JP2016031123A - Control device for stepless transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device enabled, by eliminating the influences by a disturbance, to detect an inter-shaft force between an input shaft and an output shaft precisely thereby to control a stepless transmission highly efficiently.SOLUTION: At least either an input shaft MS or an output shaft CS, which is equipped with an input pulley 26a, an output pulley 26b and inter-shaft force detecting means 88, comprises a cylindrical part MSb (CSb) and a shank MSa(CSa) inserted into the inside of and coupled to the cylindrical part MSb (CSb). A spline coupling part 92 is formed of a first member having arc-shaped teeth and a second member having spur teeth capable of fitting those teeth.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a control device for a continuously variable transmission, and more specifically to a control device capable of accurately detecting an inter-shaft force between an input shaft and an output shaft and thereby controlling the continuously variable transmission efficiently. .

  2. Description of the Related Art Conventionally, there is known a control device for a continuously variable transmission that detects an interaxial force between an input shaft and an output shaft and calculates and controls a pulley axial thrust based on the detected interaxial force or the like. (For example, patent document 1).

  In the technique described in Patent Document 1, by providing an inter-axis force sensor on the input shaft side of the continuously variable transmission, the influence of the bending moment generated when the driving force is transmitted via a helical gear, a spur gear, or the like. By avoiding this, the detection accuracy of the interaxial force is improved, and the continuously variable transmission is controlled by the axial thrust calculated based on the detected interaxial force or the like.

JP 2014-25545 A

  The technique described in Patent Document 1 focuses on the fact that there is no gear that generates a bending moment on the input shaft, and improves the detection accuracy of the interaxial force, but holds the torque converter on the input shaft. There is also the effect of bending moments due to bearings. In order to avoid the influence of the bearing that holds the torque converter, an inter-axis force sensor may be provided on the output shaft. In this case, however, it is generated by a helical gear that constitutes the differential mechanism connected to the output shaft. The effects of bending moments cannot be avoided.

  In the technique described in Patent Document 1, a sensor for detecting an interaxial force is arranged on a pulley. A pulley shaft that supports the pulley and a shaft or a pulley that transmits a driving force from a driving source to the pulley shaft. Since the shaft that transmits the driving force from the reshaft to the wheel side is integrally configured, there is a disadvantage in that the detection accuracy of the interaxial force that is detected by the shaft itself absorbing the interaxial force is reduced. is there.

  The object of the present invention is to solve the above-described problems, and to detect the inter-shaft force between the input shaft and the output shaft with high accuracy by eliminating the influence of disturbance as much as possible, thereby efficiently controlling the continuously variable transmission. An object of the present invention is to provide a control device.

  In order to solve the above-described problem, in claim 1, an input shaft connected to a drive source mounted on a vehicle, an output shaft connected to a drive wheel of the vehicle, the input shaft and the output An input pulley and an output pulley that are respectively arranged on the shaft and supported by bearings from both sides, an endless transmission element that is wound around the input pulley and the output pulley, and the bearing on the input shaft or the output shaft. An inter-axis force detecting means provided on the outer peripheral side for detecting an inter-axis force that mutually attracts the input shaft and the output shaft, and a control means for controlling the axial thrust of the output pulley based on the detected inter-axis force And at least one of the input shaft and the output shaft includes a cylindrical portion in which the input pulley or the output pulley is disposed on an outer periphery, and an inner portion of the cylindrical portion. Inserted and sp A shaft portion that is coupled to the tubular portion via an in-coupling portion and rotates integrally with the tubular portion, and the spline coupling portion has arc-shaped teeth in the axial direction of the shaft portion. The first member and the second member having spur teeth that can be fitted to the first member in the axial direction are formed.

  In the continuously variable transmission control device according to claim 2, the output shaft is inserted into a cylindrical portion where the output pulley is disposed on an outer periphery, and a cylindrical portion of the output shaft. And a shaft portion coupled to the cylindrical portion via the spline coupling portion and rotating integrally with the cylindrical portion, and the shaft portion of the output shaft drives the differential mechanism of the vehicle. It was configured to be connected to the output gear.

