JP2016061348A - Control device of continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the durability of a continuously variable transmission forming a power transmission system.SOLUTION: A primary pulley 51 is connected to a crankshaft 16 of an engine 11 and to a rotor shaft 19 of a travel motor 12, and a drive chain 53 is wound around the primary pulley 51 and a secondary pulley 52. Hydraulic oil discharged from a mechanical oil pump 56 driven by the engine 11 and from an electric oil pump 78 driven by an electric motor 77 is supplied to oil chambers such as a secondary oil chamber 55. In a state that a vehicle travels backward, when a select lever is switched from a backward travel position to a forward travel position, the electric oil pump 78 is driven.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device for a continuously variable transmission that constitutes a power transmission system.

  2. Description of the Related Art A vehicle power transmission system for transmitting engine power to drive wheels includes a type having a continuously variable transmission as an automatic transmission. There is a type in which a continuously variable transmission is mounted in a power transmission system even in a hybrid vehicle in which an engine and a traveling motor are mounted as a power source. A continuously variable transmission includes a primary shaft that is a transmission input shaft provided with a primary pulley and a secondary shaft that is a transmission output shaft provided with a secondary pulley. A power transmission element such as a drive chain or a V-belt is spanned between the primary pulley and the secondary pulley, and the gear ratio is automatically adjusted by changing the groove width of each pulley.

  The continuously variable transmission, the forward / reverse switching clutch and the like constituting the power transmission system are operated by hydraulic pressure. In order to supply hydraulic oil to these hydraulically operated devices, a mechanical oil pump driven by an engine and an electric oil pump driven by an electric motor are mounted on the vehicle. The electric pump is driven to supply hydraulic oil to the hydraulically-operated device when the engine is stopped and when the engine speed is low and the vehicle is traveling forward at a low vehicle speed. Patent Document 1 describes a starting device that ensures hydraulic pressure for clamping a V-belt by driving an electric oil pump when an engine stops during operation of a vehicle. Patent Document 2 describes a power transmission device in which hydraulic oil is supplied from an electric oil pump to a forward / reverse switching clutch when a crankshaft is not rotating at a predetermined rotational speed or more.

JP-A-10-324177 JP 2000-230442 A

  As described above, when the engine is stopped or when the engine speed is low and the vehicle is traveling forward at a low vehicle speed, the hydraulic oil discharged from the electric oil pump is supplied to a hydraulically operated device such as a continuously variable transmission. I have to. However, when the vehicle is traveling backward, that is, when traveling in the R range, if the select lever is switched to the D range in order to switch to forward traveling, the inertial force of the continuously variable transmission or the like that is reversed Is suddenly applied to the engine, and the engine is stopped by a change in inertial force. In particular, when the vehicle is traveling backward at a relatively high vehicle speed, the inertia force applied is large, so the engine stop cannot be avoided.

  When the engine is stopped, the mechanical oil pump does not operate, so that hydraulic oil is not supplied to hydraulically operated devices such as continuously variable transmissions. For this reason, there exists a possibility that slip may generate | occur | produce between the secondary pulley and drive chain of a continuously variable transmission. In particular, in a hybrid vehicle, when the engine power and the power of the traveling motor are transmitted to the drive wheels and the vehicle is traveling backward, the motor torque is applied to the primary shaft, so that the occurrence of slippage increases. As described above, when slippage occurs between the pulley and the drive chain constituting the continuously variable transmission, the durability of the continuously variable transmission decreases.

  An object of the present invention is to improve the durability of a continuously variable transmission that constitutes a power transmission system.

  A control device for a continuously variable transmission according to the present invention includes a primary pulley connected to a crankshaft of an engine via a forward / reverse switching clutch, a secondary pulley connected to a drive wheel, the primary pulley, and the secondary pulley. A control device for a continuously variable transmission comprising a power transmission element to be stretched over and an oil chamber for shift control, the mechanical oil pump being driven by the engine and supplying hydraulic oil to the oil chamber, and an electric motor An electric oil pump that is driven by the hydraulic oil pump to supply hydraulic oil to the oil chamber, a vehicle speed sensor that detects a traveling direction and a vehicle speed of the vehicle, a shift sensor that detects a shift position selected by an operation of a select lever by a driver, When the select lever is switched from the reverse travel position to the forward travel position under the condition that the vehicle is traveling backward, And a control unit for driving the electric oil pump.

