JP2016023716A - Vehicle control unit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control unit capable of avoiding the shortage of a driving force and the slipping of a drive belt at a time of restarting a vehicle.SOLUTION: If a transmission gear ratio γ of a belt continuously variable transmission 24 does not return to a lowest transmission gear ratio when a vehicle 10 is stopped, a belt running clutch C2 disconnects wheel shafts 38 from a secondary shaft 60 and a motor 92 drives a primary shaft 56 of the belt continuously variable transmission 24 to rotate so as to return the transmission gear ratio γ to the lowest transmission gear ratio. With this configuration, even if the rotation of a drive belt 64 is constrained and the transmission gear ratio γ does not return to the lowest transmission gear ratio, the wheel shafts 38 are disconnected from the secondary shaft 60 and the motor 92 drives the drive belt 64 to rotate to return the transmission gear ratio γ to the lowest transmission gear ratio. It is, therefore, possible to avoid the shortage of a driving force and the slipping of the drive belt 64 at a time of restarting the vehicle 10.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technique for avoiding deficiency of driving force and slippage of a belt of the belt-type continuously variable transmission in a vehicle provided with a belt-type continuously variable transmission when the vehicle restarts after stopping. is there.

  (a) a primary pulley with a variable effective diameter provided on the primary shaft, (b) a secondary pulley with a variable effective diameter provided on the secondary shaft, and (c) wound around the secondary pulley and the primary pulley. A vehicle having a belt type continuously variable transmission having a transmission belt is known. For example, this is the vehicle described in Patent Document 1.

Japanese Patent Laid-Open No. 03-089071

  By the way, in the vehicle as described above, when the vehicle stops, the primary pulley while rotating the transmission belt so that the transmission ratio of the continuously variable transmission returns to a predetermined low vehicle speed side value, for example, the maximum transmission ratio. The effective diameter of the secondary pulley is changed, but when the rotation of the drive wheel stops suddenly, the rotation of the primary pulley and the secondary pulley stops, and the gear ratio of the continuously variable transmission is a value on the predetermined low vehicle speed side. There is a possibility that the vehicle will stop without returning to. In this state, when the vehicle re-starts, there is a possibility that the driving force is insufficient or the transmission belt slips.

  The present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a vehicle control device that avoids insufficient driving force and slippage of the transmission belt when the vehicle restarts. It is in.

  To achieve the above object, the gist of the present invention is: (a) a primary pulley with a variable effective diameter provided on the primary shaft; a secondary pulley with a variable effective diameter provided on the secondary shaft; A control device for a vehicle including a belt-type continuously variable transmission having a secondary pulley and a transmission belt wound around the primary pulley, wherein (b) the vehicle is a secondary shaft of the belt-type continuously variable transmission. A connection / disconnection mechanism that disconnects between the wheel shaft and (c) a rotary drive device that rotates a primary shaft or a secondary shaft of the belt-type continuously variable transmission, and (d) the control device When the speed ratio of the belt-type continuously variable transmission does not return to a predetermined low vehicle speed side value when the vehicle is stopped, the wheel shaft and the belt are The power transmission path to the continuously variable transmission is disconnected, the primary shaft or the secondary shaft of the belt continuously variable transmission is rotated by the rotational drive device, and the gear ratio is set to the predetermined low vehicle speed side. It is to return to the value of.

  According to the vehicle control apparatus configured as described above, when the speed ratio of the belt-type continuously variable transmission does not return to a predetermined low vehicle speed side value when the vehicle is stopped, the connection / disconnection mechanism By disconnecting the power transmission path between the wheel shaft and the secondary shaft of the continuously variable transmission, and rotating the primary shaft or the secondary shaft of the belt-type continuously variable transmission by the rotary drive device. Is returned to the predetermined low vehicle speed side value. For this reason, for example, even when the rotation of the transmission belt is restrained by sudden braking or the like and the gear ratio does not return to the predetermined low vehicle speed side value, the wheel shaft and the secondary shaft of the belt type continuously variable transmission Since the power transmission path is cut off and the transmission belt is rotated by the rotational driving device and the speed ratio is returned to the predetermined low vehicle speed side value, when the vehicle restarts, Slip of the transmission belt is avoided.

  Here, preferably, (a) the rotation drive device is a motor that is mounted on a pump shaft of an external oil pump and drives the external oil pump through the pump shaft, and (b) the pump shaft And the primary shaft of the belt-type continuously variable transmission are connected via a transmission member between the pump shaft and the primary shaft of the belt-type continuously variable transmission. For this reason, there is no need to add a rotational drive device to the vehicle only for rotating the primary shaft of the belt type continuously variable transmission, and there is no need to remodel vehicle parts to add the rotational drive device. Disappear.

  Preferably, the rotational drive device is an engine that transmits power to the belt-type continuously variable transmission. For this reason, there is no need to add a rotational drive device to the vehicle only for rotating the primary shaft of the belt type continuously variable transmission, and there is no need to remodel vehicle parts to add the rotational drive device. Disappear.

