JP2017032086A - Continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a continuous variable transmission capable of reducing booming noise due to interlocking of a lever crank mechanism.SOLUTION: When an acceleration request determination unit 24a determines that acceleration is requested, and a booming noise determination unit 24b determines that booming noise is in a remarkable state, in a case where a driving force is transmitted to an output shaft 3 through a lever crank mechanism 20, a transmission route switching unit 24c switches to a second route in which an eccentric amount R1 is made into a value so as not to fix an oscillation link 18 to the output shaft 3, and driving force is transmitted to the output shaft 3 through an output speed reduction mechanism 22.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a continuously variable transmission of a four-bar linkage mechanism type using a lever crank mechanism.

  Conventionally, an input shaft to which driving force from a main drive source (driving drive source) such as an engine is transmitted, an output shaft arranged in parallel with the rotation center axis of the input shaft, and a plurality of lever crank mechanisms are provided. A four-link mechanism type continuously variable transmission is known (for example, see Patent Document 1).

  In the continuously variable transmission described in Patent Document 1, the lever crank mechanism is provided with a rotating portion that can rotate integrally with an input shaft, and a rotating radius adjusting mechanism that can adjust the rotating radius of the rotating portion; A swing link provided with an end and pivotally supported on the output shaft, one end rotatably connected to the rotating portion of the turning radius adjusting mechanism, and the other end swings the swing link. And a connecting rod connected to the moving end.

  Between the swing link and the output shaft, the swing link is fixed to the output shaft when the swing link is about to rotate to the one side with respect to the output shaft. A one-way clutch is provided as a one-way rotation prevention mechanism that idles the swing link with respect to the output shaft when attempting to rotate to the other side with respect to the shaft.

  The turning radius adjusting mechanism includes a disc-shaped rotating part having a through hole formed eccentrically from the center, an internal gear attached to the inner peripheral surface of the through hole of the rotating part, and an internal tooth fixed to the input shaft. The first pinion meshing with the gear, the carrier to which the driving force from the auxiliary driving source (adjusting driving source) is transmitted, and each of which is pivotally supported by the carrier so as to rotate and revolve, and mesh with the internal gear. And the second pinion. The first pinion and the two second pinions are arranged so that a triangle whose apex is the central axis thereof is an equilateral triangle.

  In addition to the one having the configuration shown in Patent Document 1, the turning radius adjusting mechanism is a disc-shaped cam portion that rotates integrally with the input shaft while being eccentric with respect to the input shaft, and is eccentric with respect to the cam portion. In some cases, a rotating part in which the connecting rod is rotatably fitted, a pinion shaft having a plurality of pinions in the axial direction, and a sub drive source for rotating the pinion shaft is there.

  In this turning radius adjusting mechanism, when the rotational speed of the input shaft rotated by the main drive source and the rotation speed of the carrier rotated by the sub drive source are the same, the eccentric amount of the center of the rotating portion with respect to the rotation center axis of the input shaft is maintained, The turning radius of the rotating part of the turning radius adjusting mechanism is also maintained constant. On the other hand, when the rotational speeds of the input shaft and the carrier are different, the amount of eccentricity of the center of the rotating portion with respect to the rotation center axis of the input shaft changes, and the turning radius of the rotating portion also changes.

  Therefore, this turning radius adjustment mechanism controls the rotation speed of the output shaft relative to the rotation speed of the input shaft by changing the turning radius, thereby changing the swing width of the swing end of the swing link and thus the gear ratio. To do.

  In addition, in this turning radius adjustment mechanism, the distance between the center of the equilateral triangle whose apex is the center of the three pinions and the rotational center axis of the input shaft is set equal to the distance between the center of the equilateral triangle and the center of the rotating part. doing.

  Therefore, this turning radius adjusting mechanism can make the eccentric amount “0” by superimposing the rotation center axis of the input shaft and the center of the rotating portion. When the amount of eccentricity is “0”, even if the input shaft is rotating, the swing width of the swing end of the swing link is “0”, and the output shaft is not rotated.

  Further, in this turning radius adjusting mechanism, a cam portion is constituted by the carrier and the second pinion, and the driving force from the sub drive source is transmitted to the cam portion. The cam portion is set to have a different phase for each turning radius adjustment mechanism, that is, for each lever crank mechanism, and the cam portion makes a round in the circumferential direction of the input shaft.

  For this reason, the connecting rods externally fitted to the rotating portions of the respective turning radius adjusting mechanisms allow the respective swing links to transmit torque to the output shaft in order, so that the output shaft can be smoothly rotated.

  In the continuously variable transmission equipped with the above four-bar linkage mechanism type, a one-way clutch is arranged between the input shaft that transmits the driving force from the engine and the output shaft that transmits the driving force to the driving wheels. The engine brake does not work.

  Therefore, the continuously variable transmission of Patent Document 1 is provided with a power transmission path capable of transmitting the driving force from the engine to the output shaft without using the lever crank mechanism in order to apply the engine brake.

International Publication No. 2014/087793

  By the way, in the conventional continuously variable transmission as described in Patent Document 1, a humming noise is caused by the movement of the lever crank mechanism.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a continuously variable transmission that can reduce the noise caused by the movement of a lever crank mechanism.

  In order to achieve the above object, a continuously variable transmission according to the present invention includes an input shaft to which a driving force of a traveling drive source is transmitted, an output shaft disposed in parallel with the rotation center axis of the input shaft, and an input shaft. And a rotation radius adjusting mechanism that can adjust the rotation radius of the rotation unit and a swinging speed that is swingably supported by the output shaft and swinging speed according to the rotation radius of the rotation unit. And a lever crank mechanism that converts the rotational movement of the input shaft into the rocking movement of the rocking link, and the output shaft when the rocking link rotates to one side with respect to the output shaft. And a one-way rotation prevention mechanism that idles the swing link with respect to the output shaft when the swing link rotates to the other side with respect to the output shaft. Is a continuously variable transmission mounted on a vehicle that changes the gear ratio by changing Thus, the driving force is transmitted to the output shaft via a different path from the lever crank mechanism, and the driving force is transmitted to the output shaft via the lever crank mechanism. A connection / disconnection mechanism that switches between a first path to be transmitted and a second path that transmits driving force to the output shaft via the auxiliary power transmission mechanism, an acceleration request determination unit that determines whether or not a vehicle acceleration request is made, Control whether the hum sound generated by the lever crank mechanism is conspicuous or not, change the rotation radius of the rotation part by controlling the rotation radius adjustment mechanism, and control the connection / disconnection mechanism. A transmission path switching unit that switches between the first path and the second path, the acceleration request determination unit determines that an acceleration request is made, and the booming sound determination unit is conspicuously generated by the lever crank mechanism State When the determination is made, when the driving force is transmitted to the output shaft through the first path, the transmission path switching unit sets the rotation radius of the rotation unit to a rotation radius at which the swing link is not fixed to the output shaft, It is characterized by switching to the second route.