  According to the present invention, when the select lever is switched from the reverse travel position to the forward travel position when the vehicle is traveling backward, the electric oil pump is driven, so even if the engine is stopped, the continuously variable The power transmission element of the transmission is securely clamped with respect to the pulley by the hydraulic oil discharged from the electric oil pump. As a result, the power transmission element is prevented from slipping with respect to the pulley, the pulley and the power transmission element are free from wear, and the durability of the continuously variable transmission can be improved.

It is the schematic which shows an example of the power transmission system mounted in a hybrid vehicle. It is a block diagram which shows the control apparatus of a power transmission system. 5 is a time chart showing a control method of the continuously variable transmission when the driver is operated from backward traveling to forward traveling under a state where the vehicle is traveling backward. It is a flowchart which shows the control algorithm of a continuously variable transmission when a driver | operator is operated from reverse drive to forward drive by the state which the vehicle is moving backward.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a power transmission system 10 mounted on a hybrid vehicle. The power transmission system 10 includes an engine 11 and a traveling motor 12 as power sources. The power transmission system 10 is provided with a continuously variable transmission 13, and the continuously variable transmission 13 has a primary shaft 14 that is a transmission input shaft and a secondary shaft 15 that is a transmission output shaft. . The crankshaft 16 of the engine 11 is connected to one end of the primary shaft 14 via a torque converter 17 and a forward / reverse switching clutch 18. A rotor shaft 19 attached to the rotor 12 a of the traveling motor 12 is directly connected to the other end portion of the primary shaft 14.

  The power transmission system 10 has a front wheel output shaft 21, and a drive gear 22 fixed to the secondary shaft 15 meshes with a driven gear 23 that is rotatably mounted on the front wheel output shaft 21. The driven gear 23 is provided with an output clutch 24 for switching between a state in which the rotation of the secondary shaft 15 is transmitted to the front wheel output shaft 21 and a state in which the transmission is interrupted. The output clutch 24 has a clutch case 25a attached to the driven gear 23 and a clutch disc 25b attached to the front wheel output shaft 21, and when hydraulic pressure is supplied to the clutch oil chamber 26, the output clutch 24 is fastened and driven. It becomes a power transmission state to the wheel. A front differential mechanism 27 is connected to the front wheel output shaft 21, and an output is transmitted to a front wheel (not shown), that is, a driving wheel via the front wheel output shaft 21. A motor generator 29 is connected to the crankshaft 16 of the engine 11 via a drive belt 28. The motor generator 29 has functions of a generator and an electric motor, and the engine 11 can be started by the motor generator 29.

  FIG. 1 shows a power transmission system 10 for driving the front wheels. In the case of a power transmission system that uses the rear wheels in addition to the front wheels, the secondary shaft 15 has a fuse clutch that functions as a torque limiter. The driven gear 23 is fixed to the front wheel output shaft 21. Further, the front wheel output shaft 21 is connected to the rear wheel output shaft via a transfer clutch.

  The torque converter 17 includes a pump impeller 32 connected to the crankshaft 16 via a front cover 31, and a turbine runner 34 facing the pump impeller 32 and connected to the turbine shaft 33. A lock-up clutch 36 having a clutch plate 35 is incorporated in the torque converter 17. The clutch plate 35 is disposed between the front cover 31 and the turbine runner 34 and is movably provided in the axial direction with respect to the turbine runner 34. An apply chamber 37 is defined on the turbine runner 34 side of the clutch plate 35, and a release chamber 38 is defined on the front cover 31 side of the clutch plate 35. When hydraulic oil is supplied to the apply chamber 37 and discharged from the release chamber 38, the lockup clutch 36 is switched to the engaged state, and the crankshaft 16 is directly connected to the turbine shaft 33. On the other hand, when hydraulic oil is supplied to the release chamber 38 and discharged from the apply chamber 37, the lockup clutch 36 is switched to an open state, and the engine output of the crankshaft 16 is sent to the turbine shaft 33 via the turbine runner 34. Is output.