It is a figure explaining the schematic structure of the vehicle to which the present invention was applied. It is a functional block diagram explaining the principal part of the control function by the electronic controller for controlling the vehicle of FIG. 3 is a flowchart for explaining an example of a control operation of gear ratio change control for changing a gear ratio of a belt-type continuously variable transmission to the lowest level when the vehicle is stopped in the electronic control device of FIG. 2. It is a figure explaining the schematic structure of the vehicle of the other Example of this invention. It is a functional block diagram explaining the principal part of the control function by the electronic controller for controlling the vehicle of FIG. 6 is a flowchart for explaining an example of a control operation of a gear ratio change control for changing a gear ratio of a belt type continuously variable transmission to the lowest level when the vehicle is stopped while the vehicle is running in the electronic control device of FIG. 5.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following embodiments, the drawings are appropriately simplified or modified, and the dimensional ratios, shapes, and the like of the respective parts are not necessarily drawn accurately.

  FIG. 1 is a diagram illustrating a schematic configuration of a vehicle 10 to which the present invention is applied. In FIG. 1, a vehicle 10 includes an engine 12 that functions as a driving force source for traveling, a drive wheel 14, and a transaxle 16 that is a power transmission device provided between the engine 12 and the drive wheel 14. I have. The transaxle 16 includes a known torque converter 20 as a fluid transmission device connected to the engine 12 in a transaxle case 18 as a non-rotating member, and a turbine shaft as an output rotating member of the torque converter 20. An integrally provided input shaft 22, a belt-type continuously variable transmission 24 that is a continuously variable transmission mechanism as a first transmission mechanism connected to the input shaft 22, and a forward / reverse drive similarly connected to the input shaft 22 A switching mechanism 26, a gear mechanism 28 as a second transmission mechanism connected to the input shaft 22 through the forward / reverse switching mechanism 26 and provided in parallel with the belt-type continuously variable transmission 24, and a belt-type continuously variable transmission. The output shaft 30, which is a common output rotating member of the machine 24 and the gear mechanism 28, the counter shaft 32, and the output shaft 30 and the counter shaft 32 are provided so as not to be relatively rotatable. A reduction gear device 34 comprising a pair of gears 34 a and 34 b meshing with each other, a differential gear 36 connected to a gear 34 c provided so as not to rotate relative to the counter shaft 32, and a pair of wheel shafts 38 connected to the differential gear 36. Etc. In the transaxle 16 configured as described above, the power of the engine 12 (the torque and the force are synonymous unless otherwise distinguished) includes the torque converter 20, the belt-type continuously variable transmission 24 or the gear mechanism 28, the reduction gear device 34, It is transmitted to the pair of drive wheels 14 through the differential gear 36, the wheel shaft 38 and the like in order.

  Thus, the transaxle 16 is a belt-type continuously variable between the input shaft 22 and the drive wheel 14 or the output shaft 30 which are common input rotation members of the engine 12 or the belt-type continuously variable transmission 24 and the gear mechanism 28. A transmission 24 and a gear mechanism 28 are provided in parallel. Therefore, the transaxle 16 inputs the power of the engine 12 from the input shaft 22 to the drive wheel 14 side, that is, the output shaft 30 via the belt-type continuously variable transmission 24, and the power of the engine 12. A second power transmission path that transmits from the shaft 22 to the driving wheel 14 side, that is, the output shaft 30 via the gear mechanism 28, and the power transmission path from the engine 12 to the driving wheel 14 is switched according to the traveling state of the vehicle 10. It is configured to be. Therefore, the transaxle 16 interrupts power transmission in the belt driving clutch (disconnecting mechanism) C2 as a first clutch mechanism that interrupts power transmission in the first power transmission path and the second power transmission path. And a meshing clutch D1 as a second clutch mechanism. Note that the belt traveling clutch C2 is a known wet type clutch which is frictionally engaged by, for example, a hydraulic actuator that disconnects a power transmission path between a secondary shaft 60 and a wheel shaft 38, which will be described later, of the belt type continuously variable transmission 24. This is a plate-type hydraulic friction engagement device.

  The forward / reverse switching device 26 is mainly composed of a double pinion planetary gear device 26p, a forward clutch C1, and a reverse brake B1. The carrier 26c of the planetary gear unit 26p is integrally connected to the input shaft 22, and the ring gear 26r of the planetary gear unit 26p is selectively connected to a case 68 (to be described later) of the transaxle case 18 via the reverse brake B1. The sun gear 26 s of the gear device 26 p is connected to a small-diameter gear 40 provided around the input shaft 22 so as to be relatively rotatable coaxially with the input shaft 22. Further, the carrier 26c and the sun gear 26s are selectively coupled via the forward clutch C1. The forward clutch C1 and the reverse brake B1 correspond to a connection / disconnection device, both of which are known hydraulic friction engagement devices that are frictionally engaged by a hydraulic actuator. In the forward / reverse switching device 26 configured as described above, when the forward clutch C1 is engaged and the reverse brake B1 is released, the input shaft 22 is directly connected to the small-diameter gear 40, and the second power transmission path. The forward power transmission path is established (achieved) at. When the reverse brake B1 is engaged and the forward clutch C1 is released, the small-diameter gear 40 is rotated in the reverse direction with respect to the input shaft 22, and reverse power transmission is performed in the second power transmission path. A route is established. When both the forward clutch C1 and the reverse brake B1 are released, the second power transmission path is set to a neutral state (power transmission cutoff state) in which power transmission is interrupted. Since the forward / reverse switching device 26 is interposed in the second power transmission path, the forward clutch C1 and the reverse brake B1 intermittently transmit power in the second power transmission path provided in the transaxle 16. Functions as a third clutch mechanism.

