determination in step S9) or an abnormality occurs in the total rotation amount of the crankshaft 3 (YES determination in step S11), the actuator 6 is stopped.
Therefore, it is possible to avoid the problem of continuing to drive the actuator 6 with an abnormal current value. Further, when an abnormality occurs in the crank angle position sensor 94 or an abnormality occurs in the rotation restriction of the crankshaft 3 by the stopper wall 71a and the stopper pin 72, an abnormality that continues to drive the actuator 6 can be avoided.

(Effect of Embodiment 1)
The effects of the control device for the friction transmission mechanism according to the first embodiment are listed below.
1) The control device of the friction transmission mechanism of the first embodiment is
The first-speed driving roller 21 and the second-speed driving roller 22 connected to the input shaft 2 and the first-speed driven roller 31 and the second-speed driven roller 32 connected to the output shaft 4 are selectively pressed and contacted respectively. A friction transmission T as a friction transmission mechanism including a first speed roller pair 10 and a second speed roller pair 20 capable of transmitting
A crankshaft 3 that eccentrically supports the driven rollers 31 and 32, which are one of the rollers 10 and 20, and generates a pressing force between the rollers in a mountain shape with a change in the rotation angle;
A zero-point reset process for controlling the rotation angle of the crankshaft 3 based on a control reference position, rotating the crankshaft 3 to a preset position, and setting the position as the control reference position. A shift controller 9 as control means for performing
In the control device of the friction transmission mechanism with
A rotation guide groove 71 and a stopper pin 72 are provided as regulating means for regulating the rotation of the crankshaft 3 at a position outside the range where the pressing force is generated,
During the zero point reset process, the speed change controller 9 rotates to the zero point where the rotation is regulated by the rotation guide groove 71 and the stopper pin 72 as the preset position, and the crankshaft 3 At the time of turning to the zero point, a position where the rotation is restricted by applying a driving force in the direction of the zero point as the restriction position direction with a reset torque (step S1) that cannot overcome the peak of the pressing force. Then, the processing of step S3 and step S4 is performed as a restriction position determination process for determining whether the zero point position or the pressing force peak position, and at the time of NO determination as the determination of the pressing force peak position, After a climbing process (steps S6 to S8) for turning the crankshaft 3 over the peak of the pressing force is performed, the crankshaft 3 is rotated toward the zero point by the reset torque. It is characterized in.
Therefore, at the time of resetting the zero point, the rotation position of the crankshaft 3 is set to the zero point with the restriction position restricted by the stopper pin 72 and the stopper wall 71a of the rotation guide groove 71 as the control reference position. In this way, since the zero point reset process is performed at the position where the rotation of the crankshaft 3 is completely stopped, the control reference position (0 point) can be set with high accuracy.
In addition, when the crankshaft 3 is rotated toward the 0 point, the crankshaft 3 is rotated by applying a reset torque that cannot overcome the peak of the pressing force. For this reason, the input to the stopper wall 71a of the stopper pin 72 and the rotation guide groove 71 when the rotation of the crankshaft 3 is restricted can be kept low, and the durability is excellent.

2) The control device for the friction transmission mechanism of the first embodiment is
The shift controller 9 applies a determination torque relatively larger than the reset torque to the crankshaft 3 after the crankshaft 3 is restricted in rotation during the restriction position determination processing (step S3). When a rotation amount exceeding a predetermined rotation determination value is generated (step S4), the position where the rotation is restricted is determined to be a pressing force peak position (Ps1, Ps2).
That is, when the determination torque is applied to the crankshaft 3 based on the determination torque setting, if the rotation is restricted by the stopper wall 71a and the stopper pin 72, the crankshaft 3 is rotated and In the case of rotation restriction, the crankshaft 3 can be rotated.
Therefore, before resetting the zero point, it is possible to determine whether the rotation restriction of the crankshaft 3 is due to the rotation restriction by the zero point or the pressing force.

3) The control device of the friction transmission mechanism of the first embodiment is
The shift controller 9 applies braking force to the crankshaft 3 when it exceeds the peak peaks (Pp1, Pp2) of the pressing force in each of the roller pairs 10, 20 during the overtaking process (S6-S8, S10). It is characterized by giving.
Therefore, the braking force causes the crankshaft 3 to rotate at a high speed by a reaction force in which the rotation angle of the crankshaft 3 exceeds the peak (Pp1, Pp2) of the pressing force in each of the roller pairs 10, 20. Can be suppressed.
Therefore, after the rotation angle of the crankshaft 3 exceeds the peak of the pressing force, it is possible to suppress the collision between the stopper wall 71a and the stopper pin 72 at a high speed, and to prevent the stopper wall 71a and the stopper pin 72 from being damaged. Durability can be improved.

