JP2848522B2 - Belt type continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

2. Description of the Related Art As a belt type continuously variable transmission of this type, for example, a metal V is provided between a driving side movable pulley and a driven side movable pulley capable of changing the pulley width.
2. Description of the Related Art There is known a transmission in which a belt is wound around and a pulley width of a driving-side movable pulley and a driven-side movable pulley is variably controlled to change a gear ratio and control a gear shift.

In such a belt type continuously variable transmission, a hydraulic cylinder for applying a side pressure to a movable pulley half provided on each of a driving side movable pulley and a driven side movable pulley is provided. To control the pulley side pressure, thereby moving the movable pulley halves of the driving side movable pulley and the driven side movable pulley, and controlling the winding radius of the V-belt, thereby performing the speed change control.

[0003] The pulley side pressure related to the shift control is set based on the torque transmitted through a V-belt. Since this torque (belt transmission torque) is generated by the frictional force between the V-belt and the respective pulley groove side surfaces of the driving side movable pulley and the driven side movable pulley, the belt transmission torque due to this frictional force is actually generated. It is set with a margin so as to be larger than the torque transmitted through the V-belt (actual transmission torque). By providing a margin for the pulley side pressure and setting the belt transmission torque to be larger than the actual transmission torque, the belt is durable due to slippage between the V-belt and the driving side movable pulley or the driven side movable pulley. Is prevented from lowering.

As described above, it is desirable that the pulley side pressure has a predetermined margin in order to prevent the V-belt from slipping. However, if the margin of the pulley side pressure is too large,
A large driving force is required for the hydraulic pump, and the fuel efficiency of the engine for driving the hydraulic pump may be reduced, or the belt may be over-stressed to reduce the durability of the belt.

In order to cope with such a problem, even in a conventional belt-type continuously variable transmission, the pulley side pressure is appropriately controlled, and the belt transmission torque is as close as possible to the actual transmission torque within a range in which the V-belt does not slip. An arrangement configured to control is disclosed.

For example, Japanese Patent Publication No. 2-45062 discloses that an engine output torque is calculated from an engine speed and an intake negative pressure, and an optimum pulley side pressure is obtained based on the engine torque and the reduction ratio. Discloses a belt-type continuously variable transmission configured to output a belt transmission torque without slippage of a V-belt.

Japanese Patent Laid-Open Publication No. Sho 63-222943 discloses that an engine torque actually transmitted is obtained by correcting a power loss generated in a drive system from a calculated engine torque. Discloses a belt-type continuously variable transmission configured to determine a pulley side pressure based on the following formula.

Further, Japanese Utility Model Publication No. 3-38517 discloses an inertia torque which is generated when the rotation of the pulley changes, a correction of the inertia torque to calculate an accurate transmission torque even when the rotation changes, and a more accurate pulley side pressure. A belt-type continuously variable transmission configured to perform control is also disclosed.

[0009]

In the conventional belt-type continuously variable transmission, the actual transmission torque to the driving side movable pulley is positive (the driving side movable pulley is driven from the engine) and the actual transmission torque is negative ( There is no distinction in the case where the driving force opposite to the engine driving force acts on the engine side from the driving side movable pulley), and the same pulley side pressure control is performed.

However, when the actual transmission torque to the drive-side movable pulley is positive, the transmission torque can be accurately estimated by calculating the engine output torque, etc., and accurate pulley-side pressure control can be performed. Is negative, the actual transmission torque varies greatly, and there is a problem that accurate pulley side pressure control is difficult.

Factors that cause a large variation when the actual transmission torque is negative include, for example, variations in the engine friction torque (engine brake torque) of individual engines, aging, or changes in the power transmission gear from positive to negative torque. There is a peak torque generation due to the replacement of the meshing tooth surface and a time delay of the peak torque generation.
If the actual transmission torque is negative, it is difficult to estimate the actual transmission torque, and the estimated actual transmission torque must have a large range.

If the estimated value of the actual transmission torque has a large width, the margin of the pulley side pressure must be set large, and the fuel consumption of the engine decreases and the durability of the V-belt decreases. is there.

The present invention has been made to solve such a problem, and an object of the present invention is to change the polarity of torque generated when the throttle is opened and closed, that is, when the throttle is switched from open to closed and from closed to open. V generated by the peak torque generated when the drive surfaces such as gears and gears are switched
An object of the present invention is to provide a belt-type continuously variable transmission that prevents a belt from slipping.

[0014]

According to the present invention, there is provided a belt-type continuously variable transmission, wherein a control means calculates a transmission torque based on a signal detected from an operation state. A belt transmission torque calculating means for calculating the belt transmission torque from the transmission torque; a correction means for correcting the belt transmission torque when the polarity of the belt transmission torque calculated by the belt transmission torque calculation means changes; Signal conversion means for generating a control signal for driving the lateral pressure control valve based on the transmission torque.

Further, the correction means of the belt type continuously variable transmission according to the present invention is characterized in that the compensation calculation value is added to the belt transmission torque for a predetermined time.

Further, the correcting means of the belt-type continuously variable transmission according to the present invention includes at least a polarity detecting means for detecting a polarity of the belt transmission torque and outputting a polarity signal, and a compensation calculating value based on the polarity signal. A correction signal generator that generates for a predetermined time.

Further, the transmission torque calculation means for calculating the belt transmission torque according to the present invention includes a torque correction means for the torque amplification of the torque converter.

Further, the engine is interposed between a continuously variable transmission mechanism comprising a driving side movable pulley, a driven side movable pulley, a driving side movable pulley, and a V-belt wound between the driven side movable pulleys, and the engine. It is characterized by including a torque converter connected to the output shaft, and a forward / reverse switching mechanism connected to the output shaft.

In the belt-type continuously variable transmission according to the present invention, when the polarity of the belt transmission torque calculated by the belt transmission torque calculator changes, the correction means for correcting the belt transmission torque is provided in the control means. Since the belt transmission torque is corrected according to the peak torque generated when the throttle is opened / closed, the side pressure of the movable pulley can always be set to an appropriate value to prevent the metal V-belt from slipping.

The correction means of the belt-type continuously variable transmission according to the present invention adds a compensation calculation value corresponding to a peak torque of the belt transmission torque generated when the throttle is opened and closed to the belt transmission torque for a predetermined time. Since the belt transmission torque is increased by the time during which the peak torque is generated, slip of the metal V-belt can be prevented, and the durability of the belt can be secured.