  In the continuously variable transmission control device according to claim 3, the input shaft is inserted into a cylindrical portion where the input pulley is disposed on an outer periphery, and a cylindrical portion of the input shaft. And a shaft portion that is coupled to the cylindrical portion via the spline coupling portion and rotates integrally with the cylindrical portion, and the shaft portion of the input shaft is configured to be connected to the drive source. did.

  In the continuously variable transmission control apparatus according to claim 4, the spline coupling portion is configured such that the first member is an external spline and the second member is an internal spline.

  In the continuously variable transmission control apparatus according to claim 5, the shaft portion is constituted by a torsion bar, and the bearing is constituted by a self-aligning bearing.

  In claim 1, the input pulley and the output pulley, which are respectively arranged on the input shaft and the output shaft and supported by the bearings from both sides, and the interaxial force detected by the detecting means provided on the outer peripheral side of the bearing. And a control unit for controlling the axial thrust of the input pulley and the output pulley based on the control unit, and at least one of the input shaft and the output shaft includes a cylindrical portion, a cylindrical portion, and a spline coupling portion. The spline coupling portion includes a first member having an arcuate tooth in the axial direction and a second member having a flat tooth that can be fitted to the first member. Configured. Therefore, it is possible to avoid the influence of the bending moment generated on the input shaft or the output shaft, and to detect the inter-shaft force with high accuracy, and thus to control the continuously variable transmission efficiently.

  That is, at least one of the input shaft and the output shaft is composed of a cylindrical portion and a shaft portion, and these are configured to be coupled by a spline coupling portion, so that the influence of a bending moment can be avoided and the input can be avoided. It is possible to avoid the inconvenience that the detection accuracy of the interaxial force is lowered by the fact that the interaxial force between the shaft and the output shaft is absorbed by the shaft on which the input pulley and the output pulley are arranged.

  In the control device for continuously variable transmission according to claim 2, the output shaft includes a cylindrical portion provided with an output pulley on the outer periphery, and a shaft portion coupled to the cylindrical portion via a spline coupling portion. In addition to the effects described above, the influence of the bending moment generated by the output gear is influenced by the cylindrical portion on the outer peripheral side where the interaxial force detection means is provided. Can be more effectively avoided, and the axial force can be detected with high accuracy.

  In the control device for continuously variable transmission according to claim 3, the input shaft includes a cylindrical portion provided with an input pulley on the outer periphery, and a shaft portion coupled to the cylindrical portion via the spline coupling portion. In addition to the effects described above, the influence of the bending moment generated by power transmission from the drive source is on the outer peripheral side where the interaxial force detection means is provided. It is possible to more effectively avoid reaching the cylindrical portion and to detect the interaxial force with high accuracy.

  In the control device for continuously variable transmission according to claim 4, the spline coupling portion is configured such that the first member is an external spline and the second member is an internal spline. The spline joint can be easily formed.

  In the control device for a continuously variable transmission according to claim 5, since the shaft portion is constituted by a torsion bar and the bearing is constituted by a self-aligning bearing, in addition to the above effects, the influence of the bending moment Can be more effectively avoided, and the axial force can be detected with high accuracy.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control device for a continuously variable transmission according to an embodiment of the present invention. It is explanatory drawing explaining the interaxial force sensor arrange | positioned at the continuously variable transmission shown in FIG. It is explanatory drawing which shows typically the structure of the continuously variable transmission which concerns on this Example. FIG. 4 is a partially enlarged view schematically showing a spline coupling portion of the continuously variable transmission shown in FIG. 3.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, an embodiment for implementing a continuously variable transmission control device according to the invention will be described with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram generally showing a control device for a continuously variable transmission according to an embodiment of the present invention, and FIG. 2 is an explanatory diagram for explaining an interaxial force sensor arranged in the continuously variable transmission shown in FIG. is there.

