JP4973932B2 - Continuously variable transmission control device and continuously variable transmission control method - Google Patents

Description

  The present invention relates to a continuously variable transmission control device and a continuously variable transmission control method.

  2. Description of the Related Art Conventionally, in a vehicle equipped with an automatic transmission, rotation generated by driving an engine is transmitted to a speed change mechanism, and the speed change is performed in the speed change mechanism. Is transmitted to the vehicle to drive the vehicle.

  The automatic transmission includes a stepped transmission and a continuously variable transmission. In the continuously variable transmission, a belt constituting a transmission endless belt is stretched between a primary pulley and a secondary pulley, and the primary transmission By changing the position of the belt in the radial direction of the pulley and the secondary pulley, that is, the effective diameter, the speed ratio of the speed change mechanism is changed continuously. For this purpose, the primary pulley includes a primary shaft, a fixed sheave, and a movable sheave, and the secondary pulley includes a secondary shaft, a fixed sheave, and a movable sheave, and each movable sheave is moved by driving means such as a hydraulic servo and an electric motor. Thus, the effective diameter is changed.

Various types of belts are provided, and as one type of them, link plates stacked in multiple layers are connected in a chain shape by joint pins, and both end surfaces of the joint pins and fixed sheaves are connected. In addition, there is a type that transmits torque by engaging the wall surface of the movable sheave (see, for example, Patent Document 1).
JP 2004-150520 A

  However, in the conventional continuously variable transmission, when the joint pin bends (bends) toward the primary shaft and the secondary shaft as tension is applied to the belt, the belt and the primary shaft and the secondary shaft interfere with each other. End up. Therefore, it is necessary to secure a sufficient clearance between the belt and the primary shaft and secondary shaft, and accordingly, the effective diameter of the primary pulley during underdrive and the effective diameter of the secondary pulley during overdrive must be sufficiently large. There is.

  Therefore, not only the speed ratio width of the speed change mechanism is reduced, but also the dimensions are increased.

  The present invention solves the problems of the conventional continuously variable transmission, increases the transmission ratio width of the transmission mechanism, and continuously reduces the size of the continuously variable transmission control device and continuously variable transmission. An object is to provide a control method.

Therefore, in the continuously variable transmission control device of the present invention, the first pulley supported by the first pulley shaft, the second pulley supported by the second pulley shaft, and the first and second pulleys. A speed change mechanism that includes a belt stretched between pulleys and that continuously rotates in response to rotation from the engine; speed change ratio setting processing means that sets a speed change ratio according to speed change conditions; and a vehicle running state. Travel state determination processing means for determining; and interference avoidance control processing means for performing interference avoidance control for avoiding interference between the belt and one of the first and second pulley shafts in a predetermined travel state. .
The belt is a chain belt in which a plurality of link plates are connected in a chain shape by joint pins.
The joint pin is held between the first and second pulleys.
The interference avoidance control processing means performs interference avoidance control when a tension changing condition in which the joint pin is bent by the holding force of the first and second pulleys is satisfied.

According to the present invention, in the continuously variable transmission control device, the first pulley supported by the first pulley shaft, the second pulley supported by the second pulley shaft, and the first and second pulleys A speed change mechanism that includes a belt stretched between pulleys and that continuously rotates in response to rotation from the engine; speed change ratio setting processing means that sets a speed change ratio according to speed change conditions; and a vehicle running state. Travel state determination processing means for determining; and interference avoidance control processing means for performing interference avoidance control for avoiding interference between the belt and one of the first and second pulley shafts in a predetermined travel state. .
The belt is a chain belt in which a plurality of link plates are connected in a chain shape by joint pins.
The joint pin is held between the first and second pulleys.
The interference avoidance control processing means performs interference avoidance control when a tension changing condition in which the joint pin is bent by the holding force of the first and second pulleys is satisfied.