[0021]

Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a schematic diagram showing the overall configuration of a belt-type continuously variable transmission according to the present invention. 1, a belt-type continuously variable transmission (CVT) 1 includes a metal V-belt mechanism 4 disposed between an input shaft 2 and a counter shaft 3;
An advance switching mechanism 20 including a double pinion planetary gear disposed between the input shaft 2 and the driving-side movable pulley 5,
Counter shaft 3 and output member (differential mechanism 2
9) and a starting clutch 26 disposed between the starting clutch and the starting clutch.

A belt-type continuously variable transmission (CVT) 1
Are a hydraulic pump 30, a pulley-side pressure control valve 40, a shift control valve 50, a metal V-belt mechanism 4, and a starting clutch 2.
6, a plurality of oil passages 30a to 30e for supplying hydraulic pressure,
The control unit 60 includes a control unit 60 that performs a predetermined calculation, conversion, and processing based on a signal indicating the state of the engine and signals from various sensors to generate a control signal.

The belt-type continuously variable transmission (CVT) 1 is used for a vehicle, and the input shaft 2 is connected to an output shaft of an engine (ENG) via a coupling mechanism CP. Transmitted to the left and right wheels (not shown).

The metal V-belt mechanism 4 includes a driving movable pulley 5 disposed on the input shaft 2, a driven movable pulley 8 disposed on the counter shaft 3, a driving movable pulley 5 and the driven It comprises a metal V-belt 7 wound around a movable pulley 8.

The drive-side movable pulley 5 includes a fixed pulley half 5A rotatably disposed on the input shaft 2 and a movable pulley half 5B that can move axially relative to the fixed pulley half 5A. Prepare. On the side of the movable pulley half 5B, a drive-side cylinder chamber 6 sealed by a cylinder wall 5a connected to the fixed pulley half 5A is formed, and the side pressure for moving the movable pulley half 5B in the axial direction is oil. It is generated by the hydraulic pressure supplied to the drive side cylinder chamber 6 via the path 30d.

The driven-side movable pulley 8 includes a fixed pulley half 8A disposed on the counter shaft 3, and a fixed pulley half 8A.
And a movable pulley half 8B that can move relative to the axial direction. On the side of the movable pulley half 8B, a driven cylinder chamber 9 sealed by a cylinder wall 8a connected to the fixed pulley half 8A is formed, and the side pressure for moving the movable pulley half 8A in the axial direction is: It is generated by the hydraulic pressure supplied to the driven cylinder chamber 9 via the oil passage 30e.

As described above, by controlling the hydraulic pressure (pulley-side pressure control hydraulic pressure) supplied to the driving-side cylinder chamber 6 and the driven-side cylinder chamber 9 to a desired value, the metal V-belt 7 is controlled.
Pulley pressure can be set so that no slippage occurs.
The pulley width of the driving side movable pulley 5 and the driven side movable pulley 8 can be varied, and the winding radius of the metal V-belt 7 is continuously changed to change the speed ratio of the belt-type continuously variable transmission 1 steplessly ( Continuous).

The forward / reverse switching mechanism 20 includes a sun gear 21 connected to the input shaft 2, a carrier 22 connected to the fixed half pulley 5A, a ring gear 23 which can be fixed and held by a reverse brake 25, a sun gear 21 and a ring gear. 23 is provided with a forward clutch 24 that can be connected to the forward clutch 23.

When the forward clutch 24 is engaged, the sun gear 21, the carrier 22, and the ring gear 23 rotate integrally with the input shaft 2, and the drive-side movable pulley 5 moves in the same direction as the input shaft 2 (forward direction). Is driven. On the other hand, when the reverse brake 25 is engaged, the ring gear 23
1, the driving side movable pulley 5 is driven in a direction opposite to the input shaft 2 (reverse direction).

The starting clutch 26 controls the power transmission between the counter shaft 3 and the output side member. When this clutch is engaged, the power transmission between the counter shaft 3 and the output side member becomes possible. When the starting clutch 26 is engaged, the engine output shifted by the metal V-belt mechanism 4 is transmitted to the differential mechanism 29 via the gears 27a, 27b, 28a, 28b, and the differential mechanism 2
9 and transmitted separately to the left and right wheels (not shown).
When the engagement of the starting clutch 26 is released,
Since power transmission is not performed, the belt-type continuously variable transmission 1 is in a neutral state.

The operation of the start clutch 26 is controlled by a signal supplied from the control means 60 to the clutch control valve 35, and the operating oil pressure is applied from the clutch control valve 35 to the start clutch 26 via the oil passages 30a and 30b. Performed by providing.

The control means 60 receives an engine speed signal Ne and an engine intake negative pressure P _B from an electronic control unit (ECU) for controlling the operation of the engine (ENG).
Is input, and the air conditioner (AC)
Air conditioner operation detector 7 that detects the operation of
4 and a detection signal from a shift range position detector 75 for detecting a shift range position based on a shift lever position (ATP).

The pulley side pressure control valve 40 and the shift control valve 50 constitute a side pressure control valve, and supply hydraulic pressure supplied to the drive side cylinder chamber 6 and the driven side cylinder chamber 9 based on a control signal supplied from the control means 60, respectively. (Pulley side pressure control oil pressure).

FIG. 2 is a schematic diagram showing an example of a continuously variable transmission with a torque converter. The present invention can be applied to such a continuously variable transmission 1 with a torque converter.

In FIG. 2, the belt type continuously variable transmission 1 is
Torque converter 1 connected to engine output shaft 2a
00, a forward / reverse switching mechanism 20 composed of a double pinion planetary gear connected to the output shaft 2a, and a continuously variable transmission mechanism 10 connected to the forward / reverse switching mechanism 20.

The turbine shaft 2b of the torque converter 100
The forward / reverse switching mechanism 20 is connected to the forward and reverse switching mechanism 20. The forward / reverse switching mechanism 20 has a forward clutch 24 and a reverse brake 25, and engages the forward clutch 24 to set a forward range (select a forward power transmission path). The neutral range can be set by engaging the reverse brake 25 and setting the reverse range (selecting the reverse power transmission path) and releasing both the forward clutch 24 and the reverse brake 25.

As described with reference to FIG. 1, the continuously variable transmission mechanism 10 includes a driving side driving pulley 5 and a driven side driving pulley 8 whose pulley widths can be variably set by hydraulic pressure or the like.
And a metal V-belt 7 hung between the driving-side driving pulley 5 and the driven-side driving pulley 8, and the speed ratio can be changed steplessly by variably setting the pulley width.