  In FIG. 1, reference numeral 10 denotes an engine (an internal combustion engine (drive source)). The engine 10 is mounted on a vehicle 14 provided with drive wheels 12 (the vehicle 14 is partially indicated by the drive wheels 12 and the like).

  A throttle valve (not shown) disposed in the intake system of the engine 10 is mechanically disconnected from the accelerator pedal 16 disposed on the vehicle driver's seat floor, and is a DBW (Drive By Wire) comprising an actuator such as an electric motor. ) Connected to the mechanism 18 and opened and closed by the DBW mechanism 18.

  The intake air metered by the throttle valve flows through the intake manifold, mixes with the fuel injected from the injector 20 near the intake port of each cylinder to form an air-fuel mixture, and when the intake valve is opened, It flows into the combustion chamber of the cylinder. In the combustion chamber, the air-fuel mixture is ignited and burned by a spark plug, and after driving the piston and rotating the crankshaft 22, the air-fuel mixture is discharged to the outside of the engine 10 as exhaust gas.

  The rotation of the crankshaft 22 is input to a continuously variable transmission (hereinafter referred to as “CVT”) 26 via a torque converter 24. That is, the rotation of the output shaft of the engine 10 determined by the throttle opening adjusted by the DBW mechanism 18 according to the driver's operation of the accelerator pedal 16 is input to the CVT 26 via the torque converter 24.

  A crankshaft 22 of the engine 10 is connected to a pump / impeller 24a of a torque converter 24, while a turbine runner 24b disposed opposite thereto and receiving fluid (hydraulic oil) is connected to a main shaft (input shaft) MS. . The torque converter 24 includes a lockup clutch 24c.

  The CVT 26 is an input pulley (drive (DR) pulley) 26a disposed on the main shaft MS, and an output pulley disposed on a counter shaft (output shaft) CS that is parallel to the main shaft MS and coupled to the drive wheels 12. (Driven (DN) pulley) 26b and an endless transmission element, such as a metal belt 26c, hung between them.

  Further, as shown in FIG. 2A, automatic alignment bearings (automatic alignment bearings) 27 are provided on both side surfaces of the input pulley 26a and the output pulley 26b, respectively.

  The CVT 26 is connected to the engine 10 via a forward / reverse switching mechanism 28. The forward / reverse switching mechanism 28 includes a forward clutch 28a that allows the vehicle 14 to travel in the forward direction, a reverse brake clutch 28b that allows the vehicle 14 to travel in the reverse direction, and a planetary gear mechanism 28c disposed therebetween. .

  The rotation of the counter shaft CS is transmitted from the secondary shaft (intermediate shaft) SS to the drive wheels 12 through a gear. That is, the rotation of the countershaft CS is transmitted to the secondary shaft SS via the gears 30a and 30b, and the rotation is changed from the differential mechanism (differential mechanism) 32 to the left and right via the drive shaft (drive shaft) 34 via the gear 30c. Drive wheels (only shown on the right side) 12. In this specification, the gears 30a, 30b, and 30c are collectively referred to as “output gear 30”.

  A disc brake 36 is disposed in the vicinity of four wheels including a driving wheel (front wheel) 12 and a driven wheel (rear wheel, not shown), and a brake pedal 40 is disposed on the vehicle driver's seat floor. .

  In the forward / reverse switching mechanism 28, the forward clutch 28a and the reverse brake clutch 28b are switched by the driver operating a range selector 44 provided in the vehicle driver's seat to select one of the ranges such as P, R, N, and D. It is done by selecting. The range selection by the driver's operation of the range selector 44 is transmitted to the manual valve of the hydraulic pressure supply mechanism 46.

  Although not shown, the hydraulic pressure supply mechanism 46 includes a hydraulic pump that is driven by the engine 10 to pump hydraulic oil from a reservoir and discharge it to the oil passage, and various control valves and electromagnetic valves arranged in the oil passage. The hydraulic pressure obtained by adjusting the pressure of the hydraulic oil thus supplied is supplied to the lockup clutch 24c of the torque converter 24, and the lockup clutch 24c is engaged / released.