  The gear mechanism 28 includes a small-diameter gear 40 and a large-diameter gear 44 that is provided on the gear mechanism counter shaft 42 so as not to be relatively rotatable. An idler gear 46 is provided around the gear mechanism counter shaft 42 so as to be rotatable relative to the gear mechanism counter shaft 42 coaxially. The meshing clutch D1 is provided between the gear mechanism counter shaft 42 and the idler gear 46 around the gear mechanism counter shaft 42, and selectively connects and disconnects between them. Specifically, the meshing clutch D1 is fitted to the first gear 48 formed on the gear mechanism counter shaft 42, the second gear 50 formed on the idler gear 46, and the first gear 48 and the second gear 50. And a hub sleeve 52 formed with inner peripheral teeth that can be engaged (engageable and meshable). In the meshing clutch D <b> 1 configured in this way, the gear mechanism counter shaft 42 and the idler gear 46 are connected by the hub sleeve 52 being engaged with the first gear 48 and the second gear 50. The meshing clutch D1 further includes a synchromesh mechanism S1 that synchronizes rotation when the first gear 48 and the second gear 50 are engaged. The idler gear 46 meshes with an output gear 54 having a larger diameter than the idler gear 46. The output gear 54 is provided around the same rotational axis as the output shaft 30 so as not to rotate relative to the output shaft 30. When one of the forward clutch C1 and the reverse brake B1 is engaged, the meshing clutch D1 is engaged, and the belt traveling clutch C2 is released, the power of the engine 12 is transferred from the input shaft 22 to the forward / reverse switching device 26. A second power transmission path is established (connected) that is transmitted to the output shaft 30 via the gear mechanism 28, the idler gear 46, and the output gear 54 sequentially.

  The belt type continuously variable transmission 24 is provided on a power transmission path between the input shaft 22 and the output shaft 30. The belt type continuously variable transmission 24 is provided on a primary pulley 58 having a variable effective diameter provided on a primary shaft 56 coaxially connected to the input shaft 22 and a secondary shaft 60 coaxial with the output shaft 30. A secondary pulley 62 having a variable effective diameter, and a transmission belt 64 wound between the primary pulley 58 and the secondary pulley 62, and between the primary pulley 58 and the secondary pulley 62 and the transmission belt 64. Power is transmitted via frictional force. In the belt-type continuously variable transmission 24, the V-groove width of the primary pulley 58 and the secondary pulley 62, which are a pair of variable pulleys, is changed to change the engagement diameter (effective diameter) of the transmission belt 64, thereby changing the transmission ratio. (Gear ratio) γ (= input shaft rotational speed Ni / output shaft rotational speed No) is continuously changed. For example, when the V groove width of the primary pulley 58 is reduced, the gear ratio γ is reduced (that is, the belt type continuously variable transmission 24 is upshifted). Further, when the V groove width of the primary pulley 58 is increased, the gear ratio γ is increased (that is, the belt type continuously variable transmission 24 is downshifted). The output shaft 30 is disposed around the secondary shaft 60 so as to be rotatable relative to the secondary shaft 60 coaxially. The belt traveling clutch C2 is provided closer to the drive wheel 14 than the belt type continuously variable transmission 24 (that is, provided between the secondary pulley 62 and the output shaft 30), and the secondary pulley 62 and the output shaft. 30, that is, the power transmission path between the secondary shaft 60 of the belt type continuously variable transmission 24 and the wheel shaft 38 is selectively connected or disconnected. When the belt running clutch C2 is engaged and the meshing clutch D1 is released, the power of the engine 12 is transmitted from the input shaft 22 to the output shaft 30 via the belt type continuously variable transmission 24. One power transmission path is established (connected).

  As shown in FIG. 1, the transaxle case 18 includes a housing 66 in which a first accommodation space A for accommodating, for example, the torque converter 20 is formed, and a cylinder adjacent to the opposite side of the housing 66 from the engine 12 side. A non-rotating member composed of three case members such as a case 68 and a rear cover 70 adjacent to the opposite side of the case 68 from the engine 12 side. By being fastened, it is configured as one case. The transaxle case 18 includes, for example, a forward / reverse switching device 26, a gear mechanism 28, a meshing clutch D1, a reduction gear device 34, a differential gear 36, and the like formed by being surrounded by a housing 66 and a case 68. It has a second housing space B for housing, and a third housing space C for housing, for example, the belt-type continuously variable transmission 24 formed by being surrounded by the case 68 and the rear cover 70.

  As shown in FIG. 1, in the belt-type continuously variable transmission 24, the shaft-shaped primary shaft 56 includes a first bearing 74 in which an end of the primary shaft 56 opposite to the engine 12 side is provided on the rear cover 70. The first shaft 56 is provided in a partition wall 68 a that is supported by the rear cover 70 and has an end on the engine 12 side of the primary shaft 56 formed in the case 68 and that separates the second storage space B and the third storage space C. By being supported by the case 68 via the bearing 76, it is supported by the transaxle case 18 so as to be rotatable around the first axis E <b> 1 of the primary shaft 56. Further, the shaft-like secondary shaft 60 is supported by the rear cover 70 via a second bearing 78 provided on the rear cover 70 at the end opposite to the engine 12 side of the secondary shaft 60. In addition, although the end portion of the secondary shaft 60 on the engine 12 side is not illustrated, the second shaft center E2 of the secondary shaft 60 is supported by the housing 66 via a second bearing provided in the housing 66, for example. The transaxle case 18 is supported so as to be rotatable around.