  The forward / reverse switching clutch 18 includes a forward clutch 41 that is a forward frictional fastening member and a reverse clutch 42 that is a backward frictional fastening member. The forward clutch 41 includes a clutch case 43 coupled to the turbine shaft 33 and a clutch disk 44 incorporated in the clutch case 43 and coupled to the primary shaft 14. By supplying the hydraulic oil to the clutch oil chamber 45, the clutch disc 44 is fastened to the clutch case 43, and the forward clutch 41 is in a fastened state. As a result, the forward / reverse switching clutch 18 enters the forward travel mode, and the engine output of the crankshaft 16 is transmitted to the primary shaft 14. When the operation in the clutch oil chamber 45 is discharged, the forward clutch 41 is released, the connection between the crankshaft 16 and the primary shaft 14 is released, and the engine output is not transmitted to the primary shaft 14.

  On the other hand, the reverse clutch 42 has a planetary gear mechanism 46 mounted between the primary shaft 14 and a transmission case (not shown). The planetary gear mechanism 46 has a sun gear 47 fixed to the primary shaft 14 and an annular gear 48 that is rotatably mounted in a transmission case (not shown). These gears mesh with double pinion type planetary gears, and these planetary gears are rotatably mounted on the clutch case 43. When hydraulic oil is supplied to the clutch oil chamber 49, the reverse clutch 42 is engaged. Therefore, when the hydraulic oil in the clutch oil chamber 45 of the forward clutch 41 is discharged and the hydraulic oil is supplied to the clutch oil chamber 49 of the reverse clutch 42, the forward / reverse switching clutch 18 enters the reverse travel mode. As a result, the engine output of the crankshaft 16 is transmitted to the primary shaft 14 with the rotation direction reversed through the clutch case 43 and the planetary gear mechanism 46. When both clutches 41 and 42 are opened, the connection between the crankshaft 16 and the primary shaft 14 is cut off.

  As described above, when the crankshaft 16 and the primary shaft 14 are disconnected by the forward / reverse switching clutch 18, the travel mode is set to the motor travel mode. Thereby, the engine 11 can be stopped and only the power of the traveling motor 12 can be transmitted to the drive wheels. On the other hand, when the forward clutch 41 is engaged, the travel mode is set to the parallel travel mode, and the power of the engine 11 and the travel motor 12 can be transmitted to the drive wheels. When the forward clutch 41 is engaged and the reverse clutch 42 is released, the power of the engine 11 is transmitted to the primary shaft 14 and the vehicle travels forward. On the other hand, when the reverse clutch 42 is engaged and the forward clutch 41 is released, the rotation of the crankshaft 16 is reversed and transmitted to the primary shaft 14, and the vehicle travels backward.

  A primary pulley 51 is provided on the primary shaft 14 of the continuously variable transmission 13. The primary pulley 51 has a fixed pulley 51a that is fixed to the primary shaft 14 and a movable pulley 51b that is slidably mounted on the primary shaft 14 in the axial direction, and the groove width between both pulleys is variable. ing. A secondary pulley 52 is provided on the secondary shaft 15. The secondary pulley 52 has a fixed pulley 52a that is fixed to the secondary shaft 15 and a movable pulley 52b that is slidably mounted on the secondary shaft 15 in the axial direction, and the groove width between both pulleys is variable. ing. A drive chain 53 is stretched between the primary pulley 51 and the secondary pulley 52 as a power transmission element. By changing the groove width of both the pulleys 51 and 52, the drive chain for the pulleys 51 and 52 is changed. The ratio of the winding diameter of 53 changes. Thereby, the rotation speed of the secondary shaft 15 with respect to the primary shaft 14 is changed steplessly. The groove width of the primary pulley 51 is adjusted by the hydraulic pressure supplied to the primary oil chamber 54. The groove width of the secondary pulley 52 is adjusted by the hydraulic pressure supplied to the secondary oil chamber 55. Each oil chamber is an oil chamber for shift control.