  The hydraulic pressure supply mechanism 46 supplies hydraulic pressure to the piston chambers of the pulleys 26a and 26b of the CVT 26. As a result, the pulley width between the pulleys 26a and 26b changes, the winding radius of the belt 26c changes, and the transmission ratio (ratio) for transmitting the rotation of the engine 10 to the drive wheels 12 is changed steplessly.

  Furthermore, the hydraulic pressure supply mechanism 46 supplies the hydraulic pressure to the forward clutch 28a of the forward / reverse switching mechanism 28 or the piston chamber of the reverse brake clutch 28b via a manual valve that operates according to the position of the range selector 44 operated by the driver. The vehicle 14 can travel in the forward direction or the reverse direction.

  A crank angle sensor 50 is provided at an appropriate position such as near the cam shaft (not shown) of the engine 10 and outputs a signal indicating the engine speed NE for each predetermined crank angle position of the piston. In the intake system, an absolute pressure sensor 52 is provided at an appropriate position downstream of the throttle valve, and outputs a signal proportional to the intake pipe absolute pressure (engine load) PBA.

  The actuator of the DBW mechanism 18 is provided with a throttle opening sensor 54, and outputs a signal proportional to the throttle valve opening TH through the rotation amount of the actuator.

  Further, an accelerator opening sensor 60 is provided in the vicinity of the accelerator pedal 16 to output a signal proportional to the accelerator opening AP corresponding to the amount of depression (accelerator pedal operation amount) by the driver of the accelerator pedal 16, and the brake. A brake switch 62 is provided in the vicinity of the pedal 40 and outputs an ON signal in response to the driver's operation of the brake pedal 40.

  The output of the crank angle sensor 50 and the like described above is sent to the engine controller 66. The engine controller 66 includes a microcomputer including a CPU, a ROM, a RAM, an I / O, and the like. The engine controller 66 controls the operation of the DBW mechanism 18 based on the sensor outputs, and controls the fuel injection by the injector 20 and the ignition timing by the ignition plug. Control.

  The main shaft MS is provided with an NT sensor (rotational speed sensor) 70. The rotational speed of the turbine runner 24b, specifically the rotational speed NT of the main shaft MS, more specifically, the transmission input shaft rotational speed (and so on). A pulse signal indicating the input shaft rotation speed of the forward clutch 28a is output.

  An NDR sensor (rotational speed sensor) 72 is provided at an appropriate position in the vicinity of the input pulley 26a of the CVT 26 to output a pulse signal corresponding to the rotational speed NDR of the input pulley 26a, in other words, the output shaft rotational speed of the forward clutch 28a. To do.

  An NDN sensor (rotational speed sensor) 74 is provided at an appropriate position in the vicinity of the output pulley 26b, and the rotational speed NDN of the output pulley 26b, specifically, the rotational speed of the counter shaft CS, more specifically, the transmission output shaft. A pulse signal indicating the rotational speed is output.

  A vehicle speed sensor (rotation speed sensor) 76 is provided in the vicinity of the gear 30b of the secondary shaft SS to output a pulse signal (specifically, a pulse signal indicating the vehicle speed V) indicating the rotation speed and rotation direction of the secondary shaft SS. To do.

  In addition, a range selector switch 80 is provided in the vicinity of the above-described range selector 44, and outputs a signal corresponding to a range such as R, N, or D selected by the driver.

  A hydraulic pressure sensor 82 is disposed in the oil passage of the hydraulic pressure supply mechanism 46 and outputs a signal corresponding to the hydraulic pressure supplied to the output pulley 26b. An oil temperature sensor 84 is disposed in the reservoir and outputs a signal corresponding to the oil temperature.

  Further, as shown in FIG. 2, a cylindrical load sensor is provided near the bearings 27 on both sides of the input pulley 26a disposed on the main shaft MS, more specifically between the outer race and the transmission case C of the CVT 26. (Interaxial force detection means) 88 is arranged to generate an output proportional to the load acting on the part. By determining the acting force and direction on the bearings 27 on both sides from the output, it is possible to detect the interaxial force indicating the mutually attracting force of the main shaft MS and the countershaft CS by vector calculation.