The belt-type continuously variable transmission 1 shown in FIG.
A start clutch may be provided between the counter shaft 3 of the driven-side movable pulley 8 and the differential mechanism 29, similarly to the belt-type continuously variable transmission shown in FIG.

FIG. 3 shows a configuration diagram of the pulley side pressure control valve and the shift control valve. 3, the pulley side pressure control valve 40 includes a high / low pressure control valve 41, a high pressure regulator valve 42, and a low pressure regulator valve 43.
The shift control valve 50 includes a shift control valve 51 and a shift valve 52. The reducing valve 53 adjusts the discharge oil supplied from the hydraulic pump 30 via the oil passage to a line pressure P _MOD of substantially constant oil pressure, and controls the high / low pressure control valve 41 via the oil passage 53a. This is provided to the shift control valve 51 of the shift control valve 50 via the path 53b. In addition,
The x mark shown in the drawing indicates that this portion is connected to the drain.

The high / low pressure control valve 41 is provided with a linear solenoid 41A, and by controlling the pressing force acting on the spool 41B by the solenoid current of the linear solenoid 41A, the line pressure P supplied from the oil passage 53a by the movement of the spool 41B. _MOD is adjusted, and a control back pressure _PHLC corresponding to the adjusted pressing force is generated.
The pressure is supplied to the high-pressure regulator valve 42 and the low-pressure regulator valve 43 via 1a.

The high pressure regulator valve 42 receives the control back pressure P _HLC supplied from the high / low pressure control valve 41 in the right end oil chamber 42B, and moves the spool 42A with a pressing force corresponding to the control back pressure P _HLC . converted from the hydraulic pump 30 to the high side pressure control pressure P _H of the working oil pressure supplied through the oil passage 30c corresponding to the control back pressure P _HLC, the high side pressure control pressure P _H, respectively oil passage 42
A is supplied to the shift valve 52 of the speed change control valve 50 via a, and to the low pressure regulator valve 43 via the oil passage 42b.

The low pressure regulator valve 43 receives the control back pressure P _HLC supplied from the high / low pressure control valve 41 in the right end oil chamber 43B, and moves the spool 43A with a pressing force corresponding to the control back pressure P _HLC . pressure regulator by regulating the high side pressure control pressure P _H supplied into a low side pressure control pressure P _L from the valve 42, the low side pressure control pressure P _L oil passage 43b which is branched from the oil passage 43a and the oil passage 43c The transmission is supplied to the shift valve 52 of the transmission control valve 50 via the transmission.

The shift control valve 51 is provided with a linear solenoid 51A, and by controlling the pressing force acting on the spool 51B by the solenoid current of the linear solenoid 51A, the line pressure P _MOD supplied from the oil passage 53b by the movement of the spool 51B. oil passage to temper pressure, the shift control pressure P _SV corresponding to the adjusted pressure pressing force 5
It is supplied to the shift valve 52 via 1a.

The shift valve 52 receives the shift control pressure P _SV supplied from the shift control valve 51 to the left end oil chamber 52B, moves the spool 52A by the pressing force corresponding to the shift control pressure P _SV. Spool 5
2A has always been pressed by a spring 52C from the right side, it is moved to the equilibrium position of the spring force of the shift control pressure P _SV and the spring 52C from the left end oil chamber 52B.

By controlling the shift control pressure P _SV , the position of the spool 52A is controlled, and the high side pressure control pressure P _H supplied from the high pressure regulator valve 42 and the low side pressure control pressure supplied from the low pressure regulator valve 43, respectively. drive side cylinder chamber 6 of the drive pulley 5 shown in FIG. 1 by adjusting the P _L to a predetermined pressure,
It is supplied to the driven side cylinder chamber 9 of the driven side movable pulley 8 to perform a desired shift control.

When shifting control is performed, the metal V-belt 7 shown in FIG. 1 is prevented from slipping, and a low pressure regulator valve 43 is supplied from the low pressure regulator valve 43 so that the optimum pulley side pressure necessary for transmitting a desired torque can be set. Lateral pressure control pressure P
Set _L. The setting of the pulley side pressure is performed by the control means 60.
Runs.

Next, the configuration and operation of the control means 60 will be described. FIG. 4 is a block diagram of a main part of control means of the belt-type continuously variable transmission according to the present invention. In FIG. 4, the control means 60 is composed of various arithmetic means, storage means, processing means and the like based on a microprocessor, and includes a transmission torque calculation means 61, a belt transmission torque calculation means 62, a correction means 63, a signal conversion means 64, an addition means. , An engine speed signal Ne and an engine intake negative pressure signal P of an engine (ENG) supplied from an electronic control unit (ECU).
_B , torque calculation and conversion based on the driving pulley rotation speed signal N _{DR of} the driving side movable pulley 5 detected by the rotation speed sensor 71 and the driven pulley rotation speed signal N _DN of the driven side movable pulley 8 detected by the rotation speed sensor 72. Then, the control signal (i _HLC ) is supplied to the pulley side pressure control valve 40 and the shift control position valve 50.

The transmission torque calculating means 61 includes an engine torque converting means 65A and a friction torque converting means 65.
B, torque selecting means 65C, DR rotation speed calculating means 66
A, inertia torque conversion means 66B, pump friction torque conversion means 67A, low side pressure control pressure storage means 67B, high side pressure control pressure calculation means 67C, reduction ratio calculation means 68A, belt friction torque conversion means 68B, adders 69A, 69B, 69C, subtractor 69
D.

The engine torque conversion means 65A has a memory such as a ROM, and stores in advance an engine torque T _EPB characteristic diagram (T _EPB map) for the engine speed signal Ne with the engine intake negative pressure signal P _B as a parameter in FIG. The engine intake negative pressure signal P _B and the engine speed signal Ne are stored in the corresponding engine torque T _EPB.
And supplies this engine torque signal _TEPB to the torque selecting means 65C.

The friction torque converting means 65B is also RO.
M, etc., and an engine speed signal Ne of FIG.
Stores engine friction torque F _E characteristic diagram of (F _E map) as data in advance for the engine friction torque F _E corresponding to the engine speed signal Ne
It converted to, and supplies the engine friction torque signal F _E to the torque selection means 65C.

The torque selecting means 65C is constituted by, for example, switching means of software control, and controls the switching means based on the presence or absence of fuel cut of the engine. If there is no fuel cut, the engine supplied from the engine torque converting means 65A select torque signal T _EPB, respectively output torque signal T _E by selecting the engine friction torque signal F _E from the friction torque converter 65B if there is a fuel cut (T _EPB, F _E) to the subtracter 69D Output.