  A mechanical oil pump 56 such as a trochoid pump is provided in the power transmission system 10 in order to supply hydraulic oil to a hydraulically operated device that operates by hydraulic pressure such as the torque converter 17 and the output clutch 24 described above. ing. The mechanical oil pump 56 includes an outer rotor 57 and an inner rotor 58 incorporated therein. The hydraulic oil discharged from the mechanical oil pump 56 is supplied to the valve unit 59. The valve unit 59 has a plurality of electromagnetic valves and oil passages in order to control hydraulic operating equipment that supplies hydraulic oil and pressure. The hydraulic oil discharged from the mechanical oil pump 56 and supplied to the valve unit 59 is supplied from the valve unit 59 through the oil passage 60 to the apply chamber 37 and the release chamber 38 of the torque converter 17 and the clutch oil chamber 26 of the output clutch 24. The clutch oil chambers 45 and 49 of the forward / reverse switching clutch 18, the primary oil chamber 54 and the secondary oil chamber 55 of the continuously variable transmission 13 are supplied.

  A driven sprocket 62 is attached to a rotor shaft 61 provided at one end of the inner rotor 58. A drive sprocket 64 is attached to the primary shaft 14 parallel to the rotor shaft 61 via a one-way clutch 63. A chain 65 is wound around the drive sprocket 64 and the driven sprocket 62, and the primary shaft 14 and the inner rotor 58 are connected via a chain mechanism 66. Thus, the inner rotor 58 of the mechanical oil pump 56 is driven by the primary shaft 14.

  A driven sprocket 72 is attached to a rotor shaft 71 provided at the other end of the inner rotor 58. The pump impeller 32 of the torque converter 17 is provided with a hollow shaft 67 parallel to the rotor shaft 71, and a drive sprocket 74 is attached to the hollow shaft 67 via a one-way clutch 73. A chain 75 is wound around the drive sprocket 74 and the driven sprocket 72, and the hollow shaft 67 and the inner rotor 58 are connected via a chain mechanism 76. Thus, the inner rotor 58 of the mechanical oil pump 56 is driven by the crankshaft 16 connected to the pump impeller 32.

  The one-way clutch 63 transmits power to the inner rotor 58 from the primary shaft 14 that rotates in the forward direction, while blocking power transmission in the opposite direction. Similarly, the one-way clutch 73 transmits power to the inner rotor 58 from the hollow shaft 67 that rotates in the forward direction, while blocking power transmission in the opposite direction. Therefore, when the primary shaft 14 rotates faster than the hollow shaft 67, the mechanical oil pump 56 is driven by the primary shaft 14 on the traveling motor 12 side, while the hollow shaft 67 rotates faster than the primary shaft 14. In this case, the mechanical oil pump 56 is driven by the hollow shaft 67 on the engine 11 side. The forward rotation direction of the primary shaft 14 is the rotation direction of the primary shaft 14 during forward travel. The forward rotation direction of the hollow shaft 67 is the rotation direction of the crankshaft 16 when the engine is operating.

  The primary shaft 14 and the hollow shaft 67 are connected to the inner rotor 58 of the mechanical oil pump 56. Thus, in the parallel travel mode in which the engine 11 is driven, the mechanical oil pump 56 can always be driven by the engine 11, and hydraulic operation of the continuously variable transmission 13 and the like is performed by the hydraulic oil from the mechanical oil pump 56. It becomes possible to supply hydraulic pressure to the equipment. Even in the motor travel mode in which the engine 11 is stopped, the mechanical oil pump 56 can be driven by the primary shaft 14 when the vehicle travels with the primary shaft 14 rotating. Thus, the mechanical oil pump 56 driven by the primary shaft 14 is rotationally driven by the power of the power transmission system 10. By the way, when the vehicle is stopped in the motor travel mode, the mechanical oil pump 56 is stopped together with the primary shaft 14. Even when the vehicle is stopped, the hydraulic oil is supplied to the hydraulically operated equipment such as the continuously variable transmission 13. Need to continue.