  In this case, interference avoidance control for avoiding interference between the belt and at least one of the first and second pulley shafts is performed in a predetermined traveling state, and normal shift control is performed in the predetermined traveling state. Therefore, the minimum value of the effective diameter in the first and second pulleys can be increased. Therefore, in the first and second pulleys, it is possible to prevent the belt and at least one of the first and second pulley shafts from interfering with each other. In addition, the clearance between the belt and at least one of the first and second pulley shafts can be set so that a minimum value is ensured, so that the transmission gear ratio range of the transmission mechanism can be increased, and the dimensions Can be reduced accordingly.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 2 is a conceptual diagram of a continuously variable transmission according to an embodiment of the present invention.

  As shown in the figure, the continuously variable transmission 10 includes a belt-type transmission mechanism 102, a forward / reverse switching device 103, and a torque converter 106, an intermediate transmission shaft as a fluid transmission device incorporating a lock-up clutch 105 as a lock-up device. Counter shaft 107 and a differential device 109 as a differential device.

  The torque converter 106 includes a pump impeller 111 connected to an output shaft 110 of an engine (not shown) via a front cover 117, a turbine runner 113 connected to the input shaft 112 via a lock-up clutch plate 104 and a damper device 120, And a stator 116 supported via a one-way clutch 115. Reference numeral 121 denotes an oil pump that is connected to and driven by the pump impeller 111.

  In the torque converter 106 configured as described above, the rotation transmitted from the engine to the front cover 117 via the output shaft 110 is further transmitted to the pump impeller 111, and as the pump impeller 111 is rotated, the torque converter is rotated. The oil in 106 circulates between the pump impeller 111, the turbine runner 113, and the stator 116 by centrifugal force, and rotates the turbine runner 113. The rotation of the turbine runner 113 is transmitted to a turbine hub (not shown) and then transmitted to the input shaft 112.

  In this way, at the time of starting immediately after the pump impeller 111 starts rotating, that is, at the time of stall, the rotation transmitted from the engine is transmitted to the front cover 117, and then the pump impeller 111 and the turbine runner 113 are moved. To the turbine hub.

  Further, at the time of stall, since the difference between the rotational speed of the pump impeller 111 and the rotational speed of the turbine runner 113 is large, the oil flowed by the turbine runner 113 flows in a direction that hinders the rotation of the pump impeller 111. The stator 116 is disposed between the pump impeller 111 and the turbine runner 113. When the difference between the rotational speed of the pump impeller 111 and the rotational speed of the turbine runner 113 is large, the one-way clutch 115 is locked. The stator 116 is fixed to a fixed sleeve 201 fixed to the automatic transmission case Cs, and converts the oil flow into a direction that assists the rotation of the pump impeller 111. At this time, since the blades of the stator 116 receive torque from the oil flow, the torque increases accordingly. That is, the torque is amplified by the blade. As the difference between the rotational speed of the pump impeller 111 and the rotational speed of the turbine runner 113 decreases, the amplified torque decreases.

  By the way, the oil hitting the front side of the blade comes into contact with the back side as the rotational speed of the turbine runner 113 increases, and when the stator 116 is fixed to the fixing sleeve 201, the stator 116 itself has energy. Will be consumed. Therefore, when the oil hits the back side of the blade, that is, when the coupling point is reached, the one-way clutch 115 is released and the stator 116 can freely rotate.

  Thus, the torque converter 106 acts as a torque converter while the rotational speed of the turbine runner 113 is low, and when the rotational speed of the turbine runner 113 increases and becomes substantially equal to the rotational speed of the pump impeller 111, the fluid coupling To act as.

  By the way, the torque converter 106 cannot increase the torque while acting as a fluid coupling, but merely transmits the rotation. Therefore, the torque transmitted by the loss due to oil agitation or the like is transmitted. Becomes smaller, and the torque transmission efficiency becomes lower.