[0052] DR rotational speed calculating means 66A has a differential operation function, a DR rotation speed calculated from the drive pulley speed signal N _DR, and outputs a DR rotation speed signal D _NDR to the inertial torque converter 66B. Inertia torque converter 66B includes a memory such as a ROM, an engine side inertial system inertial torque for DR rotational speed signal D _NDR in FIG 13 I _E and drive pulley inertial system inertial torque I _DR
Characteristic diagram (I _E, I _DR map) to convert the advance and stored as data, the DR rotational speed signal D _NDR to the corresponding engine side inertial system inertial torque I _E and drive pulley inertial system inertial torque I _DR, The inertia torque signal _IE and the inertia torque signal _IDR are added to an adder 69.
B.

Pump friction torque converting means 67A
Also includes a memory such as a ROM, a pump friction torque F _PUMP to high side pressure control pressure signal P _H in FIG. 14
The characteristic diagram (F _PUMP map) is stored in advance as data, and the high side pressure calculated from the driving pulley rotation speed signal N _DR and the previous low side pressure control pressure signal PL _CMD stored in the low side pressure control pressure storage means 66A. Based on the control pressure P _H , the oil pressure is converted into a pump friction torque necessary for driving the oil pump 30, and a pump friction torque signal F _PUMP is provided to the adder 69A. The low side pressure control pressure storage means 67B includes a memory such as a rewritable RAM, and each time the low side pressure control pressure P _L is inputted, the low side pressure control pressure signal PL _CMD previously stored is converted to the high side pressure control pressure calculation means 67C and and outputs to the belt friction torque converting unit 68B, and updates the current low side pressure control pressure P _L value.

The reduction ratio calculating means 68A has a division function,
Drive pulley speed signal N _DR and driven pulley speed signal N _DN
Reduction ratio _{i (= N DR / N DN} ) is calculated, and provides a speed reduction ratio signal i to the target side pressure conversion means 64A of the belt friction torque converting unit 68B and the signal conversion means 64.

Belt friction torque converting means 68B
Belt corresponding to the low side pressure control pressure signal P _L the parameters and the speed reduction ratio signal i belt drive friction torque F _BLT characteristic diagram for (F _BLT map) is stored in advance as data, the speed reduction ratio signal i in FIG. 15 into a drive friction torque F _BLT, supplies belt drive friction torque signal F _BLT to the adder 69A.

The adder 69A adds the pump friction torque signal F _PUMP supplied from the pump friction torque conversion means 67A and the belt drive friction torque signal F _BLT supplied from the belt friction torque conversion means 68B, and generates an addition signal ( F _PUMP + F _BLT ) is supplied to the adder 69B. The adder 69B outputs the addition signal (F _PUMP
+ F _BLT) and the inertia torque signal I _E supplied from the inertia torque converter 66B, by adding the inertia torque signal I _DR, the control system friction signal (F _PUMP +
_FBLT + _IE + _IDR ) to the adder 69C. Further, the adder 69C outputs a control system friction signal (F _PUMP).
+ F _BLT + I _E + I _DR ) and the air-conditioning friction torque signal F _AC (see the air-conditioning friction torque F _AC characteristic diagram in FIG. 12) converted by the external air-conditioning friction torque conversion means 74A shown in FIG. output signal _{(F PUMP + F BLT + I} E + I DR + F AC) to the subtracter 69D.

The subtracter 69D, the torque selection means output torque signal T _E, which is output from the 65C (T _EPB, F _E) and the friction sum signal output from the adder 69C (F _PUMP
+ F _BLT + I _E + I _DR + F _AC ) deviation (T _E -F _PUMP -F
Calculates the _{BLT -I E -I DR -F AC)} , the transmission torque signal T _IN
Is provided to the belt transmission torque calculating means 62. In this embodiment, the free cushion sum signal (F _PUMP + F _BLT +
I _E + I _DR + F _AC ) by three adders 69A, 69B, 6
9C, but 5 inputs (F _PUMP , F _BLT , _IE ,
_IDR , _FAC ) OR logic circuit. Also,
In the present embodiment, each of the various conversion means is provided with a dedicated ROM. However, a single ROM having a plurality of memory areas corresponding to the storage contents of the dedicated ROM constitutes the memory of the transmission torque calculation means 61. You may.

As described above, the transmission torque calculating means 61
Engine speed signal Ne and engine intake negative pressure signal P
_B and on the basis of a map engine torque signal T _EPB or the engine friction torque signal F _E on the converted output torque signal _{T E (T EPB, F E} ) and the drive pulley speed signal N _DR and the driven pulley speed signal N _DN , An engine-side inertial torque signal I _E , a drive-side pulley inertia torque signal I _DR ,
Pump friction torque signal F _PUMP and the belt drive friction torque signal F _BLT flip cushion sum signal obtained by adding all signals, such as _{(F PUMP + F BLT + I} E + I DR
+ F _AC ) to calculate the transmission torque signal T _IN (T _E
Configured to output _{-F PUMP -F BLT -I E -I DR} -F AC).

[0059] belt transmission torque calculation means 62 constituted by a safety factor generator 62A multiplier 62B, further safety factor generator 62A the code determination means for determining the sign of the transmission torque signal T _IN and the transmission torque signal T _IN (both not shown) storage means for storing the code safety factor corresponding to the provided with, configured to safety factor signal S _F output.

The sign judging means is constituted by a comparing means, and the storage means is constituted by a memory such as a ROM. The safety factor signal _SF is
1 if the sign of the transmission torque signal T _IN is positive (T _IN ≧ 0)
The above predetermined value S _FP (S _FP ≧ 1) is output, and the sign is negative (T
_In the case of _IN <0), a value S larger than a predetermined value _SFP
FM ( _SFM > _SFP ) is set to output.

The multiplier 62B generates a transmission torque signal T _IN and
Transmission torque signal T provided from safety factor generating means 62A
The multiplication with the safety factor signal S _F (S _FM , S _FP ) corresponding to the sign of _IN is performed, and the multiplication signal (T _IN × S _F ) is provided to the correction means 63 and the adder 70.