  As shown in FIG. 1, in the belt-type continuously variable transmission 24, the primary pulley 58 includes a drive-side fixed sheave 56 a that is integrally fixed to the primary shaft 56, and a first shaft center E <b> 1 with respect to the primary shaft 56. The drive-side movable sheave 80 provided so as not to be rotatable relative to the first-axis E1 and the thrust that changes the V-groove width between the drive-side fixed sheave 56a and the drive-side movable sheave 80. And a drive-side hydraulic cylinder 82 for providing The secondary pulley 62 includes a driven-side fixed sheave 60a that is integrally fixed to the secondary shaft 60, and a relative rotation in the direction of the second axis E2 that is not rotatable relative to the secondary shaft 60 around the second axis E2. A driven-side movable sheave 84 that is movably provided, and a driven-side hydraulic cylinder 86 that applies thrust to change the V-groove width between the driven-side fixed sheave 60a and the driven-side movable sheave 84 are provided. A secondary spring 88 is provided in the oil chamber 86a of the driven hydraulic cylinder 86 so as to constantly urge the driven movable sheave 84 toward the driven fixed sheave 60a in the direction of the second axis E2. ing. Further, the urging force of the secondary spring 88 is applied to the secondary pulley 62 when the transmission belt 64 is rotated in a state where no hydraulic pressure is generated in the drive side hydraulic cylinder 82 and the driven side hydraulic cylinder 86, for example. The effective diameter is set to be large, that is, the effective diameter when the transmission belt 64 is hung on the primary pulley 58 is reduced.

  As shown in FIG. 1, an external oil pump 90 is fixed to the case 68 of the transaxle case 18 in the second storage space B, and the external oil is provided to the housing 66 of the transaxle case 18. A motor (rotary drive device) 92 for driving the pump 90 via the pump shaft 90a is fixed. Further, when a motor drive command signal is supplied to the motor 92 from an electronic control device (control device) 100 described later, the motor 92 rotates the pump shaft 90a mounted on the motor 92 around its axis, The external oil pump 90 is driven. Note that the oil supplied from the external oil pump 90 that is driven by the external oil pump 90 is adjusted or controlled by a hydraulic control valve unit (not shown). Or supplied to each part of the transaxle 16.

  1, the pump shaft 90a of the external oil pump 90 and the primary shaft 56 of the belt-type continuously variable transmission 24, that is, the input shaft 22 connected to the primary shaft 56, are connected to the pump shaft 90a. And an input shaft 22 via an endless annular chain (transmission member) 94 so that power can be transmitted. That is, the pump shaft 90a is provided with an annular drive-side sprocket 96 fitted in the middle of the pump shaft 90a so as not to be relatively rotatable by, for example, a spline, and the input shaft 22 includes the input shaft 22 thereof. An annular driven sprocket 98 fitted in a non-rotatable manner by, for example, a spline is provided at an intermediate portion of the shaft 94, and the chain 94 is wound around the driving sprocket 96 and the driven sprocket 98. When the motor 92 is driven and the pump shaft 90a is rotationally driven, the input shaft 22 via the chain 94, that is, the primary shaft 56 of the belt-type continuously variable transmission 24 connected to the input shaft 22 is the first axis E1. It is designed to rotate around.

  FIG. 2 is a functional block diagram illustrating a main part of a control function by the electronic control device (control device) 100 for controlling the vehicle 10 of the present embodiment. The electronic control device 100 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like, for example, and the CPU stores a program stored in the ROM in advance using the temporary storage function of the RAM. Various control of the vehicle 10 is executed by performing signal processing according to the above. For example, the electronic control unit 100 performs output control of the engine 12, shift control of the belt-type continuously variable transmission 24, belt clamping pressure control, the first power transmission path and the second power transmission path in the transaxle 16. The control etc. which switch are performed.

  The electronic control unit 100 includes, for example, a signal indicating the vehicle speed V detected by the vehicle speed sensor 102, a signal indicating ON / OFF operation of an engine start / stop switch (not shown) detected by the switch 104, and a pulley rotation speed sensor 106. A signal indicating the rotation speed of the primary pulley 58 and the rotation speed of the secondary pulley 62, the position of the drive-side movable pulley 80 in the direction of the first axis E1 relative to the drive-side fixed pulley 56a detected by the stroke sensor 108, and the driven side A signal indicating the position of the driven movable pulley 84 in the direction of the second axis E2 with respect to the fixed pulley 60a, a signal indicating the rotational speed Ne of the engine 12 detected by the engine rotational speed sensor 110, and the like are supplied.