  Therefore, when the lock-up clutch 105 is disposed and the vehicle speed reaches a set value and the rotational speed of the turbine runner 113 reaches a predetermined value, the lock-up clutch 105 is engaged and locked, and is transmitted from the engine. The rotation is transmitted directly to the turbine hub to increase the torque transmission efficiency. In addition, the damper device 120 is disposed between the lockup clutch 105 and the front cover 117 in order to absorb the torque fluctuation that occurs when the lockup clutch 105 is engaged and disengaged. On the other hand, when the vehicle speed becomes lower than the set value and the rotational speed of the turbine runner 113 becomes lower than the predetermined value, the lock-up clutch 105 is released, and the rotation transmitted from the engine is transmitted to the turbine hub via oil. .

  The speed change mechanism 102 receives rotation from the engine via the torque converter 106 and performs a stepless change. For this purpose, the transmission mechanism 102 includes a primary pulley 126 as a first (drive-side) pulley that is rotatably arranged, and a first pulley 126 that is rotatably arranged at a predetermined distance from the primary pulley 126. A secondary pulley 131 as a second (driven side) pulley, and a belt 132 as a transmission member stretched between the primary pulley 126 and the secondary pulley 131. The belt 132 is formed of a metal material.

  The primary pulley 126 includes a primary shaft 122 as a first shaft and a drive shaft, a fixed sheave 123 as a first sheave fixed to the primary shaft 122, and the primary shaft 122 and the fixed shaft. A movable sheave 125 is provided as a second sheave that is slidable in the axial direction with respect to the sheave 123 and is movable back and forth. A secondary pulley 131 is provided as a second shaft, and The secondary shaft 127 as the driven shaft, the fixed sheave 129 as the first sheave fixed to the secondary shaft 127, and the secondary shaft 127 and the fixed sheave 129 are slidable in the axial direction, and are advanced and retracted. From movable sheave 130 as a second sheave arranged freely That. The primary pulley 126 is supported by the primary shaft 122 and the secondary pulley 131 is supported by the secondary shaft 127.

  A hydraulic servo 133 as a first sheave drive unit made of a single piston is provided on the back surface of the movable sheave 125, and a hydraulic servo 135 as a second sheave drive unit made of a single piston is provided on the back surface of the movable sheave 130. Is disposed. The hydraulic servo 135 constitutes a clamping pressure generating unit.

  The hydraulic servo 133 includes a reaction force support member 137 fixed to the primary shaft 122, and a cylindrical member 139 fixed to the back surface of the movable sheave 125. The reaction force support member 137, the cylindrical member 139, and the movable sheave One oil chamber 141 is formed by the back surface of 125. The reaction force support member 137 supplies a primary chamber pressure as a first oil pressure to the hydraulic servo 133 and supports a reaction force generated when the movable sheave 125 is moved to the fixed sheave 123 side. The hydraulic servo 133 receives the primary chamber pressure to generate a predetermined clamping force, and the belt 132 is clamped by the fixed sheave 123 and the movable sheave 125 with the clamping force.

  Meanwhile, the hydraulic servo 135 includes a reaction force support member 143 fixed to the secondary shaft 127 and a cylindrical member 145 fixed to the back surface of the movable sheave 130, and the reaction force support member 143, the cylindrical member 145, and A single oil chamber 146 is formed by the back surface of the movable sheave 130, and a spring 147 as a preload urging member is disposed between the movable sheave 130 and the reaction force support member 143. The reaction force support member 143 supplies a secondary chamber pressure as a second hydraulic pressure to the hydraulic servo 135 and supports a reaction force generated when the movable sheave 130 is moved to the fixed sheave 129 side. The hydraulic servo 135 receives a secondary chamber pressure to generate a predetermined clamping force, and clamps the belt 132 by the fixed sheave 129 and the movable sheave 130 with the clamping force.

  The forward / reverse switching device 103 has a double pinion planetary gear 150 as a differential rotation device, a reverse brake B as a first engagement / disengagement element, and a direct clutch C as a second engagement / disengagement element. In the double pinion planetary gear 150, the sun gear S as the first rotating element and the input shaft 112 are connected, and the carrier CR and the fixed sheave as the second rotating element that support the first and second pinions P1 and P2. 123, the ring gear R as the third rotating element and the reverse brake B are connected, and the carrier CR and the ring gear R are connected via the direct clutch C.