  FIG. 2B is an exploded perspective view of the sensor arrangement portion including the load sensor 88, and FIG. 2C is a plan view of the detection unit 881 of the load sensor 88. A plurality of slits 881a are formed radially in the detection portion 881 of the load sensor 88, and a plurality of detection elements 881b are similarly arranged between the slits 881a. Thereby, the force which acts locally can be detected with sufficient accuracy.

  Theoretically, the force between the shafts is the same regardless of whether the input pulley 26a or the output pulley 26b is measured, so the load sensor 88 is disposed on the counter shaft CS on the output shaft side. You may do it.

  The output from the NT sensor 70 and the like described above is sent to the shift controller 90. The shift controller 90 also includes a microcomputer including a CPU, ROM, RAM, I / O, and the like, and is configured to be communicable with the engine controller 66.

  The shift controller 90 controls the forward / reverse switching mechanism 28, the CVT 26, and the torque converter 24 by exciting / de-energizing the electromagnetic valve of the hydraulic pressure supply mechanism 46 based on the detected values.

  That is, the shift controller 90 determines the operating state (input pulley rotational speed NDR, input torque, vehicle speed V, etc.) detected and calculated based on various sensors, the input pulley 26a and the output pulley 26b of the main shaft MS and the counter shaft CS. A friction coefficient between the output pulley 26b and the belt 26c is calculated according to a predetermined relational expression based on an axial thrust force that is pressed in the axial direction and an interaxial force that indicates a force that the main shaft MS and the countershaft CS attract each other. Furthermore, feedback control of the axial thrust applied to the output pulley 26b is performed using the calculated friction coefficient value, thereby improving the power transmission efficiency and suppressing the wear of the belt 26c.

  Therefore, a continuously variable transmission control device is required to be able to detect the above parameters with higher accuracy. Therefore, an object of the embodiment of the present invention is to provide a device that can detect the interaxial force more accurately. The above-described feedback control of the axial thrust by the shift controller 90 is publicly known from Japanese Patent Application Laid-Open No. 2014-25545 previously proposed by the present applicant, and therefore, detailed description thereof is omitted here. To do.

  Here, the disturbance affecting the detection accuracy of the load sensor 88 that detects the interaxial force will be described. On the main shaft MS side where the driving force from the engine 10 is input, a bending moment generated when the driving force from the engine 10 is transmitted to the main shaft MS may be input to the load sensor 88 as a disturbance. is there. In the case of a continuously variable transmission having a structure in which a reduction gear and a forward / reverse switching mechanism 28 are inserted between the torque converter 24 and the main shaft MS, the main shaft MS is transmitted when driving force is transmitted through these gears. The bending moment generated above becomes a disturbance.

  On the countershaft CS side, when a driving force is transmitted to the secondary shaft SS and the differential mechanism 32 via the output gear 30, a bending moment is generated on the countershaft CS, which becomes a disturbance.

  Further, as in the technique described in Patent Document 1, the driving force of the engine 10 is transmitted to the shaft (main shaft MS, counter shaft CS) that supports the input / output pulleys 26a and 26b provided with the load sensor 88, and the main shaft MS. When the shaft (crankshaft 22) or the shaft (secondary shaft SS, drive shaft 34) that transmits the driving force from the counter shaft CS to the wheel side is integrally configured, the force that the input pulley 26a and the output pulley 26b attract to each other Since (shaft force) is absorbed by these shafts, there is also a disadvantage that the accuracy of detecting the shaft force is lowered. Therefore, in order to detect the interaxial force with higher accuracy, it is necessary to avoid the influence of the above-described disturbance.

  FIG. 3 is an explanatory view schematically showing the structure of the CVT 26 according to this embodiment for achieving the above.