  A control signal from the electronic control unit 100 to the engine output control unit 112 for controlling the output of the engine 12, for example, a throttle valve (not shown) for operating the throttle valve opening of an electronic throttle valve provided in the intake pipe of the engine 12 is provided. A drive signal to the actuator, a fuel supply amount signal for controlling the amount of fuel supplied to the intake pipe or the cylinder of the engine 12 by a fuel injection device (not shown), and an ignition signal for instructing the ignition timing of the engine 12 by an ignition device (not shown); The hydraulic control command signal for the hydraulic control related to the shift of the belt type continuously variable transmission 24 and the switching of the travel pattern of the transaxle 16, that is, the switching between the first power transmission path and the second power transmission path. Hydraulic pressure for controlling the advance switching device 26, the belt traveling clutch C2, and the meshing clutch D1 A control command signal and the like are outputted.

  In FIG. 2, the vehicle stop determination unit 114 is, for example, a vehicle state in which the forward clutch C1 is engaged (the reverse brake B1 is released), the belt traveling clutch C2 is engaged, and the meshing clutch D1 is released. In a vehicle state in which power from the engine 12 is transmitted to the drive wheels 14 via the belt-type continuously variable transmission 24, whether or not the vehicle 10 has stopped is determined by the vehicle speed V detected by the vehicle speed sensor 102.

  The engine stop operation execution determination unit 116 determines whether or not the driver has performed the engine stop operation by, for example, operating the engine start / stop switch (not shown).

  The engine stop control unit 118 determines that the vehicle 10 is stopped by the vehicle stop determination unit 114, and determines that the driver has performed the engine stop operation by the engine stop operation execution determination unit 116. The output control device 112 executes engine stop control for stopping fuel injection by the fuel injection device (fuel cut) and stopping ignition control of the ignition device.

  The continuously variable transmission unit gear ratio determination unit 120 determines that the vehicle 10 is stopped by the vehicle stop determination unit 114, and determines that the driver has performed the engine stop operation by the engine stop operation execution determination unit 116. Then, the gear ratio (gear ratio) γ of the belt type continuously variable transmission 24 is calculated, and it is determined whether or not the calculated gear ratio γ is the lowest (= γmax). The lowest (= γmax) is the maximum speed ratio γ of the belt type continuously variable transmission 24. The gear ratio γ of the belt type continuously variable transmission 24 is calculated from the rotational speed of the primary pulley 58 and the rotational speed of the secondary pulley 62 detected by the pulley rotational speed sensor 106. Alternatively, the position of the drive side movable pulley 80 in the first axis E1 direction relative to the drive side fixed pulley 56a detected from the stroke sensor 108 and the position of the driven side movable pulley 84 in the second axis E2 direction relative to the driven side fixed pulley 60a. From these, the effective diameters of the primary pulley 58 and the secondary pulley 62 are calculated, and the gear ratio γ of the belt type continuously variable transmission 24 is obtained.

  When the continuously variable transmission speed ratio determining section 120 determines that the speed ratio γ of the belt-type continuously variable transmission 24 is not the lowest, the continuously variable transmission speed ratio changing section 122 sets the transmission ratio γ to the lowest speed. Change to be That is, the continuously variable transmission gear ratio changing unit 122 determines that the continuously variable transmission gear ratio determining unit 120 determines that the transmission gear ratio γ of the belt-type continuously variable transmission 24 is not the lowest, the clutch C2 for belt running. Is released, the power transmission path between the secondary shaft 60 and the wheel shaft 38 of the belt-type continuously variable transmission 24 is disconnected, and the motor 92 is driven. When the belt traveling clutch C2 is released and the motor 92 is driven, the pump shaft 90a is driven to rotate, and the primary shaft 56 connected to the input shaft 22 through the chain 94 is rotated to rotate the transmission belt 64. To do. As a result, the effective diameter by which the transmission belt 64 is hung on the secondary pulley 62 by the urging force of the secondary spring 88 provided in the driven hydraulic cylinder 86 is increased, and the gear ratio γ of the belt-type continuously variable transmission 24 is the lowest. The gear ratio γ is changed (increased) so as to approach. The continuously variable transmission unit speed ratio changing unit 122 stops the motor 92 when the continuously variable transmission unit speed ratio determining unit 120 determines that the speed ratio γ is at the lowest level.

  FIG. 3 shows the electronic control device 100 in a vehicle state in which the forward clutch C1 is engaged (reverse brake B1 is released), the belt traveling clutch C2 is engaged, and the meshing clutch D1 is released. 10 is a flowchart for explaining an example of a control operation of a gear ratio change control for changing the gear ratio γ of the belt-type continuously variable transmission 24 to the lowest level when 10 is stopped.

  First, in step (hereinafter, step is omitted) S1 corresponding to the vehicle stop determination unit 114, it is determined whether or not the vehicle 10 has stopped. When the determination of S1 is negative, S1 is repeatedly executed, but when the determination is positive, S2 corresponding to the engine stop operation execution determination unit 116 is executed. In S2, it is determined whether or not the driver has performed an engine stop operation. If the determination in S2 is negative, S1 is executed again, but if the determination is positive, S3 corresponding to the engine stop control unit 118 is executed.