  A large gear 151 and a small gear 152 are fixed to the counter shaft 107, the large gear 151 meshes with a gear 153 fixed to the secondary shaft 127, and the small gear 152 It meshes with a gear 155 fixed to the differential case 166 of the differential device 109. In the differential device 109, the rotation of the differential gear 156 supported by the differential case 166 is transmitted to the left and right axles 160 and 161 via the side gears 157 and 159 as left and right differential elements. The large gear 151, the small gear 152, and the gears 153 and 155 constitute a rotation transmission system.

  Further, on the outer peripheral edge of the fixed sheave 123, a large number of uneven portions 123a as first rotation detecting elements are formed at equal intervals by gear cutting, and are fixed to a case (not shown) facing the uneven portions 123a. A primary pulley rotation speed sensor 162 as a first rotation detection unit including an electromagnetic pickup is provided, and the primary pulley rotation speed, which is the input side rotation speed, is detected by the primary pulley rotation speed sensor 162. On the outer peripheral edge of the fixed sheave 129, a large number of uneven portions 129a as second rotation detecting elements are formed at equal intervals by gear cutting, and the electromagnetic pickup fixed to the case so as to face the uneven portions 129a A secondary pulley rotation speed sensor 44 as a second rotation detection unit is provided, and the secondary pulley rotation speed sensor 44 detects a secondary pulley rotation speed that is a rotation speed on the output side. Note that the secondary pulley rotation speed sensor 44 functions as a vehicle speed sensor as a vehicle speed detection unit, and can detect a vehicle speed V representing a traveling condition of the vehicle.

  Further, an engine rotation speed sensor 165 as a third rotation detection unit comprising an electromagnetic pickup fixed to the case in the vicinity of the front cover 117 is provided, and the engine rotation speed sensor 165 represents the engine load. The engine speed NE can be detected.

  In the continuously variable transmission 10 having the above-described configuration, the rotation generated by driving the engine is transmitted to the transmission mechanism 102 via the torque converter 106 and the forward / reverse switching device 103, and the transmission mechanism 102 performs a shift. After being performed, it is transmitted to the differential device 109 via the gear 153, the large gear 151, the small gear 152, and the gear 155. In the forward / reverse switching device 103, when the direct clutch C is engaged with the reverse brake B released, the double pinion planetary gear 150 is directly connected, and the rotation transmitted to the input shaft 112 remains as it is as the primary pulley 126. And the vehicle is advanced. Further, when the direct clutch C is released with the reverse brake B engaged, the rotation transmitted to the input shaft 112 is transmitted to the primary pulley 126 while being reversed, and the vehicle is moved backward.

  The hydraulic servo 133 is used to change the effective diameters of the primary pulley 126 and the secondary pulley 131. That is, when performing a shift-up shift, the primary chamber pressure is supplied to the hydraulic servo 133, the effective diameter of the primary pulley 126 is increased, and the effective diameter of the secondary pulley 131 is decreased. As a result, the gear ratio is reduced. Further, when shifting down, the primary chamber pressure of the hydraulic servo 133 is drained, the effective diameter of the primary pulley 126 is reduced, and the effective diameter of the secondary pulley 131 is increased. As a result, the gear ratio is increased.

  The hydraulic servo 135 is used to generate and change the clamping pressure of the belt 132. That is, when the secondary chamber pressure is supplied to the hydraulic servo 135, a clamping pressure corresponding to the secondary chamber pressure is generated, and the secondary pulley 131 clamps the belt 132 by the fixed sheave 129 and the movable sheave 130 with the clamping pressure. To do.

  First and second hydraulic pressure regulating valves (not shown) are provided in the hydraulic circuit, and the hydraulic pressure generated by the first and second hydraulic pressure regulating valves is supplied to the hydraulic servos 133 and 135 respectively for the primary chamber pressure and the secondary pressure. Supplied as chamber pressure. For this purpose, a solenoid signal generated in an automatic transmission control device (not shown) as the first control unit is sent to the solenoids of the first and second hydraulic pressure regulating valves.