  In the continuously variable transmission of the present invention, when the booming noise is conspicuous, the driving force transmission path of the driving source for traveling is the second path for transmitting the driving force to the output shaft via the auxiliary power transmission mechanism. Control to switch to. Therefore, according to the present invention, noise caused by the movement of the lever crank mechanism can be reduced. As a result, the discomfort given to the user by noise can be reduced.

  The “boom noise” in the present invention refers to noise generated when driving force is transmitted from the input shaft to the output shaft via the lever crank mechanism, and is accompanied by periodic movement of the lever crank mechanism. This is a sound caused by torque fluctuations of the output shaft that occur.

  In the continuously variable transmission according to the present invention, the speed detection sensor for detecting the traveling speed of the vehicle, the input shaft rotational speed detection sensor for detecting the rotational speed of the input shaft, and the output shaft for detecting the rotational speed of the output shaft. A rotation speed detection sensor and a torque fluctuation width calculation unit that calculates a torque fluctuation width of the output shaft based on the rotation speed of the input shaft, the rotation speed of the output shaft, and the rotation radius of the rotation unit, The lever crank is in a state where the rotational speed of the driving source for traveling is smaller than the predetermined rotational speed or the traveling speed is smaller than the predetermined speed, and the torque fluctuation range of the output shaft is larger than the predetermined width. It is preferable to determine that the noise generated by the mechanism is conspicuous.

  The booming noise of the lever crank mechanism increases as the torque fluctuation range of the output shaft increases. On the other hand, the booming noise is generated when the rotational speed of the driving source for driving (that is, the rotational speed of the input shaft) and the traveling speed (for example, the vehicle speed when the continuously variable transmission is mounted on the vehicle) are high. It is small compared to noise caused by the operation of the driving source for traveling.

  Therefore, the state where the rotational speed of the drive source for traveling is smaller than the predetermined rotational speed or the traveling speed is smaller than the predetermined speed and the torque fluctuation range of the output shaft is larger than the predetermined width is leveraged. It may be defined as a state in which humming noise generated by the crank mechanism is conspicuous.

  Further, in the continuously variable transmission according to the present invention, when the state in which the humming noise generated by the lever crank mechanism is conspicuous is determined based on the rotational speed of the driving source, the traveling speed, and the torque fluctuation range of the output shaft. The booming noise determination unit is in a state where the rotational speed of the driving source for traveling is smaller than a predetermined rotational speed, the traveling speed is smaller than a predetermined speed, and the torque fluctuation range of the output shaft is a predetermined width. It is preferable to determine that the larger state is a state in which the humming noise generated by the lever crank mechanism is conspicuous.

  This is because a booming noise is particularly noticeable when the rotational speed of the driving source for traveling is smaller than the predetermined rotational speed and the traveling speed is smaller than the predetermined speed.

  In the continuously variable transmission of the present invention, it is preferable that the auxiliary power transmission mechanism is an output speed reduction mechanism that reduces the rotational speed of the output shaft by using the rotational load of the travel drive source.

  The auxiliary power transmission mechanism in the present invention does not necessarily need to be an independent mechanism, and if configured using an output speed reduction mechanism for applying engine braking, there is no need to separately provide a mechanism dedicated to the second path, An increase in the size of the apparatus can be prevented.

Sectional drawing which shows the continuously variable transmission which concerns on 1st Embodiment of this invention. Explanatory drawing which shows the structure of the lever crank mechanism of the continuously variable transmission of FIG. 1 from an axial direction. FIGS. 3A and 3B are explanatory diagrams showing changes in the rotation radius of the input side fulcrum of the lever crank mechanism of the continuously variable transmission of FIG. “Small” and 3D indicate the case where the radius of rotation is “0”. FIG. 4 is an explanatory diagram showing changes in the swing range of the output side fulcrum with respect to changes in the rotation radius of the input side fulcrum of the lever crank mechanism of the continuously variable transmission of FIG. The movement range is “medium”, 4C indicates the swing range is “small”, and 4D indicates the swing range is “0”. The schematic diagram of the structure of the RTF circuit of the continuously variable transmission of FIG. FIG. 6A is a graph showing torque fluctuations of the continuously variable transmission of FIG. 1, FIG. 6A shows a state where torque fluctuations are small, and FIG. 6B shows a state where torque fluctuations are large. The graph which shows the relationship between the torque fluctuation of the continuously variable transmission of FIG. The flowchart which shows the control which ECU of the continuously variable transmission of FIG. 1 performs. The timing chart which shows the control which ECU of the continuously variable transmission of FIG. 1 performs. The flowchart which shows the control which ECU of the continuously variable transmission which concerns on 2nd Embodiment of this invention performs.

  Hereinafter, embodiments of a continuously variable transmission according to the present invention will be described with reference to the drawings. The continuously variable transmission of the present embodiment is a four-bar linkage type continuously variable transmission, and outputs with a gear ratio h (h = rotational speed of the input shaft / rotational speed of the output shaft) set to infinity (∞). This is a kind of transmission that can make the rotational speed of the shaft "0", so-called IVT (Infinity Variable Transmission). Although this embodiment is an embodiment in the case where the continuously variable transmission is mounted on a vehicle, the continuously variable transmission of the present invention can be mounted on other vehicles and unmanned vehicles such as ships. .

[First Embodiment]
Hereinafter, with reference to FIGS. 1-9, the continuously variable transmission 1 of 1st Embodiment is demonstrated.

  First, with reference to FIG.1 and FIG.2, the structure of the continuously variable transmission 1 of this embodiment is demonstrated.

  As shown in FIG. 1, the continuously variable transmission 1 of the present embodiment includes an input unit 2, an output shaft 3 arranged in parallel with the rotation center axis P <b> 1 of the input unit 2, and a rotation center axis P <b> 1 of the input unit 2. And six turning radius adjusting mechanisms 4 provided on the top.

  The input unit 2 rotates around the rotation center axis P <b> 1 by transmitting a driving force from an engine ENG (traveling drive source) that is a main drive source. As the main drive source (driving drive source), an electric motor or the like may be used in addition to the internal combustion engine.

  The output shaft 3 transmits a rotational driving force to driving wheels (not shown) of the vehicle via a differential gear (not shown). A propeller shaft may be provided instead of the differential gear.