  In S3, the engine output control device 112 stops the fuel injection by the fuel injection device, the ignition control of the ignition device is stopped, and the engine 12 stops. Next, S4 corresponding to continuously variable transmission unit gear ratio determination unit 120 is executed. In S4, the gear ratio (gear ratio) γ of the belt type continuously variable transmission 24 is calculated, and it is determined whether or not the calculated gear ratio γ is the lowest. If the determination in S4 is affirmative, that is, if the speed ratio γ is the lowest, S5 and S6 corresponding to the continuously variable transmission speed ratio changing unit 122 described later are not executed, but the determination in S4 If NO is determined, that is, if the speed ratio γ is not the lowest, S5 and S6 are executed.

  In S5, the belt traveling clutch C2 is released and the power transmission path between the secondary shaft 60 and the wheel shaft 38 of the belt type continuously variable transmission 24 is disconnected. Next, in S6, the motor 92 is driven. In S5 and S6, when the belt traveling clutch C2 is released and the motor 92 is driven, the primary shaft 56 connected to the input shaft 22 via the chain 94 rotates and the transmission belt 64 rotates. . As a result, as described above, the effective diameter of the transmission belt 64 hung on the secondary pulley 62 by the urging force of the secondary spring 88 increases, so that the speed ratio γ of the belt-type continuously variable transmission 24 approaches the lowest level. The gear ratio γ is changed.

  Next, S7 corresponding to the continuously variable transmission unit gear ratio determination unit 120 is executed. In S7, the transmission gear ratio (gear ratio) γ of the belt type continuously variable transmission 24 is calculated, and it is determined whether or not the calculated transmission gear ratio γ is the lowest. If the determination in S7 is negative, that is, if the speed ratio γ is not the lowest level, S5 and S6 are executed again. If the determination in S7 is affirmative, that is, the speed ratio γ is If it is at the lowest level, S8 corresponding to the continuously variable transmission unit gear ratio changing unit 122 is executed. In S8, the motor 92 is stopped.

  In this embodiment, the rotation of the drive wheel 14 is restricted by, for example, sudden braking, and the rotation of the primary pulley 58 and the secondary pulley 62 is restricted, so that the gear ratio γ of the belt-type continuously variable transmission 24 does not return to the lowest level. When the vehicle is stopped in the state, in S5 and S6, the power transmission path between the secondary shaft 60 of the belt type continuously variable transmission 24 and the wheel shaft 38 is disconnected by the belt traveling clutch C2, and the belt type continuously variable. By rotating the primary shaft 56 of the transmission 24 by the motor 92, the speed ratio γ is returned to the lowest level.

  As described above, according to the electronic control device 100 of the vehicle 10 of the present embodiment, when the speed ratio γ of the belt-type continuously variable transmission 24 does not return to the lowest level when the vehicle 10 is stopped, the belt The power transmission path between the wheel shaft 38 and the secondary shaft 60 of the belt-type continuously variable transmission 24 is disconnected by the traveling clutch C2, and the primary shaft 56 of the belt-type continuously variable transmission 24 is rotated by the motor 92 to The speed ratio γ is returned to the lowest level. For this reason, for example, even when the rotation of the transmission belt 64 is restrained by sudden braking or the like and the speed ratio γ does not return to the lowest level, the power between the wheel shaft 38 and the secondary shaft 60 of the belt-type continuously variable transmission 24. Since the transmission path is disconnected and the transmission belt 64 is rotated by the motor 92 and the transmission gear ratio γ is returned to the lowest level, a shortage of driving force and slippage of the transmission belt 64 are avoided when the vehicle 10 restarts. .

  Further, according to the electronic control unit 100 of the vehicle 10 of the present embodiment, the rotary drive device that rotates the primary shaft 56 of the belt type continuously variable transmission 24 is mounted on the pump shaft 90a of the external oil pump 90 and the pump. A motor 92 that drives an external oil pump 90 via a shaft 90a. The pump shaft 90a and the input shaft 22 connected to the primary shaft 56 of the belt-type continuously variable transmission unit 24 include the pump shaft 90a and It is connected to the input shaft 22 connected to the primary shaft 56 of the belt type continuously variable transmission 24 via a chain 94 so that power can be transmitted. For this reason, it is not necessary to add a rotation drive device to the vehicle 10 only for rotating the primary shaft 56 of the belt type continuously variable transmission 24, and parts of the vehicle 10 are modified to add the rotation drive device. There is no need.

  Next, another embodiment of the present invention will be described in detail with reference to the drawings. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

  As shown in FIGS. 4 and 5, the vehicle 124 according to the present embodiment is provided with a motor 92 provided to rotate the primary shaft 56 of the belt type continuously variable transmission 24 and a peripheral portion of the motor 92. The external oil pump 90, the chain 94, the driving side sprocket 96, the driven side sprocket 98, and the like are removed, and the control function of the electronic control device (control device) 126 provided in the vehicle 124 is the same as that of the first embodiment. This is different from the control function of the electronic control device 100 in that it is partially changed, and the other points are substantially the same as those of the vehicle 10 of the first embodiment.