  In the present embodiment, the hydraulic servo 133 is used to change the effective diameters of the primary pulley 126 and the secondary pulley 131, and the hydraulic servo 135 generates and changes the clamping pressure of the belt 132. The hydraulic servo 135 is used to change the effective diameter of the primary pulley 126 and the secondary pulley 131, and the hydraulic servo 133 generates and changes the clamping pressure of the belt 132. Can also be used for.

  Next, the belt 132 will be described.

  3 is a side view showing the main part of the belt according to the embodiment of the present invention, FIG. 4 is a plan view showing the main part of the belt according to the embodiment of the present invention, and FIG. It is sectional drawing.

  The belt 132 includes a number of flat link plates 51 (51a, 51′a, 51b, 51′b,...), And joint pins 52 as first and second pins that connect the link plates 51 to each other. 53 and a retainer 54 as a restricting member. In the present embodiment, the joint pins 52 and 53 are arranged in contact with each other and are composed of a long pin and a short pin and have a split pin structure, but can be formed by a single pin. The belt 132 is a chain belt formed by connecting a plurality of link plates 51 in a chain shape with joint pins 52 and 53, and the joint pins 52 and 53 are sandwiched between a primary pulley 126 and a secondary pulley 131, It bends by the clamping force of the primary pulley 126 and the secondary pulley 131.

  In the drawing, illustration of some parts is omitted for convenience of explanation. For example, one joint pin 53 and retainer 54 in the link plate 51a portion, and both retainers 54 in the link plate 51b portion are omitted, and one joint pin 52 and retainer 54 in the link plate 51e portion are omitted. Has been.

  Each link plate 51 has the same shape, is formed by punching a thin steel plate, and constitutes a plate material having a substantially rectangular shape with four corners rounded. Further, the link plates 51 adjacent in the longitudinal direction of the belt 132 are connected to each other by a pair of joint pins 52 and 53 so as to be able to swing with each other. Therefore, the belt 132 is curved with a predetermined rotation radius, It is wound around the primary pulley 126 (FIG. 2) and the secondary pulley 131. Note that the alternate long and short dash line P is a pitch line, and extends the line connecting the fixed sheave 123 and the movable sheave 125 of each joint pin 52 to the part where the belt 132 extends linearly. Consists of lines.

  Each link plate 51 is formed of an oval annular body and includes a long hole-like through portion 55 penetrating in the thickness direction. The through portion 55 is formed at both ends and penetrates the joint pins 52 and 53. A pair of pin insertion portions 61 for connecting, and a connecting portion 62 for connecting the pin insertion portions 61 are provided. The link plate 51 can be reduced in weight by the amount of the connecting portion 62 formed. The pin insertion portion 61 can be formed by two holes that are independent for each of the joint pins 52 and 53.

  The inner peripheral surface of the penetrating portion 55 has an inner diameter slightly smaller than the outer diameter when the joint pins 52 and 53 are combined at the boundary portions p1 and p2 between the pin insertion portions 61 and the connecting portions 62. The pins 52 and 53 are stopped and locked at the boundary portions p1 and p2. Each link plate 51 having the above-described configuration is adjacent to each other in the length direction of the joint pins 52 and 53 (hereinafter referred to as “plate thickness direction”) (link plates 51a, 51b, 51c,...) And link plate 51′a. , 51′b, 51′c,...) Are stacked while being shifted in the longitudinal direction by the pitch at which the joint pins 52 and 53 are disposed. At this time, a substantially circular hole is formed by the pin insertion portions 61 of the link plates 51a, 51b, 51c,... And the pin insertion portions 61 of the link plates 51′a, 51′b, 51′c,. Is done.