The correction means 63 outputs a multiplication signal (T _IN × S _F )
Code polarity determination means for detecting, a correction signal generating means and the like to compensate for the instantaneous peak torque signal T _P coming superimposed on the transmission torque signal T _IN generated during throttle opening and閉結, the throttle closed from the open or the V-belt slippage caused by the peak torque signal T _P arising from closing during opening of the switching, so as to prevent increasing the belt transmission torque T _BLT by supplying a correction signal T _DG to the adder 70, Constitute.

FIG. 5 is a block diagram of a main part of a transmission torque calculating means with a torque converter. In FIG.
The transmission torque calculating means 61 includes an engine torque converting means 6.
A torque amplification correction means 65E for correcting the torque amplification of the torque converter 100 shown in FIG. 2 is provided between 5A and the torque selection means 65C.

The torque amplification correction means 65E previously stores the output rotation ratio e-torque input ratio λ characteristic diagram (e-λ map) shown in FIG. 21 as data in a memory such as a ROM, and based on this map. performs torque amplification amount of correction of the torque converter 100 Te, and supplies the corrected correction engine torque T _EPB to the torque selector 65C.

FIG. 6 is a block diagram showing a main part of the correcting means of the belt-type continuously variable transmission according to the present invention. In FIG. 6, the correction unit 63 includes a polarity detection unit 63A, a timer unit 63B, a correction value data storage unit 63C, and a correction signal generation unit 63D.

The polarity detecting means 63A includes a comparing means, and the polarity (plus or minus sign) of the multiplication signal (T _IN × S _F ).
Detects the polarity signal P _O corresponding to the polarity of the detected configured to supply to the timer means 63B and correction signal generating means 63D. The comparing means is constituted by, for example, a differential amplifier driven by a single power supply, and sets the amplifier output when the multiplication signal (T _IN × S _F ) is 0 as a virtual ground voltage by using 1/2 of the applied power supply voltage as a virtual ground voltage. And set the multiplication signal (T _IN × S
_If the amplifier output corresponding to _F ) is equal to or higher than the virtual ground voltage value, the polarity is determined to be positive (+), and if the amplifier output falls below the virtual ground voltage value, the polarity is determined to be negative (-).

The timer means 63B constitutes a timer by dividing the reference clock of the control means 60, and after measuring the predetermined time τ _P by using the polarity signal _PO as a trigger, sends the timer signal τ _P to the correction signal generating means 63D. Supply.

[0068] compensation data storage means 63C is configured by a memory such as a ROM, stores a plurality of correction value data T _D set in advance based on experimental values or design values, calls from the correction signal generation means 63D in response to the signals to provide the compensation data signal T _D to the correction signal generation means 63D.

[0069] correction signal generation means 63D has a memory drive means, constituted by the signal processing means or the like, reads out the correction value data T _D from the correction value data memory 63C based on the polarity signal P _O, correction from the correction value data T _D generating a signal T _DG predetermined time tau _P.

[0070] Thus, the correction means 63, V polarity detector 63A correction signal T _DG output when it detects a polarity change in due to the peak torque momentarily generated when the time of switching the throttle opening or閉結Belt slippage is prevented by adding the correction signal _TDG to the belt transmission torque _TBLT .

[0071] Figure 7 shows a waveform diagram of a peak torque signal T _P. 7 (a) is a peak torque signal T _PR waveform throttle opening is generated when換Ru cut fully opened from the fully closed, Fig. 7 (b) when all閉切Ri換Ru throttle opening from the fully opened It is a generated peak torque signal _TPF waveform. The peak torque waveform T _PR and the peak torque waveform T _PF are caused, for example, by a backlash at the time of torque reversal, for example, when the gear tooth surface moves in the opposite direction and a large torque is generated. Hunting occurs for a predetermined time as shown in FIG.

[0072] Since substantially has a constant tendency for each state at the time of switching of the waveform and continuation time of the peak torque signal T _P throttle open or閉結, 6
In the embodiment of the present invention, the correction signal T corresponding to each of opening and closing of the throttle is supplied to the correction signal generating means 63D.
_{The DG} may be configured to be generated in advance by digital signal processing means (for example, a DSP), and the timer means 63B and the correction value data storage means 63D may be omitted.

The adder 70 adds the multiplication signal (T _IN × S _F ) and the correction signal T _DG supplied from the correction means 63 to the addition operation (T T
_IN × S _F + T _DG), and supplies the corrected belt transmission torque signal T _BLT into the signal conversion unit 64 the correction signal T _DG corresponding to the peak torque signal T _P.

The signal conversion means 64 includes the target side pressure conversion means 6
4A, the solenoid current converter 64B, control back pressure converting unit 64C, the output pressure conversion means 64D, includes a shift control valve drive unit 64E, a belt transmission torque signal T _BLT into a control of the pulley side pressure control valve 40 and shift control valve 50 The control signal is converted into a necessary control signal (solenoid current i _HLC ) and output.

[0075] the target side pressure converter 64A includes a memory such as a ROM, storing a target side pressure P _L characteristic chart of the belt transmission torque signal T _BLT for damping ratio signal i and the parameters of FIG. 16 (target side pressure map) as data in advance Aside
Belt transmission torque signal T _BLT supplied from adder 70
Into a target side pressure P _L on the basis of the reduction ratio calculating means 68A and plus a margin torque reduction ratio signal i supplied to the supply target side pressure signal P _L to the solenoid current converter 64.

[0076] solenoid current converter 64B is solenoid current with respect to a target side pressure signal P _L as shown in FIG. 17 (L / S
OL current) i _HLC characteristic chart (L / SOL current map) data includes a memory in advance, such as the stored ROM to a target side pressure signal P _L to the solenoid current supplied from the target side pressure converter 64A (L / SOL current) i _HLC , and a solenoid current (L / SOL current) i _HLC signal is provided to the control back pressure conversion means 64C, and the solenoid current (L / SOL current) signal i _HLC (control signal i _HLC ) is used to control the pulley side pressure. The linear solenoid 41A of the control valve 40 and the linear solenoid 51A of the shift control valve 50 are driven to perform shift control of the belt-type continuously variable transmission 1.

The control back pressure conversion means 64C has a memory such as a ROM, and the solenoid current (L / SOL current) shown in FIG.
A control back pressure P _HLC characteristic diagram (P _HLC map) for the i _HLC signal is set in advance as data, and the solenoid current (L / S) provided from the solenoid current conversion means 64B is set.
(OL current) i The _HLC signal is converted into the control back pressure P _HLC , and the control back pressure signal P _HLC is supplied to the output conversion means 64D.