FIG. 5 is a functional block diagram illustrating a main part of a control function by the electronic control device 126 for controlling the vehicle 124 of this embodiment. As shown in FIG. 5, the power transmission path separation unit 128 includes, for example, the forward clutch C1 is engaged (reverse brake B1 is released), the belt traveling clutch C2 is engaged, and the meshing clutch D1 is released. The vehicle speed V detected by the vehicle speed sensor 102 is equal to or lower than the predetermined vehicle speed V _A during traveling in the vehicle state in which the power from the engine 12 is transmitted to the drive wheels 14 via the belt type continuously variable transmission 24. When the vehicle speed V becomes equal to or lower than the predetermined vehicle speed _VA , the belt traveling clutch C2 is released to transmit power between the secondary shaft 60 and the wheel shaft 38 of the belt type continuously variable transmission 24. Disconnect the route. The predetermined vehicle speed V _A is a preset vehicle speed V corresponding to an engine rotation speed at which the engine 12 can rotate autonomously.

  The continuously variable transmission gear ratio determination unit 120 determines that the belt travel clutch C2 is released by the power transmission path separation unit 128, and the vehicle stop determination unit 114 determines that the vehicle 10 is stopped, and the engine When it is determined by the stop operation execution determination unit 116 that the driver has performed the engine stop operation, the transmission gear ratio (gear ratio) γ of the belt type continuously variable transmission 24 is calculated, and the calculated transmission gear ratio γ is the lowest. It is determined whether (= γmax).

  When the continuously variable transmission speed ratio determining unit 120 determines that the speed ratio γ of the belt-type continuously variable transmission 24 is the lowest, the engine stop control unit 118 causes the engine output control device 112 to execute the fuel injection device. Is stopped (fuel cut), and engine stop control is executed to stop the ignition control of the ignition device. Further, in the engine stop control unit 118, when the continuously variable transmission unit gear ratio determining unit 120 determines that the gear ratio γ of the belt-type continuously variable transmission 24 is not the lowest, the engine stop operation execution determining unit 116 operates. Even when a person performs an engine stop operation, the engine stop control is not executed. That is, in the engine stop control unit 118, when the continuously variable transmission unit speed ratio determination unit 120 determines that the speed ratio γ of the belt type continuously variable transmission 24 is not the lowest, the engine stop control is not executed and the engine 12 Since the engine 12 is in a driving state, the engine 12 functions as a rotation driving device that rotates the primary shaft 56 of the belt-type continuously variable transmission 24 and the transmission belt 64 is rotated. As a result, the effective diameter by which the transmission belt 64 is hung on the secondary pulley 62 by the urging force of the secondary spring 88 provided in the driven hydraulic cylinder 86 is increased, and the gear ratio γ of the belt-type continuously variable transmission 24 is the lowest. The gear ratio γ is changed (increased) so as to approach.

  FIG. 6 shows the electronic control unit 126 traveling in a vehicle state in which, for example, the forward clutch C1 is engaged (reverse brake B1 is released), the belt traveling clutch C2 is engaged, and the meshing clutch D1 is released. 7 is a flowchart for explaining an example of a control operation of a gear ratio change control for changing the gear ratio γ of the belt type continuously variable transmission 24 to the lowest level when the vehicle 124 is stopped.

First, in step (hereinafter, step is omitted) S11 corresponding to the power transmission path separating unit 128, it is determined whether or not the vehicle speed V is equal to or lower than a predetermined vehicle speed _VA . If the determination in S11 is negative, S11 is repeatedly executed. If the determination is positive, S12 corresponding to the power transmission path disconnecting unit 128 is executed. In S12, the belt traveling clutch C2 is released, and the power transmission path between the secondary shaft 60 and the wheel shaft 38 of the belt-type continuously variable transmission 24 is disconnected.

  Next, in S13 corresponding to the vehicle stop determination unit 114, it is determined whether or not the vehicle 124 has stopped. If the determination in S13 is negative, S11 is executed again, but if the determination is positive, S14 corresponding to the engine stop operation execution determination unit 116 is executed. In S14, it is determined whether or not the driver has performed an engine stop operation. If the determination in S14 is negative, S11 is executed again, but if the determination is affirmative, S15 corresponding to the continuously variable transmission gear ratio determination unit 120 is executed.

  In S15, the transmission gear ratio (gear ratio) γ of the belt type continuously variable transmission 24 is calculated, and it is determined whether or not the calculated transmission gear ratio γ is the lowest. If the determination in S15 is affirmative, that is, if the speed ratio γ is the lowest, S16 corresponding to the engine stop control unit 118 is executed, but if the determination in S15 is negative, that is, the above When the speed ratio γ is not the lowest, the above S15 is repeatedly executed. If it is determined in S15 that the speed ratio γ of the belt-type continuously variable transmission 24 is not the lowest, the engine stop control is not executed and the engine 12 is in a driving state, so that the engine 12 is belt-type. The transmission belt 64 is rotated by functioning as a rotational drive device that rotates the primary shaft 56 of the continuously variable transmission 24. As a result, as described above, the effective diameter of the transmission belt 64 hung on the secondary pulley 62 by the urging force of the secondary spring 88 increases, so that the speed ratio γ of the belt-type continuously variable transmission 24 approaches the lowest level. The gear ratio γ is changed.

  In S16, the engine output control device 112 stops the fuel injection by the fuel injection device, the ignition control of the ignition device is stopped, that is, the engine stop control is executed, and the engine 12 is stopped.