  The turning radius adjusting mechanism 4 includes a cam disk 5 provided on the rotation center axis P <b> 1 of the input unit 2, and a rotating disk 6 (rotating part) that is rotatably fitted on the cam disk 5.

  The cam disks 5 have a disk shape, and are provided in pairs so that they can rotate integrally with the input unit 2 while being eccentric with respect to the rotation center axis P1 of the input unit 2. Each set of cam disks 5 is set so as to have a phase difference of 60 °, and is arranged so that the six sets of cam disks 5 make a round in the circumferential direction of the rotation center axis P1 of the input unit 2.

  The cam disk 5 is formed with a through hole 5 a that penetrates in the direction of the rotation center axis P <b> 1 of the input unit 2 and is formed at a position eccentric with respect to the center P <b> 2 of the cam disk 5. Further, the cam disk 5 communicates with the outer peripheral surface of the cam disk 5 and the inner peripheral surface of the through hole 5a in a region opposite to the center P2 of the cam disk 5 across the rotation center axis P1 of the input portion 2. A notch hole 5b is formed.

  A set of two cam disks 5 is fixed with bolts (not shown). Further, one of the two cam disks 5 is formed integrally with the other of the other two cam disks 5 of the adjacent turning radius adjusting mechanism 4 to form an integral cam portion. Yes. The cam disk 5 located closest to the engine ENG among the cam disks 5 is formed integrally with the input unit 2. In this way, the input unit 2 and the plurality of cam disks 5 constitute an input shaft (camshaft).

  The two cam disks 5 may be fixed by other means instead of bolts. The integral cam portion may be formed by integral molding, or may be integrated by welding two cam disks 5. In addition, as a method of integrally forming the cam disk 5 and the input portion 2 that are closest to the engine ENG, the cam disc 5 and the input portion 2 may be integrally formed. May be used.

  As shown in FIG. 2, the rotary disk 6 has a disk shape in which a receiving hole 6 a is provided at a position eccentric from the center P <b> 3, and is provided to be rotatable with respect to the rotation center axis P <b> 1 of the input unit 2. . A set of cam disks 5 is rotatably fitted in the receiving holes 6a. Further, as shown in FIG. 1, an internal tooth 6 b is provided in the receiving hole 6 a of the rotating disk 6 at a position between the pair of cam disks 5.

  Further, the receiving hole 6a of the rotating disk 6 has a distance Ra from the rotation center axis P1 of the input unit 2 to the center P2 of the cam disk 5 (center of the receiving hole 6a) and the center P2 of the cam disk 5 to the center of the rotating disk 6. The cam disk 5 is eccentric so that the distance Rb to P3 is the same.

  The input shaft configured by the input unit 2 and the plurality of cam disks 5 includes an insertion hole 50 configured by connecting through holes 5 a of the cam disk 5. Thus, the input shaft has a hollow shaft shape in which one end opposite to the engine ENG is open and the other end is closed.

  In the insertion hole 50, the pinion shaft 7 is arranged concentrically with the rotation center axis P1 so as to be rotatable relative to the input shaft.

  The pinion shaft 7 has a pinion 7 a at a position corresponding to the internal teeth 6 b of the rotary disk 6. Further, the pinion shaft 7 is positioned between adjacent pinions 7 a in the direction of the rotation center axis P <b> 1 of the input unit 2, and a pinion bearing 7 b is provided. The pinion shaft 7 supports the input shaft via the pinion bearing 7b.

  The pinion 7 a is formed integrally with the shaft portion of the pinion shaft 7. The pinion 7 a meshes with the internal teeth 6 b of the rotating disk 6 through the notch hole 5 b of the cam disk 5. The pinion 7a may be configured separately from the pinion shaft 7 and connected to the pinion shaft 7 by spline coupling. In the present embodiment, the term “pinion 7 a” is defined as including the pinion shaft 7.

  The pinion shaft 7 is connected to a differential mechanism 8 constituted by a planetary gear mechanism or the like.

  As shown in FIG. 1, the differential mechanism 8 is configured as a planetary gear mechanism, for example, and includes a sun gear 9, a first ring gear 10 connected to an input shaft configured by the input unit 2 and a plurality of cam disks 5. A stepped pinion 12 comprising a second ring gear 11 connected to the pinion shaft 7, a large diameter portion 12 a meshing with the sun gear 9 and the first ring gear 10, and a small diameter portion 12 b meshing with the second ring gear 11 is rotated and rotated. It has a carrier 13 that is pivotably supported.

  The sun gear 9 is connected to a rotation shaft 14 a of an actuator 14 (adjustment drive source) that is a sub drive source for the pinion shaft 7, and a driving force is transmitted from the actuator 14. Therefore, the driving force of the actuator 14 is also transmitted to the pinion 7 a via the differential mechanism 8.

  When the rotation speed of the pinion shaft 7 is the same as the rotation speed of the input unit 2, the sun gear 9 and the first ring gear 10 rotate at the same speed. As a result, the four elements of the sun gear 9, the first ring gear 10, the second ring gear 11, and the carrier 13 are locked so that they cannot rotate relative to each other, and the pinion shaft 7 connected to the second ring gear 11 is the same as the input unit 2. Rotates at speed.

  When the rotational speed of the pinion shaft 7 is made slower than the rotational speed of the input unit 2, the rotational speed of the sun gear 9 is Ns, the rotational speed of the first ring gear 10 is NR1, and the gear ratio between the sun gear 9 and the first ring gear 10 (first When j is the number of teeth of the ring gear 10 / the number of teeth of the sun gear 9, the number of rotations of the carrier 13 is (j · NR1 + Ns) / (j + 1). The gear ratio between the sun gear 9 and the second ring gear 11 ((number of teeth of the second ring gear 11 / number of teeth of the sun gear 9) × (number of teeth of the large diameter portion 12a of the stepped pinion 12 / number of teeth of the small diameter portion 12b). ) Is k, the rotation speed of the second ring gear 11 is {j (k + 1) NR1 + (k−j) Ns} / {k (j + 1)}.

  That is, when there is a difference between the rotational speed of the input unit 2 and the rotational speed of the pinion shaft 7, the driving force transmitted from the actuator 14 transmitted through the internal teeth 6 b of the rotating disk 6 that meshes with the pinion 7 a of the pinion shaft 7. Thus, the rotating disk 6 rotates the periphery of the cam disk 5 around the center P2 of the cam disk 5.