  The joint pins 52, 53 alternate between one pin insertion part 61 of the link plates 51a, 51b, 51c,... And the other pin insertion part 61 of the link plates 51′a, 51′b, 51′c,. The link plates 51a, 51b, 51c, ... and the link plates 51'a, 51'b, 51'c, ... are connected endlessly.

  The joint pins 52 and 53 have a divided structure as described above so as not to slide relative to the link plate 51. Then, one of the link pins 51a, 51b, 51c,... Of each link plate 51 adjacent in the plate thickness direction is locked and fixed, and the other link plate is fixed. 51′a, 51′b, 51′c,... Are locked with the other of the joint pins 52, 53.

  Therefore, when the link plates 51a, 51b, 51c,... And the link plates 51'a, 51'b, 51'c, ... are rotated relative to each other, the joint pins 52, 53 are rotated and rotated with respect to each other. As a result, the joint pins 52 and 53 do not slide with each other. For this purpose, the joint pins 52 and 53 have an arc-shaped locking surface on the side in contact with the pin insertion portion 61 and an arc-shaped rolling surface on the sides facing each other.

  In this way, when the link plates 51a, 51b, 51c,... And the link plates 51′a, 51′b, 51′c,. In contrast, the joint pins 52 and 53 do not slide relative to each other, and energy loss due to friction can be suppressed.

  The retainer 54 is formed of an annular plate-like member having an elliptical shape, and includes a flat hole 64 that substantially matches the cross-sectional shape of the joint pin 52. The width of the annular portion 65 around the hole 64 (the distance between the inner peripheral surface and the outer peripheral surface) is substantially equal to the minor diameter of the joint pin 53. The retainer 54 is fixed by press-fitting in the vicinity of both ends of each joint pin 52, and accordingly, the end surface of the joint pin 53 is spaced from the annular portion 65 of the retainer 54 with a slight gap. It is made to face. Therefore, the joint pin 53 does not fall off from the link plate 51 when it moves in the axial direction. Since a slight gap is formed between the joint pin 53 and the retainer 54, the joint pin 53 and the retainer 54 can be prevented from sliding.

  In the present embodiment, the retainer 54 is formed so as to cover the entire end surface of the joint pin 53, but can be formed so as to cover a part of the end surface of the joint pin 53.

  When the belt 132 configured as described above is stretched between the primary pulley 126 and the secondary pulley 131, both ends of the joint pin 52 are connected to the fixed sheave 123 and the movable sheave 125 at the winding position around the primary pulley 126 and the secondary pulley 131. In contact and in the transmission state, only the joint pin 52 transmits the driving force. That is, on the primary pulley 126 side, the power transmitted from the fixed sheave 123 and the movable sheave 125 to the joint pin 52 is transmitted to the joint pin 53 and the link plate 51, and is transmitted to the next joint pins 52, 53 and the link plate 51. On the secondary pulley 131 side, the signal is transmitted from the joint pin 52 to the fixed sheave 129 and the movable sheave 130.

  By the way, changing the speed ratio of the speed change mechanism 102 to increase the speed ratio width, for example, if the speed ratio is increased during underdrive, the acceleration performance can be increased, and if the speed ratio is decreased during overdrive, fuel efficiency is improved. The performance can be increased. Therefore, the clearance between the joint pin 52 and the primary shaft 122 is set so that the effective diameter of the primary pulley 126 becomes sufficiently small during underdrive, and the joint is set so that the effective diameter of the secondary pulley 131 becomes sufficiently small during overdrive. The clearance between the pin 52 and the secondary shaft 127 is set.

  However, the clearance between the joint pin 52 and the primary shaft 122 is set so that the effective diameter of the primary pulley 126 becomes sufficiently small at the time of underdrive, and the joint is set so that the effective diameter of the secondary pulley 131 becomes sufficiently small at the time of overdrive. When the clearance between the pin 52 and the secondary shaft 127 is set, the joint pin 52 bends toward the primary shaft 122 and the secondary shaft 127 as tension is applied to the belt 132, and the belt 132, the primary shaft 122, and the secondary shaft 127 are connected. It will be easier to interfere.