  Therefore, the hybrid vehicle is provided with an electric oil pump 78 that is rotationally driven by an electric motor 77. Similarly to the mechanical oil pump 56, the electric oil pump 78 also has an outer rotor and an inner rotor incorporated therein. The hydraulic oil discharged from the electric oil pump 78 is supplied to the valve unit 59. When the rotational speed of the mechanical oil pump 56 decreases as the vehicle speed decreases and the discharge pressure of the mechanical oil pump 56 is insufficient, that is, when it is difficult to secure the line pressure that is the basic hydraulic pressure of the hydraulic system, The oil pump 78 is driven and hydraulic oil is supplied to the valve unit 59. Further, when the discharge pressure of the mechanical oil pump 56 is insufficient, not only the electric oil pump 78 is driven, but also the valve unit so as to suppress the amount of hydraulic oil consumed by the torque converter 17, the output clutch 24, etc. 59 controls the supply of hydraulic oil.

  FIG. 2 is a block diagram showing a control device of the power transmission system shown in FIG. The control unit 80 includes a vehicle speed sensor 81 for detecting the rotation direction and rotation speed of the drive wheels to detect the traveling direction and the vehicle speed of the vehicle, and an accelerator opening sensor 82 for detecting the opening of the accelerator operated by the driver. The detection signal is sent. Detection signals from a motor rotation sensor 83 that detects the rotation speed of the rotor 12 a of the traveling motor 12 and an engine rotation sensor 84 that detects the rotation speed of the crankshaft 16 are sent to the control unit 80. Further, a detection signal from a shift sensor 86 that detects a shift position selected by the select lever 85 operated by the driver is sent to the control unit 80.

  A control signal is sent from the control unit 80 to an electric motor 77 and a valve unit 59 for driving the electric oil pump 78. An inverter 87 is connected to the stator 12 b of the traveling motor 12, and a signal for driving and controlling the traveling motor 12 is sent from the control unit 80 to the inverter 87. The control unit 80 has a microprocessor that calculates control signals and the like, a memory that stores control programs, arithmetic expressions, map data, and the like.

  The valve unit 59 has a manual valve (not shown) that is linked by a select lever 85. When the reverse travel mode, that is, the R range is selected by the select lever 85, the manual valve is supplied with hydraulic oil to the clutch oil chamber 49 of the reverse clutch 42 and is operated from the clutch oil chamber 45 of the forward clutch 41. Oil is discharged. As a result, the forward / reverse switching clutch 18 enters the reverse travel mode. On the other hand, when the forward travel mode, that is, the D range is selected, the hydraulic oil is discharged from the clutch oil chamber 49 of the reverse clutch 42 and supplied to the clutch oil chamber 45 of the forward clutch 41. As a result, the forward / reverse switching clutch 18 enters the forward travel mode.

  FIG. 3 shows the continuously variable transmission 13 when the driver operates the select lever 85 from the R range, which is the reverse travel position, to the D range, which is the forward travel position, in a state where the vehicle is traveling backward. It is a time chart which shows this control system.

  FIG. 3 shows a state in which the select lever 85 is switched from the R range to the D range in a state where the power of the engine 11 and the traveling motor 12 is transmitted to the drive wheels and the vehicle is traveling backward. . During reverse travel shown in FIG. 3, the forward clutch 41 is released and the reverse clutch 42 is engaged.

  When the select lever 85 is switched from the R range to the D range, the reverse clutch 42 is switched to the released state, and the forward clutch 41 is switched to the engaged state. When switched, the continuously variable transmission 13 is rotated in the reverse direction, that is, in the reverse direction, so that the inertia force in the reverse direction is applied to the engine 11. Thereby, the engine 11 stops. When the engine is stopped, the mechanical oil pump 56 is stopped, so that the hydraulic oil is not discharged from the mechanical oil pump 56. For this reason, the line pressure supplied from the valve unit 59 to the hydraulically operated device decreases, and the secondary pressure adjusted based on the line pressure is not output as shown by the broken line A, and the secondary pressure which is the hydraulically operated device Secondary pressure is no longer supplied to the oil chamber 55. At this time, since the line pressure decreases, the pressure of the hydraulic oil supplied to the clutch oil chamber 26 of the output clutch 24 decreases, so that the output clutch 24 is released. For this reason, power cannot be transmitted from the wheel side to the secondary shaft 15, and the mechanical oil pump 56 cannot be driven from the wheel side.