4) The control device of the friction transmission mechanism of the first embodiment is
The speed change controller 9 performs speed control for rotating the crankshaft 3 at a preset target speed during the overtaking process (step S6).
Therefore, since the crankshaft 3 is rotated by speed control, after the rotation angle of the crankshaft 3 exceeds the peak of the pressing force, the speed is increased by the reaction force of the pressing force and the high-speed rotation is suppressed. Thus, the effect 3) can be obtained.
Also, when the rotation angle of the crankshaft 3 climbs the peak of the pressing force, the torque of the actuator 6 is appropriately controlled by rotating at a constant speed, and compared with exceeding the peak by torque control. Thus, it is possible to reliably climb over the mountain without excessive or insufficient driving torque.

5) The control device of the friction transmission mechanism of the first embodiment is
The speed change controller 9 detects a current flowing through the actuator 6, and if the current detection value exceeds a current abnormality determination value as a preset allowable current (step S9), it is determined as abnormal and the allowable current is detected. The actuator 6 is stopped as an abnormality avoidance process for suppressing the following.
Therefore, it is possible to avoid a problem that a large current flows in the actuator 6 and the shift controller 9.

6) The control device of the friction transmission mechanism of the first embodiment is
The shift controller 9 detects the total rotation amount of the crankshaft 3 after the start of the zero point reset process, and when the total rotation amount exceeds a preset rotation amount determination value (step) S11), characterized in that the actuator 6 is stopped as an abnormality avoidance process for determining an abnormality and suppressing the total rotation amount.
Therefore, if an abnormality occurs in the crank angle position sensor 94 or an abnormality occurs in the stopper pin 72 and the stopper wall 71a and the rotation cannot be restricted, the actuator 6 is stopped. Thereby, it is possible to avoid the problem that the actuator 6 is driven endlessly and the zero point reset cannot be completed.

7) The control device of the friction transmission mechanism of the first embodiment is
The friction transmission transmission T as the friction transmission mechanism includes a first speed roller pair 10 and a second speed roller pair 20 as the roller pair,
The roller pairs 10 and 20 are arranged with different phases of the pressing force with respect to the rotation angle of the crankshaft 3,
The shift controller 9 executes the restriction determination process when the rotation is restricted after exceeding the peak (Pp1, Pp2) of the pressing force of each roller pair 10 and 20 by the overpass process. .
Therefore, even if a plurality of roller pairs are provided, the overpassing process and the restriction determination process are repeated, and the crankshaft 3 can be reliably rotated to the zero point position with a low torque, thereby achieving the effect of 1) above. Can be obtained.

  As mentioned above, although the control apparatus of the friction transmission mechanism of this invention has been demonstrated based on embodiment, it is not restricted to this embodiment about a concrete structure, It concerns on each claim of a claim Design changes and additions are allowed without departing from the scope of the invention.

  In the embodiment, the friction transmission mechanism including a plurality of roller pairs is shown as the friction transmission mechanism. However, the present invention is not limited to this, and the friction transmission mechanism includes a crankshaft that eccentrically rotates the eccentric rollers of the roller pair. If so, the present invention can be applied to the driving force distribution device disclosed in Patent Document 1. Further, when applied to a friction transmission, the embodiment has shown an example in which the number of roller pairs is “2”, but the number of roller pairs is not limited to this, and the number of roller pairs may be three or more. Good.