  As shown in FIG. 2, the rotating disk 6 has a distance Ra from the rotation center axis P <b> 1 of the input unit 2 to the center P <b> 2 of the cam disk 5 and the center P <b> 2 of the cam disk 5 with respect to the cam disk 5. Is eccentric so that the distance Rb to the center P3 is the same.

  Therefore, the center P3 of the rotary disk 6 is positioned on the same line as the rotation center axis P1 of the input unit 2, and the distance between the rotation center axis P1 of the input unit 2 and the center P3 of the rotary disk 6 (of the rotation radius adjusting mechanism 4). The rotation radius), that is, the eccentricity R1 can be set to “0”.

  At the periphery of the rotary disk 6, there is a large-diameter input-side annular portion 15 a at one end (on the input portion 2 side), and at the other end (output shaft 3), the diameter of the input-side annular portion 15 a is larger. A connecting rod 15 having a small-diameter output-side annular portion 15b is rotatably connected.

  The input side annular portion 15a of the connecting rod 15 is rotatably fitted to the rotary disk 6 via connecting rod bearings 16 each consisting of a set of two ball bearings arranged in the axial direction.

  Six swing links 18 are pivotally supported on the output shaft 3 in correspondence with the connecting rod 15 via a one-way clutch 17 (one-way rotation prevention mechanism).

  The one-way clutch 17 is provided between the swing link 18 and the output shaft 3, and the swing link 18 tends to rotate relative to the output shaft 3 on one side about the rotation center axis P <b> 5 of the output shaft 3. In this case, the swing link 18 is fixed to the output shaft 3 (fixed state), and the swing link 18 is idled with respect to the output shaft 3 (idle state) when relative rotation is to be made on the other side. ).

  The swing link 18 is formed in an annular shape, and a swing end portion 18 a connected to the output-side annular portion 15 b of the connecting rod 15 is provided below the swing link 18. The swing end portion 18a is provided with a pair of projecting pieces 18b projecting so as to sandwich the output-side annular portion 15b from the axial direction. The pair of projecting pieces 18b are provided with insertion holes 18c corresponding to the inner diameter of the output-side annular portion 15b.

  By inserting the connecting pin 19 as a swing shaft into the insertion hole 18c and the output side annular portion 15b, the connecting rod 15 and the swing link 18 are connected so as to be relatively rotatable.

  In the continuously variable transmission 1 of the present embodiment, a lever crank mechanism 20 is configured by the turning radius adjusting mechanism 4 having the above-described configuration, the swing link 18, and the connecting rod 15.

  The lever crank mechanism 20 and the one-way clutch 17 are housed in a transmission case 21. The transmission case 21 is fixed to the engine ENG. Below the transmission case 21, lubricating oil forms an oil reservoir.

  By the way, the swing link 18 is arranged so that the swing end portion 18 a is immersed in the oil reservoir of the lubricating oil collected below the transmission case 21. Therefore, when the lever crank mechanism 20 is driven, the oscillating end portion 18a is lubricated by the oil reservoir, and the lubricating oil in the oil reservoir is lifted up by the oscillating motion of the oscillating link 18, so that The parts can be lubricated.

  In the present embodiment, the one provided with the six lever crank mechanisms 20 has been described. However, the number of lever crank mechanisms in the continuously variable transmission of the present invention is not limited to that number. For example, five or less lever crank mechanisms may be provided, or seven or more lever crank mechanisms may be provided. May be.

  Further, in the present embodiment, the input shaft 2 and the plurality of cam disks 5 constitute an input shaft, and the input shaft is provided with the insertion hole 50 configured by connecting the through holes 5 a of the cam disk 5. . However, the input shaft in the continuously variable transmission of the present invention is not limited to that configured as described above.

  For example, the input part is configured in a hollow shaft shape having an insertion hole so that one end is opened, and the through hole is formed to be larger than that of the present embodiment so that the input part can be inserted into a disc-shaped cam disk. The cam disk may be splined to the outer peripheral surface of the input portion configured in a hollow shaft shape.

  In this case, the input portion formed of the hollow shaft is provided with a notch hole corresponding to the notch hole of the cam disk. Then, the pinion inserted into the input part meshes with the internal teeth of the rotating disk via the notch hole of the input part and the notch hole of the cam disk.

  Further, in the present embodiment, the one-way rotation prevention mechanism using the one-way clutch 17 has been described. However, the one-way rotation prevention mechanism in the continuously variable transmission of the present invention is not limited to the one-way clutch, and for example, the rotation direction of the swing link capable of transmitting torque from the swing link to the output shaft can be switched. A two-way clutch may be used.

  Next, the lever crank mechanism 20 of the continuously variable transmission 1 according to this embodiment will be described with reference to FIGS.

  As shown in FIG. 1, the continuously variable transmission 1 of the present embodiment includes a total of six lever crank mechanisms 20 (four-bar linkage mechanisms). As shown in FIG. 2, the lever crank mechanism 20 includes a connecting rod 15, a swing link 18, and a rotating radius adjusting mechanism 4 having a rotating disk 6 and having an adjustable rotating radius. The lever crank mechanism 20 converts the rotational motion of the input shaft into the swing motion of the swing link 18.

  In this lever crank mechanism 20, when the rotation radius (eccentricity R1) of the center P3 (input side fulcrum) of the rotary disk 6 of the rotation radius adjusting mechanism 4 is not "0", the input unit 2 and the pinion shaft 7 are the same. When rotating at a speed, each connecting rod 15 pushes the swing end 18a between the input unit 2 and the output shaft 3 toward the output shaft 3 or pulls it toward the input unit 2 while changing the phase. The rocking link 18 is rocked by alternately repeating.

  Since the one-way clutch 17 is provided between the swing link 18 and the output shaft 3, the connecting rod 15 causes the swing link 18 to move to one side of the output shaft 3 so that the rotation speed of the output shaft 3 is increased. When rotating at a speed exceeding this, the roller is engaged between the cam surface formed on the outer peripheral surface of the output shaft 3 and the inner peripheral surface of the annular portion 18 d, and the swing link 18 is fixed to the output shaft 3. Then, torque is transmitted to the output shaft 3. On the other hand, when the swing link 18 rotates to the other side with respect to the output shaft 3, the meshing is released, and the swing link 18 idles with respect to the output shaft 3, and torque is not transmitted to the output shaft 3.

  In the continuously variable transmission 1 of the present embodiment, the six turning radius adjusting mechanisms 4 of the lever crank mechanism 20 are arranged with their phases changed by 60 degrees. Therefore, the output shaft 3 is sequentially rotated by the six lever crank mechanisms 20.