  When the secondary pressure is not supplied, the tightening force of the secondary pulley 52 against the drive chain 53 is reduced, and slippage occurs between the drive chain 53 and the secondary pulley 52. In FIG. 3, a broken line B in the secondary rotational speed indicates a state in which the rotational speed of the secondary shaft 15 fluctuates due to slippage between the secondary pulley 52 and the drive chain 53. As described above, when the variator configured by the primary pulley 51, the secondary pulley 52, and the drive chain 53 slips, the drive chain 53 and the secondary pulley 52 may be damaged.

  Thus, when the driver switches the select lever 85 from the reverse travel position to the forward travel position under the state where the vehicle is traveling backward, the electric oil pump 78 is driven using the operation of the select lever 85 as a trigger. Is done. As a result, the line pressure supplied to the hydraulically-operated device is increased, and the secondary pressure is secured as indicated by the symbol C in FIG. 3, and slippage between the drive chain 53 and the secondary pulley 52 is prevented. . In FIG. 3, the symbol D indicates a state in which the occurrence of slipping is prevented and the secondary shaft 15 is decelerated at a constant deceleration. Reference symbol E indicates a state in which the secondary shaft 15 is reversely driven from the backward traveling direction to the forward traveling direction by the traveling motor 12 and the vehicle is traveling forward.

  Thus, when the engine 11 is stopped by shifting to the forward travel while traveling backward, the tightening force of the primary pulley 51 and the secondary pulley 52 of the continuously variable transmission 13 on the drive chain 53 is increased. Secured. As a result, it is possible to prevent the variator from being worn due to the slippage of the drive chain 53, so that the durability of the continuously variable transmission 13 can be improved.

  FIG. 4 is a flowchart showing a control algorithm of the continuously variable transmission when the driver is operated from backward traveling to forward traveling under a state where the vehicle is traveling backward.

  In step S1, it is determined based on the signals from the vehicle speed sensor 81 and the shift sensor 86 whether or not the select lever 85 has been operated in the past while the vehicle is traveling (the select determination flag described later is “0”). The initial value of the state and select determination flag is set to “0”.) If it is determined that the select lever 85 has not been operated in the past, steps S2 to S5 are executed, and it is determined that the select lever 85 has been switched to forward traveling under the state of traveling backward. In step S2, it is determined whether or not the vehicle speed is equal to or higher than a predetermined value. If it is equal to or higher than the predetermined value, it is determined in step S3 whether or not the current operation position of the select lever 85 is in the D range. When it is determined that the current operation position of the select lever 85 is in the D range, it is determined in step S4 whether or not the operation position of the select lever 85 in the previous determination is in the N range. In step S5, a predetermined time is determined. It is determined whether or not the operation position of the previous select lever 85 is in the R range. If it is determined as YES in step S5, the select determination flag indicating that the select lever has been operated during traveling is set to “1” in step S6. Thereby, it determines with YES in step S7, and the electric oil pump 78 is driven (step S8).

  As shown in steps S <b> 2 to S <b> 8, the electric oil pump 78 is driven when the vehicle is switched to forward traveling under a state where the vehicle is traveling backward at a high speed equal to or greater than a predetermined value. When the vehicle is traveling backward at a low vehicle speed, even if the vehicle is switched to traveling forward, excessive inertia force in the backward direction of the continuously variable transmission 13 or the like is not applied to the engine 11, so that the engine 11 stops. Avoided. On the other hand, when the vehicle is traveling backward at a vehicle speed equal to or higher than a predetermined value, a large inertia force is applied to the engine 11 in the backward direction by the continuously variable transmission 13 or the like. Will be stopped. Therefore, the vehicle speed value determined in step S2 is set based on the speed at which the engine 11 is stopped by inertial force when switching from reverse travel to forward travel. The vehicle speed value is, for example, 20 km / h.

  If any of the conditions is not satisfied in steps S2 to S5, step S6 is skipped and the selection determination flag is kept “0”.