  As shown in FIG. 3, in this embodiment, the main shaft MS is inserted into the cylindrical member (tubular portion) MSb on the outer peripheral side where the input pulley 26a is disposed, and one end thereof is The pump / impeller 24a of the torque converter 24 and a rod-shaped member (shaft portion) MSa connected to the forward / reverse switching mechanism 28 are connected to the shaft portion MSa and the tubular portion MSb by a spline coupling portion 92.

  Similarly, the counter shaft CS is also a cylindrical member (cylindrical portion) CSb on the outer peripheral side where the output pulley 26b is disposed, and a rod-like member (one end of which is connected to the output gear 30). The shaft portion CSa and the cylindrical portion CSb are coupled by a spline coupling portion 92. Note that both the countershaft MS and the main shaft CS are constituted by torsion bars.

  Further, the spline coupling portion 92 is a portion where the influence of the bending moment is greatest on the main shaft MS and the countershaft CS, that is, a portion that causes the bending moment (specifically, a bearing that supports the torque converter 24). 24d, provided near the other end on the opposite side of the output gear 30) so that the influence of the bending moment can be efficiently reduced.

  As shown in FIG. 3, a spline coupling portion 92 is also provided at one end of the main shaft MS and the counter shaft CS, specifically, at the connection portion between the pump / impeller 24a and the output gear 30 of the torque converter 24. The influence of the bending moment may be further reduced.

  FIG. 4 is a partially enlarged view schematically showing the structure of the spline coupling portion 92 described above. In addition, although illustration is abbreviate | omitted, the spline coupling | bond part 92 provided in the countershaft CS also consists of the same structure.

  As shown in FIG. 4, an internal spline 92b (second member) having spur teeth in the axial direction of the main shaft MS is provided on the inner peripheral side of the cylindrical portion MSb of the main shaft MS. Further, an outer spline 92a (first member) having arc-shaped teeth is provided on the outer peripheral side of the shaft portion MSa of the main shaft MS so as to be fitted inside the inner spline 92b and swingable. It is done.

  As described above, the above-described bending moment is generated in the main shaft MS, more precisely, the shaft portion MSa of the main shaft MS connected to the torque converter 24 and the like. It is possible to avoid (absorb) the influence of the bending moment by the effect of the elastic force of the torsion bar itself constituting the MSa and the effect of the swing at the spline coupling portion 92, and the axis detected by the load sensor 88. It is possible to improve the accuracy of detecting the force.

  Further, although the bending moment is also generated in the countershaft CS, more precisely, the shaft portion CSa of the countershaft CS that transmits the driving force to the secondary shaft SS and the differential mechanism 32 via the output gear 30, the main shaft Like the MS shaft portion MSa, the effect of the bending moment can be avoided by the effect of the elastic force of the torsion bar itself constituting the shaft portion CSa of the countershaft CS and the effect of swinging at the spline coupling portion 92. The detection accuracy of the interaxial force detected by the load sensor 88 can be further improved.

  Further, as the structure of the main shaft MS and the counter shaft CS, it is connected to the cylindrical portions MSb and CSb that support the input / output pulleys 26a and 26b and the shaft portion MSa connected to the engine 10 and the torque converter 24 or the output gear 30. Since the shaft portion CSa is configured as a separate body, the force (interaxial force) that the input pulley 26a and the output pulley 26b are attracted by the belt 26c causes the input / output pulleys 26a and 26b provided with the load sensor 88 to The problem that the detection accuracy of the load sensor 88 is reduced by being absorbed by a shaft other than the shaft to be supported (more precisely, the cylindrical portions MSb and CSb of the main shaft MS and the countershaft CS) can be solved.

  In FIG. 4 and the above description, the external tooth spline 92a has an arcuate tooth shape and the internal tooth spline 92b has a flat tooth structure. However, this is only an example. That is, the external splines 92a provided on the outer peripheral sides of the shaft portions MSa and CSa have spur teeth, while the internal splines 92b provided on the inner peripheral sides of the cylindrical portions MSb and CSb are fitted inside the external splines 92a. The same effect can be obtained even if the structure has arcuate teeth so that they can swing together.