  FIG. 3 is a diagram showing the positional relationship between the pinion shaft 7 and the rotating disk 6 in a state where the rotating radius (the eccentric amount R1) of the center P3 (input side fulcrum) of the rotating disk 6 of the rotating radius adjusting mechanism 4 is changed. is there.

  FIG. 3A shows a state in which the amount of eccentricity R1 is set to “maximum”, and the pinion shaft 7 so that the rotation center axis P1 of the input unit 2, the center P2 of the cam disk 5, and the center P3 of the rotation disk 6 are aligned. And the rotating disk 6 are positioned. In this case, the gear ratio h is “minimum”.

  FIG. 3B shows a state in which the eccentric amount R1 is set to “medium” which is smaller than that in FIG. 3A, and FIG. 3C shows a state in which the eccentric amount R1 is set to be “small” which is further smaller than that in FIG. The gear ratio h is “medium” which is larger than the gear ratio h in FIG. 3A in FIG. 3B and “large” which is larger than the gear ratio h in FIG. 3B in FIG.

  FIG. 3D shows a state where the amount of eccentricity R1 is “0”, and the rotation center axis P1 of the input unit 2 and the center P3 of the rotary disk 6 are located concentrically. In this case, the gear ratio h is “infinity (∞)”.

  FIG. 4 is a diagram showing the relationship between the rotation radius (eccentricity R1) of the center P3 (input side fulcrum) of the rotary disk 6 of the rotary radius adjusting mechanism 4 and the swing range θ2 of the swing motion of the swing link 18. It is.

  4A shows the case where the eccentric amount R1 is “maximum” in FIG. 3A (when the gear ratio h is “minimum”), and FIG. 4B shows the case where the eccentric amount R1 is “medium” in FIG. 4C shows the case where the eccentric amount R1 is “small” in FIG. 3C (when the gear ratio h is “large”), FIG. 4D shows the amount of eccentricity R1 shown in FIG. Is “0” (when the gear ratio h is “infinity (∞)”).

  Here, R2 is the length of the swing link 18. More specifically, R2 is the distance from the rotation center axis P5 of the output shaft 3 to the connection point between the connecting rod 15 and the swinging end 18a, that is, the center of the connection pin 19 (output-side fulcrum P4). . Θ1 is the phase of the rotating disk 6 of the turning radius adjusting mechanism 4.

  As is apparent from FIG. 4, as the eccentric amount R1 becomes smaller, the swing range θ2 of the swing link 18 becomes narrower, and when the eccentric amount R1 becomes “0”, the swing link 18 swings. Stops moving.

  Next, referring to FIG. 1 and FIG. 5, an output speed reduction mechanism 22 and a clutch 23 (connection / disconnection mechanism) included in the continuously variable transmission 1 of the present embodiment, and an ECU that controls the continuously variable transmission 1. The control unit 24 will be described.

  As shown in FIG. 1, the continuously variable transmission 1 according to the present embodiment outputs power between a lever crank mechanism 20 and a one-way clutch 17 (transmission mechanism) and an engine ENG (traveling drive source) that is a main drive source. A speed reduction mechanism 22 (sub power transmission mechanism) is provided.

  The output speed reduction mechanism 22 is a mechanism for applying the engine brake using the rotational load of the engine ENG to reduce the rotational speed of the output shaft 3, or for turning the engine ENG using the rotational force of the drive wheels. is there.

  As shown in FIG. 5, the output speed reduction mechanism 22 is fixed to the output shaft 3 and a drive gear 22a rotatably supported by the input unit 2, an intermediate gear 22b meshing with the drive gear 22a, and the intermediate gear 22b. And a driven gear 22c that meshes with the gear. A clutch 23 (connection / disconnection mechanism) is disposed between the drive gear 22a and the rotation shaft of the engine ENG.

  The clutch 23 is a mechanism for switching the connection between the drive gear 22a and the rotation shaft of the engine ENG. The drive gear 22a is fixed to the input unit 2, and the output shaft 3 is connected to the output shaft 3 via the output speed reduction mechanism 22. The state in which the driving force can be transmitted (the clutch 23 is turned on) and the fixing are released, and the driving force of the engine ENG cannot be transmitted to the output shaft 3 via the output speed reduction mechanism 22 (the clutch 23 is disabled). Switch to the off state.

  That is, the clutch 23 transmits the driving force of the engine ENG to the output shaft 3 via the lever crank mechanism 20 and the first path that transmits the driving force of the engine ENG to the output shaft 3 via the output deceleration mechanism 22. Switch between 2 routes.

  The control unit 24 is an electronic unit configured by a CPU, a memory, and the like, and executes a control program held in the memory by the CPU.

  The control unit 24 determines whether or not a vehicle acceleration request is made, and determines whether or not the hum sound generated by the lever crank mechanism 20 is conspicuous. A transmission path switching unit 24c that switches between the first path and the second path, and a torque fluctuation range calculation unit 24d that calculates the torque fluctuation range of the output shaft 3.

  The acceleration request determination unit 24a determines whether or not an acceleration request is made to the vehicle based on the presence or absence of a signal from the accelerator pedal opening sensor 25.

  The booming sound determination unit 24b includes a torque fluctuation range ΔT calculated by the torque fluctuation range calculation unit 24d, an engine speed ENG detected by an engine speed detection sensor (not shown), and a vehicle speed sensor 26 (speed detection sensor). ) Is detected based on the vehicle speed v detected in step), whether or not the booming noise generated by the lever crank mechanism 20 is conspicuous.

  The transmission path switching unit 24c controls the turning radius adjusting mechanism 4 (specifically, the actuator 14) to change the turning radius (that is, the eccentric amount R1) of the rotating disk 6 and also controls the clutch 23 to control the first. Switching between the route and the second route.

  The torque fluctuation range calculation unit 24d is configured to detect the rotational speed of the input unit 2 detected by an input shaft rotational speed detection sensor (not shown) and the rotational speed of the output shaft 3 detected by an output shaft rotational speed detection sensor (not shown). Based on the value of the eccentric amount R1 (that is, the rotational radius of the rotating disk 6 of the rotating radius adjusting mechanism 4), the torque fluctuation range ΔT is calculated.

  Next, referring to FIG. 6 and FIG. 7, the torque transmitted from the six lever crank mechanisms 20 of the continuously variable transmission 1 of the present embodiment to the output shaft 3 and the operation of the lever crank mechanism 20. A description will be given of the noise that occurs.

  In the continuously variable transmission 1, the turning radius adjusting mechanisms 4 of the six lever crank mechanisms 20 are arranged with phases shifted by 60 degrees. Therefore, the output shaft 3 is sequentially rotated by the six lever crank mechanisms 20. That is, the six lever crank mechanisms 20 sequentially transmit torque to the output shaft 3.