  Therefore, the minimum value of the clearance between the joint pin 52 and the primary shaft 122 and the secondary shaft 127 when a predetermined tension is applied to the belt 132 is set, the minimum value of the effective diameter is set, and a tension larger than the tension at that time is set. Shift control that suppresses tension so that a minimum clearance value is ensured and avoids interference between the belt 132 and at least one of the primary shaft 122 and the secondary shaft 127, that is, interference avoidance control. Like to do.

  FIG. 1 is a block diagram of a continuously variable transmission control device according to an embodiment of the present invention, and FIG. 6 is a flowchart showing the operation of a shift control processing means in the embodiment of the present invention.

  In the figure, 191 is an automatic transmission control device as a first control unit for controlling the continuously variable transmission, 192 is an engine control device as a second control unit for controlling the engine, and 202 is an engine speed NE. An engine rotational speed sensor 203 serving as an engine rotational speed detecting section for detecting the engine is disposed on an accelerator pedal (not shown) serving as an acceleration operation section, and detects the position of the accelerator pedal, that is, the accelerator pedal position and the throttle opening θ. An accelerator switch 204 as an acceleration operation amount detection unit is disposed on a brake pedal (not shown) as a deceleration operation unit, and a brake switch as a deceleration operation amount detection unit that detects the position of the brake pedal, that is, the brake pedal position β. , 205 is an inclination angle as an inclination angle detection unit for detecting an inclination angle ε of the road surface and the vehicle. A sensor 206 is a tire rotation speed sensor as a wheel rotation speed detection unit that detects a tire rotation speed NW as a wheel rotation speed (not shown). A tire rotation speed sensor 211 is disposed to face the output shaft 110 (FIG. 2), and torque An input rotation speed sensor 212 serving as an input rotation speed detection unit that detects an input rotation speed Ni as a first rotation speed of the converter 106 is disposed so as to face the input shaft 112, and a second of the torque converter 106. An output rotation speed sensor 44 as an output rotation speed detection unit that detects an output rotation speed No as a rotation speed, and a secondary pulley rotation speed sensor 44 that detects a vehicle speed V. SL1 is a solenoid of the first hydraulic pressure adjustment valve, and SL2 is a solenoid of the second hydraulic pressure adjustment valve.

  In a vehicle equipped with a navigation device (not shown), the road surface inclination angle ε can be detected by using the data because the map data includes road inclination angle ε data.

  Each of the automatic transmission control device 191 and the engine control device 192 includes a calculation device such as a CPU or MPU (not shown) and a storage device such as a RAM, a ROM, or a flash memory. The automatic transmission control device 191, the engine control device 192, the arithmetic device, and the like function as a computer independently or in combination of two or more, and perform arithmetic processing based on various programs, data, and the like.

  In the continuously variable transmission control device having the above-described configuration, a shift control processing unit (not shown) of the automatic transmission control device 191 performs a shift control process, and does not suppress the tension of the belt 132 in a predetermined traveling state, and Interference avoidance control is performed to suppress the tension of the belt 132 and to avoid interference between the belt 132 and at least one of the primary shaft 122 and the secondary shaft 127.

  For this purpose, the transmission ratio setting processing means of the transmission control processing means reads the vehicle speed V, the throttle opening θ, and the brake pedal position β to perform the transmission ratio setting process and perform the normal transmission control, and is set in the storage device. The gear ratio γ is set with reference to the gear ratio table. A speed change condition is constituted by the vehicle speed V, the throttle opening θ, and the brake pedal position β.

  The hydraulic pressure generation processing means of the shift control processing means performs the hydraulic pressure generation processing, refers to the signal map of the storage device, generates a solenoid signal SGp corresponding to the set speed ratio γ, and sends it to the solenoid SL1, A primary chamber pressure Pp is generated and supplied to the hydraulic servo 133. The hydraulic pressure generation processing means generates a solenoid signal SGs for generating a clamping pressure, sends it to the solenoid SL2, generates a secondary chamber pressure Ps, and supplies it to the hydraulic servo 135.