Further, the restricting means is not limited to the rotation restricting structure using the turning groove and the stopper pin as shown in the embodiment as long as the turning of the crankshaft is restricted at a predetermined position. For example, a plate piece or a slider may be moved instead of the stopper pin. Alternatively, the positional relationship between a protrusion-side member such as a stopper pin and a groove-side member such as a stopper wall may be arranged opposite to the embodiment. That is, a structure may be adopted in which a stopper pin protrudes from the wheel gear or the crankshaft in the axial direction or the outer diameter direction and the rotation guide groove is provided on the case side.
In the reset process, in Embodiment 1, the maximum rotation position (0 point) in the negative rotation direction is set as the control reference position in the rotation direction of the crankshaft. The maximum rotation position may be the control reference position.
Further, in the embodiment, the example in which the rotation speed control is performed as a means for applying a braking force to the crankshaft when the crankshaft exceeds a mountain is shown, but the present invention is not limited to this. A means for braking using a frictional force or the like may be provided separately.
In the embodiment, the process of stopping the actuator that rotates the crankshaft is shown as the abnormality avoidance process for suppressing the current value to be equal to or lower than the allowable current when the current value exceeds the current abnormality determination value as the allowable current. However, it is not limited to this. For example, driving may be continued in a state where the current value to the actuator is suppressed. Further, in this case, the driving time from the abnormality determination time may be limited.
Similarly, in the embodiment, when the total rotation amount exceeds a preset rotation amount determination value, the crankshaft is rotated as an abnormality avoidance process for determining an abnormality and suppressing the total rotation amount. Although the process of stopping the actuator is shown, the present invention is not limited to this. For example, the rotation amount after determining the abnormality may be limited to a set amount, and the rotation may be continued within the limit range.

2 Input shaft 3 Crank shaft 4 Output shaft 6 Actuator 9 Shift controller (control means)
10 1st speed roller pair 20 2nd speed roller pair 21 1st speed driving roller 22 2nd speed driving roller 31 1st speed driven roller 32 2nd speed driven roller 71 Rotating guide groove (regulating means)
71a Stopper wall (regulation means)
72 Stopper pin (regulation means)
94 Crank angle position sensor T Friction transmission (friction transmission mechanism)

Claims (7)

A friction transmission mechanism including a roller pair capable of transmitting a driving force by pressing a driving roller connected to the input shaft and a driven roller connected to the output shaft;
A crankshaft that eccentrically supports one roller of the pair of rollers and generates a pressing force between the rollers in a mountain shape with a change in rotation angle;
Control for controlling a rotation angle of the crankshaft based on a control reference position, and performing a reset process for turning the crankshaft to a preset position and setting the position as the control reference position. Means,
In the control device of the friction transmission mechanism with
A restricting means for restricting the rotation of the crankshaft at a position outside the range in which the pressing force is generated;
The control means rotates the preset position to the restriction position by the restriction means at the time of the reset process, and the pressing against the crankshaft when the crankshaft is turned to the restriction position. A restriction position determination process is performed to determine whether the position where rotation is restricted by applying a driving force in the direction of the restriction position with a reset torque that cannot overcome the force peak is the restriction position or the peak position of the pressing force. When determining from the peak position of the pressing force, a climbing process is performed in which the crankshaft is rotated by overcoming the peak of the pressing force and then rotated toward the restriction position by the reset torque. A control device for a friction transmission mechanism. In the control apparatus of the friction transmission mechanism according to claim 1,
In the restriction position determination process, the control unit applies a determination torque relatively larger than the reset torque to the crankshaft after the crankshaft is restricted from rotating, and a rotation amount greater than a predetermined amount is generated. A controller for the friction transmission mechanism, wherein the controller determines that the position of the peak of the pressing force is reached. In the control apparatus of the friction transmission mechanism according to claim 1 or 2,
The control device of the friction transmission mechanism, wherein the control means applies a braking force to the crankshaft when the peak of the pressing force in the roller pair is exceeded during the overpass processing. In the control apparatus of the friction transmission mechanism according to claim 3,
The control device of the friction transmission mechanism, wherein the control means performs speed control for rotating the crankshaft at a preset speed during the overtaking process. In the control apparatus of the friction transmission mechanism according to any one of claims 1 to 4,
The control means detects a current flowing in the actuator, and when the detected current value exceeds a preset allowable current, it determines that there is an abnormality and executes an abnormality avoidance process for suppressing the current to be equal to or less than the allowable current. A control device for a friction transmission mechanism. In the control apparatus of the friction transmission mechanism according to any one of claims 1 to 5,
The control means detects a total rotation amount of the crankshaft after the reset process is started, and when the total rotation amount exceeds a preset amount, it is determined as abnormal and the total number of rotations is determined. A control device for a friction transmission mechanism, which performs an abnormality avoidance process for suppressing a dynamic amount. In the control apparatus of the friction transmission mechanism according to any one of claims 1 to 6,
The friction transmission mechanism includes a plurality of the roller pairs,
Each roller pair is arranged with different phases of the pressing force with respect to the rotation angle of the crankshaft,
The control device for a friction transmission mechanism, wherein the control means executes the restriction determination process when the rotation is restricted after the climbing process exceeds the peak of the pressing force of each roller pair.