  Therefore, as shown in FIG. 6, in the continuously variable transmission 1, torque (total torque) transmitted to the output shaft 3 via the six lever crank mechanisms 20 is transmitted from the lever crank mechanisms 20 to the output shaft 3. This is the total value of the transmitted torque (first torque to sixth torque).

  The total torque is a sum of torques periodically transmitted from the six lever crank mechanisms 20 to the output shaft 3, and therefore does not have a constant value but periodically changes in magnitude. . The change width (that is, the torque fluctuation range ΔT) at that time is larger (see FIG. 6B) than the state where the torque transmitted from one lever crank mechanism 20 to the output shaft 3 is small (see FIG. 6A). Will be bigger.

  By the way, the hum generated by the lever crank mechanism 20 is noise generated when the driving force is transmitted from the input unit 2 to the output shaft 3 via the lever crank mechanism 20. It is a sound caused by torque fluctuations (total torque fluctuations) of the output shaft 3 caused by periodic motion. Therefore, as shown in FIG. 7, the hum generated by the lever crank mechanism 20 increases as the value of the torque fluctuation range ΔT increases.

  Next, with reference to the flowchart of FIG. 8, processing performed by the control unit 24 when the control unit 24 becomes conspicuous in the booming noise in the continuously variable transmission 1 of the present embodiment will be described.

  First, the acceleration request determination unit 24a of the control unit 24 determines whether an acceleration request is made based on the presence / absence of a signal from the accelerator pedal opening sensor 25 (STEP 1).

  If it is determined that an acceleration request has not been made (NO in STEP 1), the current process is terminated.

  On the other hand, when it is determined that an acceleration request has been made (YES in STEP 1), the booming sound determination unit 24b of the control unit 24 determines whether the engine speed Ne is smaller than a predetermined threshold Net. Is determined (STEP 2).

  When it is determined that the engine speed Ne is larger than the predetermined threshold value Net (in the case of NO in STEP2), the booming sound determination unit 24b determines whether the vehicle speed v is smaller than the predetermined threshold value vt. (STEP 3).

  When it is determined that the engine speed Ne is smaller than the predetermined threshold value Net (in the case of YES in STEP 2), or when it is determined that the vehicle speed v is smaller than the predetermined threshold value vt (YES in STEP 3). In this case, the booming sound determination unit 24b determines that there is a possibility that the booming sound is conspicuous.

  That is, in the continuously variable transmission 1 of the present embodiment, the torque fluctuation range ΔT of the output shaft 3 is larger than the threshold value ΔTt, and the rotational speed Ne of the engine ENG is smaller than the threshold value Net, or the vehicle speed The state where v is smaller than the threshold value vt is defined as the state where the booming noise generated by the lever crank mechanism 20 is conspicuous.

  This is because the booming noise of the lever crank mechanism 20 increases as the torque fluctuation width ΔT of the output shaft 3 increases, but when the rotational speed Ne of the engine ENG (that is, the rotational speed of the input unit 2) or the vehicle speed v is large. This is because the noise is smaller than the noise caused by the operation of the engine ENG or the like.

  When it is determined that there is a possibility that the booming noise is conspicuous, the transmission path switching unit 24c of the control unit 24 indicates that the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is a lever crank mechanism. It is determined whether the first route is transmitted via 20 or the second route is transmitted via the output speed reduction mechanism 22 (STEP 4).

  When it is determined that the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is not the first path (NO in STEP 4), the booming sound determination unit 24b is in a state where the booming noise is conspicuous. If it is determined that there is not, the current process is terminated.

  On the other hand, when it is determined that the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is the first path (YES in STEP 4), the torque fluctuation range calculation unit 24d of the control unit 24. Calculates the torque fluctuation range ΔT based on the rotational speed of the input unit 2, the rotational speed of the output shaft 3, and the value of the eccentricity R1 (STEP 5).

  Next, the booming sound determination unit 24b of the control unit 24 determines whether or not the calculated torque fluctuation range ΔT is larger than a predetermined threshold value ΔTt (STEP 6).

  When the torque fluctuation range ΔT is smaller than the threshold value ΔTt (NO in STEP 6), the muffled sound determination unit 24b determines that the muffled sound is not conspicuous and ends the current process.

  On the other hand, when the torque fluctuation range ΔT is larger than the threshold value ΔTt (YES in STEP 6), the muffled sound determination unit 24b determines that the muffled sound is conspicuous.

  When it is determined that the booming noise is conspicuous (YES in STEPs 2, 3, and 6), the transmission path switching unit 24c of the control unit 24 turns on the clutch 23 and passes through the second path. The driving force of the engine ENG can be transmitted to the output shaft 3 (STEP 7).

  The transmission path switching unit 24c of the control unit 24 turns on the clutch 23 and is a value at which driving force is not transmitted to the output shaft 3 (that is, a value at which the swing link 18 is not fixed to the one-way clutch 17). Until this time, the eccentric amount R1 (the rotational radius of the rotary disk 6 of the rotary radius adjusting mechanism 4) is decreased, and the current process is terminated (STEP 8).

  On the other hand, when it is determined that the engine speed Ne is not smaller than the predetermined threshold value Net (in the case of NO in STEP2), and when it is determined that the vehicle speed v is not smaller than the predetermined threshold value vt In the case of NO in STEP3, the booming sound determination unit 24b determines that the booming sound is not in a conspicuous state.

  If it is determined that the booming noise is not conspicuous, the transmission path switching unit 24c of the control unit 24 has a path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 via the lever crank mechanism 20. It is determined whether it is the first path for transmission or the second path for transmission via the output speed reduction mechanism 22 (STEP 9).

  If it is determined that the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is not the second path (NO in STEP 9), the current process is terminated.

  On the other hand, when it is determined that the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is the second path (YES in STEP 9), the transmission path switching unit 24c of the control unit 24 is Then, the clutch 23 is turned off so that the driving force of the engine ENG cannot be transmitted to the output shaft 3 through the second path (STEP 10).

  Further, the transmission path switching unit 24c of the control unit 24 turns off the clutch 23 and is a value at which the driving force is transmitted to the output shaft 3 (that is, the swing link 18 is fixed to the one-way clutch 17). The eccentric amount R1 (the rotational radius of the rotating disk 6 of the rotating radius adjusting mechanism 4) is increased up to (value), and the current process is terminated (STEP 11).

  Next, an example when the process shown in FIG. 8 is performed will be described with reference to the flowchart of FIG. 8 and the timing chart of FIG.