  When the selection determination flag is determined to be “0” in step S7, the electric oil pump 78 is shifted to normal control (step S9). Under normal control, the operation and stop of the electric oil pump 78 are controlled according to the rotational speed of the mechanical oil pump 56.

  If it is determined in step S1 that the select lever 85 has been operated during traveling, step S10 is executed. In this step S10, it is determined whether or not the engine speed has been kept higher than a predetermined value for a predetermined time. When YES is determined in step S10, the engine 11 is fully rotating and the mechanical oil pump 56 is sufficiently functioning. That is, since the line pressure can be secured by the hydraulic oil discharged from the mechanical oil pump 56, it is not necessary to drive the electric oil pump 78. Therefore, the selection determination flag is set to “0” in step S11. Thereby, the electric oil pump 78 is normally controlled in step S9.

  When it is determined NO in step S10, the engine speed is less than a predetermined value or the engine speed is not detected continuously for a predetermined time. That is, the line pressure cannot be secured by the pressure of the hydraulic oil discharged from the mechanical oil pump 56. In this case, the selection determination flag “1” is maintained in the front state. Therefore, step S8 is executed and the electric oil pump 78 is controlled to continue to operate.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention. Although FIG. 1 shows a power transmission system 10 for driving the front wheels, the power transmission system can also be applied as a power transmission device for driving four wheels or driving rear wheels. In addition, as a power transmission element spanned between the primary pulley 51 and the secondary pulley 52, a metal V-belt can be used instead of the chain. Furthermore, as long as the vehicle is equipped with the electric oil pump 78, the present invention can be applied to a vehicle using only the engine 11 as a drive source.

DESCRIPTION OF SYMBOLS 11 Engine 12 Traveling motor 13 Continuously variable transmission 14 Primary shaft 15 Secondary shaft 16 Crank shaft 18 Forward / reverse switching clutch 19 Rotor shaft 24 Output clutch 41 Forward clutch 42 Reverse clutch 51 Primary pulley 52 Secondary pulley 53 Drive chain 54 Primary oil chamber 55 Secondary oil chamber 56 Mechanical oil pump 59 Valve unit 77 Electric motor 78 Electric oil pump 80 Control unit

Claims (4)

A primary pulley connected to the crankshaft of the engine via a forward / reverse switching clutch, a secondary pulley connected to the drive wheel, a power transmission element spanned between the primary pulley and the secondary pulley, and a gearshift control A continuously variable transmission control device comprising an oil chamber,
A mechanical oil pump driven by the engine to supply hydraulic oil to the oil chamber;
An electric oil pump driven by an electric motor to supply hydraulic oil to the oil chamber;
A vehicle speed sensor for detecting a traveling direction and a vehicle speed of the vehicle;
A shift sensor for detecting a shift position selected by a driver operating a select lever;
A control unit that drives the electric oil pump when the select lever is switched from the reverse travel position to the forward travel position under a state where the vehicle is traveling backward;
A control device for a continuously variable transmission.   2. The continuously variable transmission control device according to claim 1, wherein the select lever is switched from the reverse travel position to the forward travel position in a state where the vehicle is traveling backward at a vehicle speed equal to or higher than a predetermined value. A control device for a continuously variable transmission that drives the electric oil pump.   3. The continuously variable transmission control device according to claim 1, wherein when the forward / reverse switching clutch is switched from the reverse travel mode to the forward travel mode, the engine reverses at a vehicle speed at which the engine is stopped by an inertial force applied to the engine in the reverse rotation direction. A control device for a continuously variable transmission that drives the electric oil pump when the select lever is switched from a reverse travel position to a forward travel position under a traveling state. The control device for a continuously variable transmission according to any one of claims 1 to 3, further comprising a traveling motor having a rotor shaft coupled to the primary pulley, and the engine and the traveling motor when the vehicle travels backward. The continuously variable transmission of the continuously variable transmission that transmits the power of the motor to the drive wheels and reverses the rotation direction of the rotor shaft from the forward travel direction to the reverse travel direction when the select lever is switched from the reverse travel position to the forward travel position. Control device.

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