  In this embodiment, the rotation of the drive wheel 14 is restricted by, for example, sudden braking, and the rotation of the primary pulley 58 and the secondary pulley 62 is restricted, so that the gear ratio γ of the belt-type continuously variable transmission 24 does not return to the lowest level. When the vehicle stops in the state, the engine 12 does not stop even when the driver performs the engine stop operation in S15, and the secondary shaft 60 and the wheel shaft 38 of the belt type continuously variable transmission 24 are driven by the belt traveling clutch C2. Since the primary shaft 56 of the belt-type continuously variable transmission 24 is rotated by the engine 12 in a state where the power transmission path between the transmission and the gear is disconnected, the speed ratio γ is returned to the lowest level.

  As described above, according to the electronic control device 126 of the vehicle 124 of the present embodiment, the rotary drive device that rotates the primary shaft 56 of the belt type continuously variable transmission 24 powers the belt type continuously variable transmission 24. An engine 12 for transmission. This eliminates the need to add a rotational drive device to the vehicle 124 only for rotating the primary shaft 56 of the belt type continuously variable transmission 24, and modifies parts of the vehicle 124 to add the rotational drive device. There is no need.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

  In the present embodiment, in the vehicle 10 of the first embodiment, the primary shaft 56 of the belt-type continuously variable transmission 24 is rotated by driving the motor 92, but the belt-type continuously variable transmission is driven by driving the motor 92. The internal structure of the transaxle 16 may be changed so that the secondary shaft 60 of the machine 24 is rotated. In the vehicle 10 of the first embodiment, the chain 94 is provided as a transmission member on the pump shaft 90a and the input shaft 22, but a transmission member other than the chain 94 may be provided. That is, any transmission member that transmits the power of the motor 92 to the input shaft 22 connected to the primary shaft 56 of the belt type continuously variable transmission 24 may be used.

  In the electronic control device 100 for the vehicle 10 according to the first embodiment, the continuously variable transmission unit gear ratio determination unit 120 determines that the vehicle 10 is stopped by the vehicle stop determination unit 114 and determines whether the engine stop operation is performed. When it is determined at section 116 that the driver has performed the engine stop operation, it is determined whether or not the gear ratio γ of the belt-type continuously variable transmission 24 is at the lowest level. If it is determined that the vehicle has stopped, it may be determined whether or not the speed ratio γ is the lowest.

  In the electronic control unit 100 for the vehicle 10 according to the first embodiment, the continuously variable transmission unit gear ratio changing unit 122 calculates the transmission gear ratio γ of the belt-type continuously variable transmission 24 in the continuously variable transmission unit gear ratio determining unit 120. When the calculated gear ratio γ is determined not to be the lowest, control is performed to change the gear ratio γ of the belt-type continuously variable transmission 24. For example, the vehicle 10 is provided with an acceleration sensor. If it is determined whether or not it is a sudden stop by an acceleration sensor, it may be controlled to change the speed ratio γ of the belt-type continuously variable transmission 24 when it is determined that the stop is abrupt.

In the present embodiment, the continuously variable transmission unit speed ratio changing unit 122 is a belt type continuously variable transmission when the speed ratio γ calculated by the continuously variable transmission unit speed ratio determining unit 120 is not the lowest (= γmax). The speed ratio γ of the machine 24 is controlled to be changed. For example, when the calculated speed ratio γ is equal to or lower than a predetermined low vehicle speed side value γ _Low close to the lowest, the belt type continuously variable transmission 24. Control may be performed so as to change the speed ratio γ. The predetermined value γ _Low on the low vehicle speed side is determined by an experiment that favorably avoids insufficient driving force and slippage of the transmission belt 64 of the belt-type continuously variable transmission 24 when the vehicle 10 restarts after stopping. This is a predetermined value of the gear ratio γ of the belt type continuously variable transmission 24 set in advance.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

10, 124: Vehicle 12: Engine (rotary drive device)
24: Belt type continuously variable transmission 38: Wheel shaft 56: Primary shaft 58: Primary pulley 60: Secondary shaft 62: Secondary pulley 64: Transmission belt 92: Motor (rotary drive device)
100, 126: Electronic control device (control device)
114: Vehicle stop determination unit 120: continuously variable transmission unit transmission ratio determination unit 122: continuously variable transmission unit transmission ratio change unit C2: belt travel clutch (connection / disconnection mechanism)
γ: gear ratio γ _Low : predetermined low vehicle speed value

Claims (1)

A belt-type continuously variable pulley having a primary pulley with a variable effective diameter provided on a primary shaft, a secondary pulley with a variable effective diameter provided on a secondary shaft, and a transmission belt wound around the secondary pulley and the primary pulley. A control device for a vehicle including a transmission,
The vehicle is
A connection and disconnection mechanism for separating the secondary shaft and the wheel shaft of the belt-type continuously variable transmission;
A rotation drive device that rotates a primary shaft or a secondary shaft of the belt-type continuously variable transmission,
When the speed ratio of the belt-type continuously variable transmission does not return to a predetermined low vehicle speed side value when the vehicle is stopped, the control device causes the wheel shaft and the belt-type continuously variable to be The power transmission path to the stepped transmission is disconnected, the primary shaft or the secondary shaft of the belt-type continuously variable transmission is rotated by the rotary drive device, and the speed ratio is set to the predetermined low vehicle speed side value. A control device for a vehicle, wherein

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