  First, at the time of start of the vehicle (period t1 to t2 in FIG. 9), an acceleration request is made (YES in STEP1 in FIG. 8), and the rotational speed Ne and the eccentricity R1 of the engine ENG gradually increase, along with this. Thus, the vehicle speed v also increases gradually. At this time, the path through which the driving force transmitted from the engine ENG is transmitted to the output shaft 3 is the first path that is transmitted via the lever crank mechanism 20.

  In this state, the engine speed Ne is smaller than the threshold value Net (YES in STEP 2 in FIG. 8), the vehicle speed v is smaller than the threshold value vt (YES in STEP 3 in FIG. 8), and the transmission path is the first transmission path. Yes (YES in STEP 4 in FIG. 8), but the torque fluctuation range ΔT is smaller than the threshold value ΔTt (NO in STEP 6 in FIG. 8), so the switching process by the transmission path switching unit 24c is not performed.

  Thereafter, when the rotational speed Ne of the engine ENG is smaller than the threshold value Net or the torque fluctuation range ΔT is larger than the threshold value ΔTt while the vehicle speed v is smaller than the threshold value vt (YES in STEP 6 in FIG. 8). 9 (when t2 in FIG. 9), the transmission path switching unit 24c performs processing to switch the transmission path from the first path to the second path (period t2 to t3 in FIG. 9).

  Specifically, the transmission path switching unit 24c turns on the clutch 23 so that the driving force of the engine ENG can be transmitted to the output shaft 3 via the second path (STEP 7 in FIG. 8) and the output. The eccentricity R1 is reduced to a value at which the driving force is not transmitted to the shaft 3 (STEP 8 in FIG. 8).

  Thereafter, during a state where the rotational speed Ne of the engine ENG is smaller than the threshold value Net or the vehicle speed v is smaller than the threshold value vt (period t3 to t4 in FIG. 9), the driving force of the engine ENG is in the second path. It continues to be transmitted to the output shaft 3.

  At this time, the transmission path switching unit 24c does not have a large time lag when the eccentric amount R1 needs to be switched from the second path to the first path, and the swing link 18 is fixed to the one-way clutch 17, and Even if the rotation speed of the output shaft 3 (that is, the inner member of the one-way clutch 17) is suddenly decreased due to the stop of the driving wheel or the like, the swing link 18 is maintained at a value that is not fixed to the one-way clutch 17.

  Thereafter, when the engine speed Ne is not smaller than the threshold value Net and the vehicle speed v is not smaller than the threshold value vt (YES in STEP 9 in FIG. 8; t4 in FIG. 9). )), A process of switching the transmission path from the second path to the first path is performed by the transmission path switching unit 24c (period t4 to t5 in FIG. 9).

  Specifically, the transmission path switching unit 24c turns off the clutch 23 so that the driving force of the engine ENG cannot be transmitted to the output shaft 3 via the second path (STEP 10 in FIG. 8). The eccentricity R1 is increased to a value at which the driving force is transmitted to the output shaft 3 (STEP 11 in FIG. 8).

  Thereafter (in the period after t5 in FIG. 9), the driving force of the engine ENG continues to be transmitted to the output shaft 3 through the first path.

  As described above, in the continuously variable transmission 1 of the present embodiment, not only when the engine brake is applied, but also when the noise is conspicuous, the transmission path of the driving force of the engine ENG is reduced by the output deceleration. Control is performed to switch to the second path for transmitting the driving force to the output shaft via the mechanism 22.

  Therefore, according to the continuously variable transmission 1 of the present embodiment, noise caused by the movement of the lever crank mechanism 20 can be reduced. As a result, the discomfort given to the user by noise can be reduced.

[Second Embodiment]
Hereinafter, the continuously variable transmission of the second embodiment will be described with reference to FIG. However, the continuously variable transmission according to the present embodiment differs from the continuously variable transmission according to the first embodiment only in the procedure for determining whether or not the booming noise is conspicuous in the control unit 24. Only will be described in detail.

  In the continuously variable transmission according to the present embodiment, the state in which the booming noise is conspicuous is defined that both the rotational speed of the driving source for driving and the vehicle speed are smaller than the threshold value. Therefore, the control unit 24 according to the present embodiment performs processing according to the procedure shown in FIG.

  Specifically, when it is determined that an acceleration request has been made (YES in STEP 1), the booming sound determination unit 24b of the control unit 24 determines that the engine speed Ne is greater than a predetermined threshold value Net. It is determined whether or not it is small (STEP 20).

  When it is determined that the engine speed Ne is smaller than a predetermined threshold value Net (in the case of YES at STEP 20), the booming sound determination unit 24b determines whether the vehicle speed v is smaller than a predetermined threshold value vt. (STEP 30).

  When it is determined that the engine speed Ne is smaller than the predetermined threshold value Net (in the case of YES at STEP 20), and when it is determined that the vehicle speed v is smaller than the predetermined threshold value vt (STEP 30). In the case of YES), the booming sound determination unit 24b determines that there is a possibility that the booming sound is conspicuous.

  When it is determined that there is a possibility that the booming noise is conspicuous, the transmission path switching unit 24c of the control unit 24 performs the transmission path confirmation (STEP 4) and the volume noise level determination (STEP 5 and STEP 6). If the transmission path is the first transmission path (YES in STEP 4) and the muffler sound is conspicuous (YES in STEP 6), the transmission path is switched (STEP 7 and STEP 8).

  On the other hand, when it is determined that the engine speed Ne is not smaller than the predetermined threshold Net (in the case of NO in STEP 20), or when it is determined that the vehicle speed v is not smaller than the predetermined threshold vt In the case of NO in STEP30, the booming sound determination unit 24b determines that the booming sound is not in a conspicuous state.

  If it is determined that the booming noise is not conspicuous, the transmission path switching unit 24c of the control unit 24 checks the transmission path (STEP 9), and the transmission path is the second transmission path (YES in STAEP 9). ), A transmission path switching process is performed (STEP 10 and STEP 11).

  Even in the continuously variable transmission according to the present embodiment configured to perform such processing, the same effects as those of the continuously variable transmission according to the first embodiment can be obtained.

[Other Embodiments]
Although the illustrated embodiment has been described above, the present invention is not limited to such a form.

  For example, in the above embodiment, the output speed reduction mechanism 22 is a sub power transmission mechanism. However, the auxiliary power transmission mechanism of the present invention does not necessarily need to be the output speed reduction mechanism 22, but transmits the driving force of the travel drive source to the output shaft via a path different from the lever crank mechanism, and rotates the output shaft. Any device that changes the speed may be used. Therefore, for example, a mechanism independent of the output deceleration mechanism may be used.