  However, as shown in FIG. 4, the shaft portions MSa and CSa and the cylindrical portions MSb and CSb are formed by providing arc teeth on the external splines 92a and flat teeth on the internal splines 92b. It becomes possible to mold easily.

  In the above description, both the main shaft MS and the countershaft CS have been described as having the same structure. However, theoretically, the force acting on the main shaft MS and the force acting on the countershaft CS have a relationship of action and reaction. In other words, since the values are the same, it is possible to simplify the structure and reduce the cost by using only the main shaft MS or only the counter shaft CS as described above.

  Further, the external splines 92a of the spline coupling portion 92 may be formed by machining the shafts MS and CS themselves as schematically shown in FIGS. 3 and 4, or alternatively, the shafts MS and CS. You may form so that it may consist of a ring-shaped member engage | inserted by the outer periphery.

  As described above, in the embodiment of the present invention, the input shaft (main shaft) MS connected to the engine (drive source) 10 mounted on the vehicle 14 and the drive wheels 12 of the vehicle 14 are connected. An output shaft (counter shaft) CS, an input pulley 26a and an output pulley 26b that are respectively disposed on the main shaft MS and the counter shaft CS and supported by bearings (bearings) 27 from both sides, and the input pulley 26a and the output pulley An endless transmission element (belt) 26c wound around 26b and an axis provided on the outer peripheral side of the bearing 27 on the main shaft MS or the counter shaft CS and attracting the main shaft MS and the counter shaft CS to each other An inter-axial force detecting means (load sensor) 88 for detecting the inter-force, and the detected inter-axial force Therefore, in the control device of the continuously variable transmission (CVT) 26 including control means (shift controller) 90 for controlling the axial thrust of the output pulley 26b, at least one of the main shaft MS and the counter shaft CS is: A cylindrical part (cylindrical member) MSb (CSb) in which the input pulley 26a or the output pulley 26b is arranged on the outer periphery, and inserted into the cylindrical part MSb (CSb) and through a spline coupling part 92 The shaft portion (bar-shaped member) MSa (CSa) that is coupled to the tubular portion MSb (CSb) and rotates integrally with the tubular portion MSb (CSb), and the spline coupling portion 92 is A first member (external spline) 92a having an arc-shaped tooth in the axial direction of the shaft portion MSa (CSa) and the external spline 92a are fitted in the axial direction. It constructed as being formed from a second member (internal spline) 92b having a capacity of spur. Therefore, the influence of the bending moment generated on the main shaft MS or the countershaft CS can be avoided and the interaxial force can be detected with high accuracy, and the CVT 26 can be controlled efficiently.

  That is, at least one of the main shaft MS and the counter shaft CS is composed of the cylindrical portion MSb (CSb) and the shaft portion MSa (CSa), and these are coupled by the spline coupling portion 92. The influence of the bending moment can be avoided, and the interaxial force between the main shaft MS and the countershaft CS is absorbed by the shaft on which the input pulley 26a and the output pulley 26b are arranged, so that the accuracy of detecting the interaxial force is improved. It is possible to avoid the inconvenience of falling.

  The counter shaft CS is inserted into the cylindrical portion CSb where the output pulley 26b is disposed on the outer periphery, and the cylindrical portion CSb of the counter shaft CS, and the spline coupling portion 92 is used to insert the counter shaft CS. The shaft portion CSa is coupled to the tubular portion CSb and rotates integrally with the tubular portion CSb. The shaft portion CSa of the countershaft CS has a differential mechanism (differential mechanism) 32 of the vehicle 14. Since it is configured to be connected to the output gear 30 (30a, 30b, 30c) to be driven, in addition to the above-described effects, the influence of the bending moment generated by the output gear 30 is influenced by the outer cylinder on which the load sensor 88 is provided. It is possible to more effectively avoid reaching the shape portion CSb and detect the interaxial force with high accuracy.