The output conversion means 64D is a ROM in which data of a high side pressure control pressure P _H and a low side pressure control pressure P _L characteristic diagram (P _H -P _L characteristic map) for the control back pressure signal P _HLC shown in FIG. The control back pressure signal P _HLC supplied from the control back pressure conversion means 64C is converted into a high side pressure control pressure P _H and a low side pressure control pressure P _L , and the high side pressure control pressure signal P _H and the low side pressure are provided. and outputs a control pressure signal P _L to the shift control valve drive unit 64E.

The shift control valve driving means 64E includes a memory such as a ROM, and stores in advance the output pressure P _DR and P _DN characteristic diagrams with respect to the valve opening degree of the shift control valve shown in FIG. 20 as data. The signal P _H and the low side pressure control pressure signal P _L are converted into output pressures P _DR and P _DN to control a solenoid current (L / SOL current) i _HLC signal, and the linear solenoids 41A and 51A are driven by the i _HLC signal. Control.

[0080] Thus, the signal conversion means 64 converts the belt transmission torque signal T _BLT into the target side pressure P _L, which drives the linear solenoid 41A and 51A in Sotenoido current signal i _HLC corresponding to this target side pressure P _L Therefore, it is possible to control the pulley-side pressure control valve 40 and the shift control valve 50 to perform a desired shift control in which the slippage of the metal V-belt 7 is prevented.

In this embodiment, the polarity of the transmission torque is detected by the belt transmission torque. However, the polarity may be detected by the engine torque.

Next, the control operation of the control means 60 will be described with reference to a flowchart. FIG. 8 is an operation flowchart of the control means of the belt-type continuously variable transmission according to the present invention. First, read in step S1, the transmission torque calculating means 61 is the engine speed signal Ne, the engine intake negative pressure signal P _B, the drive pulley speed signal N _DR, a driven pulley speed signal N _DN. The engine speed signal Ne and the engine intake negative pressure signal P _B reads the electronic control unit (ECU) the engine speed and engine intake negative pressure detected by executing the control of the engine (ENG) directly.

[0083] In step S2, reads the low side pressure control pressure signal PL _CMD stored in the low side pressure control pressure memory means 67B in the last flow. Then, step S
At 3, it is determined whether or not the engine fuel has been cut, and if there is no engine fuel cut, the process proceeds to step S4.
Proceeds to, and converted into the engine torque signal T _EPB on the engine torque conversion unit 65A based on the engine speed signal Ne and the engine intake negative pressure signal P _B to T _EPB map of Fig. 8, an engine torque signal T _EPB in step S5 As an output torque signal T _E (= T _EPB ).

[0084] On the other hand, the process proceeds to step S6 in the case of there is cut engine fuel in step S3, the engine friction torque at the friction torque conversion unit 65B based on the engine intake negative pressure signal P _B to F _E map in FIG. 11 into a signal F _E, and outputs the engine friction torque signal F _E as an output torque signal T _E (= F _E) in step S7.

Next, in step S8, the reduction ratio calculating means 68A calculates the driving pulley rotation speed signal N _DR , the driven pulley rotation speed signal N _DN and the reduction ratio i (= N _DR / N _DN ), and calculates the reduction ratio signal. Output i. In step S9, the DR rotation speed calculating means 66A performs a differential operation on the driving pulley rotation speed signal N _DR to obtain a DR rotation speed D _NDR (= dN _DR / dt), and outputs the DR rotation speed signal D _NDR . I do.

Further, steps S10 and S11
In this case, the inertia torque conversion means 66B is connected to I _E in FIG.
Each DR rotational speed signal D _NDR into a engine side inertial system inertial torque I _E and drive pulley inertial system inertial torque I _DR on the basis of the I _DR map, the inertia torque signal I _E, and outputs the I _DR.

[0087] Further, in step S12, the pump friction torque converter 67A driven pulley speed signal on the basis that the F _PUMP map of Fig. 14 N _DR and the high side pressure control pressure signal P _H from the pump friction torque F
It converted to _PUMP, and outputs a pump friction torque signal F _PUMP.

Further, in step S13, the belt friction converting means 68B converts the low side pressure control pressure signal _PLCMD and the reduction ratio signal i into a belt driving friction torque F _BLT based on the _FBLT map of FIG. The torque signal _FBLT is output.

In step S14, the output torque signal T _E (= T _EPB ) in step S5 or the output torque signal T _E (= F _E ) in step S7, and the inertia torque signals I _E and I _{DR in} steps S10 and S11. , Step S
12, the sum of the pump friction torque signal F _PUMP , the belt drive friction torque signal F _BLT and the air conditioner friction torque F _AC in step S13 (I _E + I _DR
+ F _PUMP + F _BLT + F _AC ) The transmission torque signal T _IN (= T _E -I _E -I _DR -F _PUMP -F _BLT-
F from _AC) belt transmission torque calculation means 62 and the correcting means 63 calculates the belt transmission torque T _BLT, and outputs a belt transmission torque signal T _BLT.

[0090] Subsequently, in step S15, the target side pressure conversion means 64A of the signal converting means 64 based on the speed reduction ratio signal i of the belt transmission torque signal T _BLT and S8 in step S14, the target side pressure from the target side pressure map of Fig. 16 Then, the target side pressure signal P _L is converted to a target side pressure signal P _L , and the solenoid current conversion means 64B converts the target side pressure signal P _L into a solenoid current (L / SOL) based on the L / SOL current map of FIG.
Current) i _HLC and this solenoid current (L / SO
L current) in i _HLC well as the linear solenoid 51A the drive of the linear solenoids 41A and the shift control valve 50 of the pulley side pressure control valve 40, the target side pressure signal P _L at the next operation flow is stored in the low side pressure control pressure memory means 67B Adopted as the low side pressure control pressure signal PL _CMD .

[0091] Figure 9 is an operation flow diagram of the belt transmission torque T _{BL T} of the control means of the belt type continuously variable transmission according to this invention. In the calculation flow of the belt transmission torque T _BLT ,
First, in step S21, the shift range position detector (ATP) 75 shown in FIG. 1 detects the shift position of the shift lever, and determines whether the shift position is in the N (neutral range) or P (parking range) position. . When the shift position is other than the N or P position, the process proceeds to step S22, and whether the hydraulic pressure of the driven cylinder chamber 9 shown in FIG. 1 is on the low pressure side, that is, the internal pressure of the driven cylinder chamber 9 is It is determined whether or not the internal pressure is lower than the internal pressure.