  Moreover, in the said embodiment, the output reduction mechanism 22 is comprised with the drive gear 22a, the intermediate | middle gear 22b, and the driven gear 22c. However, the output speed reduction mechanism is not limited to such a configuration, and may be a configuration using a sprocket and a chain.

  Further, in the above embodiment, a state where the noise is conspicuous when the torque fluctuation range ΔT is larger than the threshold value ΔTt and the rotational speed Ne of the engine ENG is smaller than the threshold value Net or the vehicle speed v is smaller than the threshold value vt. The control is performed to switch the transmission path when the state is reached.

  However, in the present invention, the condition for switching the transmission path (that is, the definition of a conspicuous state of the booming noise) is not limited to such a condition, and depends on the characteristics of the vehicle on which the continuously variable transmission such as a vehicle is mounted. May be changed. For example, when the torque fluctuation range becomes larger than a predetermined value, the transmission path may be switched regardless of other noise levels such as the rotational speed of the driving source for driving and the vehicle speed. .

DESCRIPTION OF SYMBOLS 1 ... Continuously variable transmission, 2 ... Input part, 3 ... Output shaft, 4 ... Turning radius adjustment mechanism, 5 ... Cam disk, 5a ... Through-hole, 5b ... Notch hole, 6 ... Rotating disk (rotating part), 6a ... Receiving hole, 6b ... inner teeth, 7 ... pinion shaft, 7a ... pinion, 7b ... pinion bearing, 8 ... differential mechanism, 9 ... sun gear, 10 ... first ring gear, 11 ... second ring gear, 12 ... stepped pinion, 12a ... large diameter portion, 12b ... small diameter portion, 13 ... carrier, 14 ... actuator (adjusting drive source (sub drive source)), 14a ... rotating shaft, 15 ... connecting rod, 15a ... input side annular portion, 15b ... output Side annular portion, 16 ... connecting rod bearing, 17 ... one-way clutch (one-way rotation prevention mechanism), 18 ... swing link, 18a ... swing end, 18b ... projecting piece, 18c ... insertion hole, 18d ... annular portion 19 ... Connection pin, 20 ... leverage crank mechanism, 21 ... transmission case, 22 ... output speed reduction mechanism (sub power transmission mechanism), 22a ... drive gear, 22b ... intermediate gear, 22c ... driven gear, 23 ... clutch (connection / disconnection mechanism) , 24 ... control unit, 24 a ... acceleration request determination unit, 24 b ... booming sound determination unit, 24 c ... transmission path switching unit, 24 d ... torque fluctuation range calculation unit, 25 ... accelerator pedal opening sensor, 26 ... speed detection sensor, 50 ... insertion hole, ENG ... engine (driving drive source (main drive source)), h ... speed ratio, P1 ... rotation center axis of input shaft, P2 ... center of cam disk 5, P3 ... center of rotation disk 6 (input) Side fulcrum), P4... Center of output pin 19 (output fulcrum), P5... Rotation center axis of output shaft 3, Ra... P1 and P2 distance, Rb... P2 and P3 distance, R1. (Eccentricity, rotation Disk 6 center (rotation radius of input fulcrum P3), R2... Distance between P4 and P5 (length of rocking link 18), .theta.1... Phase of rotating disk 6, .theta.2. .

Claims (4)

An input shaft to which the driving force of the driving source for traveling is transmitted;
An output shaft disposed parallel to the rotation center axis of the input shaft;
A rotating part that is rotatable integrally with the input shaft is provided, and a rotating radius adjusting mechanism that can adjust a rotating radius of the rotating part, and a pivoting support that is swingably supported by the output shaft. A lever crank mechanism that changes a swing speed in response, and a lever crank mechanism that converts a rotational motion of the input shaft into a swing motion of the swing link;
When the swing link rotates to one side with respect to the output shaft, the swing link is fixed to the output shaft, and when the swing link rotates to the other side with respect to the output shaft A one-way rotation prevention mechanism that idles the swing link with respect to the output shaft;
A continuously variable transmission mounted on a vehicle that changes a gear ratio by changing a turning radius of the rotating part,
A secondary power transmission mechanism that transmits the driving force to the output shaft via a path different from the lever crank mechanism, and changes the rotational speed of the output shaft;
A connection / disconnection mechanism that switches between a first path for transmitting the driving force to the output shaft via the lever crank mechanism and a second path for transmitting the driving force to the output shaft via the auxiliary power transmission mechanism;
An acceleration request determination unit that determines whether or not an acceleration request for the vehicle is made;
A hum sound determining unit for determining whether or not the hum sound generated by the lever crank mechanism is in a conspicuous state;
A transmission path switching unit that controls the rotation radius adjustment mechanism to change the rotation radius of the rotation unit and controls the connection / disconnection mechanism to switch between the first path and the second path;
When the acceleration request determination unit determines that an acceleration request is made, and the booming noise determination unit determines that the booming noise generated by the lever crank mechanism is conspicuous, the driving force is the first driving force. When transmitted to the output shaft through a path, the transmission path switching unit sets the rotation radius of the rotating unit to a rotation radius at which the swing link is not fixed to the output shaft, and the second path A continuously variable transmission characterized by switching to. The continuously variable transmission according to claim 1,
A speed detection sensor for detecting a traveling speed of the vehicle;
An input shaft rotational speed detection sensor for detecting the rotational speed of the input shaft;
An output shaft rotational speed detection sensor for detecting the rotational speed of the output shaft;
A torque fluctuation range calculation unit that calculates a torque fluctuation range of the output shaft based on the rotation speed of the input shaft, the rotation speed of the output shaft, and the rotation radius of the rotation unit;
The booming sound determination unit is in a state where the rotational speed of the driving source for traveling is smaller than a predetermined rotational speed or the traveling speed is smaller than a predetermined speed, and the torque fluctuation range of the output shaft is predetermined. A continuously variable transmission characterized in that a state larger than the width is determined to be a state in which a humming noise generated by the lever crank mechanism is conspicuous. The continuously variable transmission according to claim 2,
The booming noise determination unit is in a state where the rotational speed of the driving source for traveling is smaller than a predetermined rotational speed, the traveling speed is smaller than a predetermined speed, and the torque fluctuation range of the output shaft is A continuously variable transmission characterized in that a state larger than a predetermined width is determined to be a state in which a booming noise generated by the lever crank mechanism is conspicuous. The continuously variable transmission according to any one of claims 1 to 3,
The sub-power transmission mechanism is an output speed reduction mechanism that reduces the rotational speed of the output shaft using a rotational load of the travel drive source.