  The main shaft MS is inserted into the cylindrical portion MSb in which the input pulley 26a is disposed on the outer periphery, and the cylindrical portion MSb of the main shaft MS, and is connected to the main shaft MS via the spline coupling portion 92. The shaft portion MSa is coupled to the tubular portion MSb and rotates integrally with the tubular portion MSb. The shaft portion MSa of the main shaft MS is connected to the engine 10 via a torque converter 24. Thus, in addition to the above-described effects, it is more effectively avoided that the influence of the bending moment generated by the power transmission from the engine 10 reaches the cylindrical portion MSb on the outer peripheral side where the load sensor 88 is provided. In addition, the axial force can be detected with high accuracy.

  Further, since the spline coupling portion 92 is configured such that the first member is an external spline 92a and the second member is an internal spline 92b, in addition to the above effects, the spline coupling portion 92 is easily formed. can do.

  Further, since the shaft portions MSa and CSa are made of torsion bars and the bearing 27 is made of a self-aligning bearing, in addition to the above effects, the influence of the bending moment is more effectively avoided, The interaxial force can be detected with high accuracy.

  In the above, the structure of the continuously variable transmission (CVT 26) according to the embodiment of the present invention has been specifically described with reference to FIG. 1 and the like. However, the gist of the present invention is not limited to this, and other Needless to say, the present invention is also applicable to a continuously variable transmission having the following structure.

  MS main shaft (input shaft), MSa rod member (shaft portion), MSb cylindrical member (tubular portion), CS counter shaft (output shaft), CSa rod member (shaft portion), CSb cylindrical member (tubular portion) ) 10 drive source (engine), 12 wheels (drive wheels), 14 vehicle, 24 torque converter, 26 CVT (continuously variable transmission), 26a input pulley, 26b output pulley, 26c endless transmission element, 27 bearing (automatic adjustment) Core bearing), 30 output gear, 32 differential mechanism (differential mechanism), 88 load sensor (interaxial force detection means), 90 shift controller (control means), 92 spline coupling part, 92a external spline (first member) 92b Internal tooth spline (second member)

Claims (5)

An input shaft connected to a drive source mounted on a vehicle, an output shaft connected to a drive wheel of the vehicle, an input pulley disposed on each of the input shaft and the output shaft and supported by bearings from both side surfaces; An output pulley, an endless transmission element that is wound between the input pulley and the output pulley, and a shaft that is provided on the outer peripheral side of the bearing on the input shaft or the output shaft and attracts the input shaft and the output shaft to each other In a control device for a continuously variable transmission, comprising: an inter-axis force detecting means for detecting an inter-force; and a control means for controlling the axial thrust of the output pulley based on the detected inter-axis force.
At least one of the input shaft and the output shaft is formed in a cylindrical portion in which the input pulley or the output pulley is disposed on an outer periphery, and the cylindrical portion is inserted into the cylindrical portion and via a spline coupling portion. A shaft portion coupled with the portion and rotating integrally with the cylindrical portion,
The spline coupling portion is formed to include a first member having an arc-shaped tooth in the axial direction of the shaft portion, and a second member having a flat tooth that can be fitted to the first member in the axial direction. A control device for a continuously variable transmission. The output shaft is inserted into the cylindrical portion of the output shaft on the outer periphery of the output pulley and coupled to the cylindrical portion via the spline coupling portion. And having a shaft portion that rotates integrally with the cylindrical portion,
The continuously variable transmission control device according to claim 1, wherein the shaft portion of the output shaft is connected to an output gear that drives a differential mechanism of the vehicle. The input shaft is inserted into the cylindrical portion of the input shaft on the outer periphery of the input pulley, and coupled to the cylindrical portion via the spline coupling portion. And having a shaft portion that rotates integrally with the cylindrical portion,
The continuously variable transmission control device according to claim 1, wherein a shaft portion of the input shaft is connected to the drive source.   4. The continuously variable transmission control device according to claim 1, wherein in the spline coupling portion, the first member is an external spline, and the second member is an internal spline. 5. The shaft portion comprises a torsion bar,
The control device for a continuously variable transmission according to any one of claims 1 to 4, wherein the bearing is a self-aligning bearing.

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