[0092] When the internal pressure of the driven side cylinder chamber 9 is on the high pressure side of the internal pressure of the drive side cylinder chamber 6 in step S22, the internal pressure is low pulley thrust control pressure P _L next to the driven side cylinder chamber 9, the belt drive friction torque F _BLT
Does not need to be considered.
The transmission torque T _IN transmitted from the driving pulley through the metal V-belt 7 is calculated.

[0093]

## EQU1 ## T _IN = T _E -I _E -I _DR -F _PUMP -F _AC

On the other hand, if the internal pressure of the driven cylinder chamber 9 is lower than the internal pressure of the driving cylinder chamber 6 in step S22, the belt driving friction torque F
_In consideration of the _BLT , the process proceeds to step S24 to calculate the transmission torque T _IN transmitted from the driving pulley expressed by the equation 2 via the metal V-belt 7.

[0095]

## EQU2 ## T _IN = T _E -I _E -I _DR -F _PUMP -F _BLT -F _AC

If the shift position is at the N or P position in step S21, the flow shifts to step S25 to determine whether or not the hydraulic pressure of the driven cylinder chamber 9 shown in FIG. 1 is on the low pressure side. When the shift position is the N or P position, the power transmission is cut off by the operation of the forward / reverse switching mechanism 20 in FIG.
Drive-side pulley inertia inertia torque I converted by B
_DR determines the transmission torque T _IN . However, whether the belt driving friction torque _FBLT needs to be considered or not depends on whether the internal pressure of the driven cylinder chamber 9 is on the high pressure side or the low pressure side.

When the internal pressure of the driven side cylinder chamber 9 is on the high pressure side, it is not necessary to consider the belt driving friction torque _FBLT. calculates the transmission torque T _iN transmitted through the, other hand, the belt drive friction when the internal pressure of the driven side cylinder chamber 9 is the low pressure side torque F
_In consideration of the _BLT , the process proceeds to step S27 to calculate the transmission torque T _IN transmitted from the driving pulley expressed by Expression 4 via the metal V-belt 7.

[0098]

## EQU3 ## T _IN = −I _DR

[0099]

## EQU4 ## T _IN = −I _DR −F _BLT

Steps 23, 24 and 26,
After the transmission torque T _IN is calculated in 27 either the sign (positive, negative) of the transmission torque T _IN in step S28 is determined, when the sign of the transmission torque T _IN is positive (T _IN ≧ 0) Goes to step S29 and sets the safety factor _SF to a predetermined value _SFP
(≧ 1) sets in, while the transmission torque T _IN of the negative sign (T _IN <0) if the transition to the safety factor S _F a predetermined value S _FP value larger than S _FM to step S30 of ( > S _FP ).

Subsequently, in step S31, a change in the state of the throttle from open to closed or a change in the state from closed to open is determined by changing the transmission torque T _IN from positive to negative or from negative to positive. (Condition A: positive to negative, negative to positive change of T _IN ) is determined, and if condition A is not satisfied, the process proceeds to step S32 to calculate the belt transmission torque T _BLT expressed by equation (5). On the other hand, when the condition A is satisfied, the process shifts to step S33 to calculate the belt transmission torque T _BLT expressed by the equation (6).

[0102]

[ _Equation 5] T _BLT = | T _IN | × S _F

[0103]

[ _Equation 6] T _BLT = | T _IN | × S _F + T _DG

Note that the correction signal T _DG includes a peak torque signal T _PR generated when the throttle opening degree shown in FIG. 7A switches from fully closed to fully opened, and a throttle opening signal shown in FIG. 7B. degrees is the correction value added to the belt transmission torque T _BLT to prevent slippage of the V-belt caused by the peak torque signal T _PF generated when all閉切Ri換Ru from fully open.

[0105] Thus, the belt transmission torque T _BLT calculated in the operation flow, safety factor corresponding to the sign of the transmission torque _{T IN S F (S FP,} S FM) which has a positive transmission torque T _IN V generated by the peak torque T _P generated due changes to the negative, or from negative to a change in the positive from
Belt slippage can be prevented.

As shown in FIG. 2, in the case of a belt-type continuously variable transmission with a torque converter, the engine torque T supplied from the engine torque converting means 65A shown in FIG.
The _EPB, after the torque corrected by the torque amplifying partial correction means 65E, performs torque selected by the torque selection means 65C, Mu belt without using a torque converter by performing calculation of the safety factor signal S _F in safety factor generator 62A The same effect as that of the step transmission can be achieved.

In FIG. 2, the forward / reverse switching mechanism 20 constituted by a double pinion planetary gear has been described, but this uses other means (for example, a single pinion planetary, a chalefer switching method, etc.). It is also possible.

[0108]

As described above, in the belt-type continuously variable transmission according to the present invention, when the polarity of the belt transmission torque calculated by the belt transmission torque calculation means changes, the belt transmission torque is transmitted to the control means. Correction means for correcting the torque is provided to correct the belt transmission torque corresponding to the peak torque when the throttle is opened and closed, so that the side pressure can always be set to an appropriate value to prevent the belt from slipping.

The correcting means of the belt-type continuously variable transmission according to the present invention converts the compensation calculation value corresponding to the peak torque of the belt transmission torque generated when the throttle is opened or closed to the belt transmission torque for a predetermined time. Since the sum is added and the belt transmission torque is increased by the time during which the peak torque is generated, belt slippage can be prevented, and the durability of the belt can be ensured.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing the overall configuration of a belt-type continuously variable transmission according to the present invention.

FIG. 2 is a schematic view showing an example of a continuously variable transmission with a torque converter.

FIG. 3 is a configuration diagram of a pulley side pressure control valve and a shift control valve.

FIG. 4 is a block diagram of a main part of control means of the belt-type continuously variable transmission according to the present invention.

FIG. 5 is a block diagram of a main part of a transmission torque calculating means with a torque converter.

FIG. 6 is a block diagram of a main part of a correcting means of the belt-type continuously variable transmission according to the present invention.

Figure 7 is a waveform chart of a peak torque signal T _P

FIG. 8 is an operation flowchart of control means of the belt-type continuously variable transmission according to the present invention.

FIG. 9 is a flowchart for calculating the belt transmission torque T _BLT of the control means of the belt-type continuously variable transmission according to the present invention.

FIG. 10 shows an engine torque T with respect to an engine speed signal Ne using an engine intake negative pressure signal P _B as a parameter.
_EPB characteristic diagram (T _EPB map)

[11] an engine friction torque F _E characteristics with respect to the engine speed signal Ne diagram (F _E map)

FIG. 12 is an air conditioning friction torque F _AC characteristic diagram.

FIG. 13 is an _IDR characteristic diagram of an engine-side inertial system inertia torque _IE and a drive-side pulley inertia system inertia torque _{IDR with} respect to a DR rotation speed signal _DNDR ( _IE and _IDR maps).

[14] High side pressure control pressure signal pump friction torque F _PUMP characteristic diagram for P _H (F _PUMP map)

[15] Low side pressure control pressure signal P _L the parameters and the speed reduction ratio signal i belt drive friction torque F _BLT characteristic diagram for (F _BLT map)

[16] the target side pressure P _L characteristic of the belt transmission torque signal T _BLT for damping ratio signal i as a parameter diagram (target side pressure map)

[17] the solenoid current with respect to a target side pressure signal P _{L (L} / SOL current) i _HLC characteristic chart (L / SOL current map)

FIG. 18 is a control back pressure P _HLC characteristic diagram (P _HLC map) with respect to a solenoid current (L / SOL current) i _HLC signal.

FIG. 19 is a characteristic diagram (P _H −P _L) of the high side pressure control pressure P _H and the low side pressure control pressure P _{L with} respect to the control back pressure signal P _HLC .
Characteristic map)

FIG. 20 is a characteristic diagram of output pressures P _DR and P _{DN with} respect to the opening degree of the shift control valve.

FIG. 21 is a graph showing an output rotation ratio e-torque input ratio λ characteristic (e-
λ map)

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Belt-type continuously variable transmission, 2 ... Input shaft, 3 ... Counter shaft, 4 ... Metal belt mechanism, 5 ... Drive side movable pulley, 5
A, 8A: fixed pulley half, 5B, 8B: movable pulley half, 5a, 8a: cylinder wall, 6: drive side cylinder chamber,
6a, 8a: cylinder wall, 7: V belt, 8: driven side movable pulley, 9: driven side cylinder chamber, 20: planetary gear type forward / reverse switching mechanism, 21: sun gear, 22: carrier, 23
... ring gear, 24 ... forward clutch, 25 ... reverse brake, 26 ... starting clutch, gears 27a, 27b, 2
8a, 28b: gear, 29: differential mechanism,
Reference numeral 30: hydraulic pump, 30a to 30e: oil passage, 40: pulley side pressure control means, 41: high / low pressure control valve, 4
1A, 51A: Linear solenoid, 42: High pressure regulator valve, 43: Low pressure regulator valve, 50: Belt type continuously variable transmission control valve, 51: Shift control valve, 52: Shift valve, 53: Reducing valve, 60: Control means, 61 ... transmission torque calculation means,
62: belt transmission torque calculation means, 63: correction means, 6
3A: polarity detection means, 63B: timer means, 63C: correction value data storage means, 63D: correction signal generation means, 64
... Signal conversion means, 65A ... Engine torque conversion means, 6
5B: friction torque conversion means, 65C: torque selection means, 65E: torque amplification compensation means, 71, 72 ...
Revolution speed sensor, 74: air conditioner operation detector, 74A: air conditioner friction torque conversion means, 75: shift range position detector, 100: torque converter, F _E : engine friction torque signal, F _PUMP : pump friction torque signal, F _{BL T} : Belt drive friction torque signal, i _HLC : Solenoid current signal, _IE : Engine side inertial inertia torque signal, I _DR : Drive side pulley inertia inertia torque signal, N _DR : Drive pulley rotation speed signal, N _DN ... a driven pulley speed signal, T _EPB ... engine torque signal, Ne ... engine speed signal, P _B ... engine intake negative pressure signal, P _H ... high side pressure control pressure, P _HLC ... control back pressure, P _L ... target side pressure signal (low lateral pressure control pressure), PL _CMD ... low side pressure control pressure signal, P _MOD ... the line pressure, P _SV ... shea Door control pressure, S _F, S _FP, S
_FM : safety factor, T _BLT : belt transmission torque signal, T _E , T
_EPB , F _E … output torque signal, T _IN … transmission torque signal, T
_P , T _PR , T _PF ... peak torque signal.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-6-288451 (JP, A) JP-A-6-1222836 (JP, A) JP-A-3-229054 (JP, A) JP-A-4- 254051 (JP, A) JP-A-4-341652 (JP, A) JP-A-3-244863 (JP, A) JP-A 1-136837 (JP, A) (58) Fields investigated (Int. Cl. ⁶ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (5)

(57) [Claims] 1. A driving movable pulley connected to an input shaft connected to an engine side, a driven movable pulley connected to an output shaft, and a V wound around the driven movable pulley and the driving movable pulley. A belt, a drive-side cylinder for setting the pulley width of the drive-side movable pulley, a driven-side cylinder for setting the pulley width of the driven-side movable pulley, and an oil supply to the drive-side cylinder and the driven-side cylinder. A belt-type continuously variable transmission including a side pressure control valve that controls a side pressure control hydraulic pressure, and control means that controls the side pressure control valve, wherein the control means is based on a signal detected from an operation state. Transmission torque calculation means for calculating the transmission torque by using the transmission torque, belt transmission torque calculation means for calculating the belt transmission torque from the transmission torque, and the belt transmission torque calculation means A correction means for correcting the belt transmission torque when the polarity of the belt transmission torque calculated in the above is changed; anda signal conversion means for generating a control signal for driving the side pressure control valve based on the corrected belt transmission torque. A belt-type continuously variable transmission, comprising: 2. The belt-type continuously variable transmission according to claim 1, wherein the correction unit adds the correction value to the belt transmission torque for a predetermined time. 3. The correction means includes: a polarity detection means for detecting at least the polarity of the belt transmission torque and outputting a polarity signal; and a correction signal generator for generating a compensation operation value for a predetermined time based on the polarity signal. 3. The apparatus according to claim 2, wherein
The belt-type continuously variable transmission according to the above description. 4. The belt-type continuously variable transmission according to claim 1, wherein said transmission torque calculation means for calculating the belt transmission torque includes torque amplification correction means for torque amplification of a torque converter. 5. A continuously variable transmission mechanism comprising the drive side movable pulley, the driven side movable pulley, the drive side movable pulley, and a V-belt wound around the driven side movable pulley;
2. The engine according to claim 1, further comprising a torque converter connected to an output shaft of the engine, and a forward / reverse switching mechanism connected to the output shaft.
The belt-type continuously variable transmission according to the above description.