  When the maximum value of the gear ratio γ at the time of underdrive is γmax and the minimum value of the gear ratio γ at the time of overdrive is γmin, the gear ratio γ is changed between the maximum value γmax and the minimum value γmin. It is done. In this case, in order to achieve the maximum value γmax of the speed ratio γ, the hydraulic pressure generation processing means sends the solenoid signal SGpmin to the solenoid SL1, supplies the minimum primary chamber pressure Ppmin to the hydraulic servo 133, and sets the minimum value of the speed ratio γ. In order to achieve γmin, the hydraulic pressure generation processing means sends a solenoid signal SGpmax to the solenoid SL1, and supplies the maximum primary chamber pressure Ppmax to the hydraulic servo 133.

  Further, the hydraulic pressure generation processing means sends a constant solenoid signal SGs to the solenoid SL2, and supplies the hydraulic servo 135 with a secondary chamber pressure Psc set in advance corresponding to the clamping pressure.

  As described above, when the vehicle speed V reaches the set value and the rotational speed of the turbine runner 113 reaches a predetermined value, the lockup clutch 105 is engaged and locked. In addition, a lockup processing unit (not shown) of the automatic transmission control device 191 performs a lockup process, generates a lockup signal, and sends it to a predetermined solenoid valve of the hydraulic circuit. Along with this, the lockup engagement pressure is supplied to the torque converter 106, and the lockup clutch 105 is engaged.

  In the shift control process, in order to perform the normal shift control that does not suppress the tension of the belt 132 and the interference avoidance control that suppresses the tension of the belt 132, the travel state variable acquisition processing means of the shift control processing means State variable acquisition processing is performed, and engine speed NE, throttle opening θ, brake pedal position β, inclination angle ε, tire rotation speed NW, input rotation speed Ni, output rotation speed No, vehicle speed V, etc. are obtained as running state variables. Reading directly or via the engine controller 192.

  Next, the traveling state determination processing unit of the shift control processing unit performs a traveling state determination process, and determines the traveling state of the vehicle based on the traveling state variable. That is, the traveling state determination processing means determines whether the traveling state belongs to a first state such as a full stall state, an uphill state, or a kick down state, or belongs to a second state such as a brake stall state. It is discriminated whether it belongs to the third state which is the running state.

  In the full stall state, the vehicle is driven and the engine is in a full throttle state. Therefore, the traveling state determination processing means determines whether the traveling state is full depending on whether the vehicle speed V takes a positive value, is higher than a predetermined threshold (threshold value) Vth1, and the slot opening θ takes the maximum value θmax. Determine whether it is in a stalled state. In the uphill state, the vehicle is driven on the uphill road and the engine is rotated at a high speed. Therefore, the traveling state determination processing means takes a positive value of the vehicle speed V, is higher than the predetermined threshold value Vth2, has a positive inclination angle ε, and is larger than the predetermined threshold value εth1, and the engine rotational speed NE is higher. It is determined whether or not the traveling state is an uphill state depending on whether or not it is higher than a predetermined value NEth1. In the kick-down state, the vehicle is driven and the accelerator pedal is stepped on greatly. Therefore, the traveling state determination processing means determines whether the traveling state is in the kick-down state depending on whether the vehicle speed V takes a positive value, is higher than the predetermined threshold value Vth2, and the slot opening θ has the maximum value θmax. Judge whether.

  Further, in the brake stall state, the brake pedal and the accelerator pedal are depressed, the vehicle is stopped, and the engine is placed in a full throttle state. Therefore, the traveling state determination processing means determines whether the traveling state is a brake stall state based on whether the tire rotation speed NW is zero (0) and the slot opening θ takes the maximum value θmax.

  When the traveling state is a normal traveling state, the normal transmission control processing unit of the transmission control processing unit performs the normal transmission control process, and the primary chamber is based on the transmission ratio γ set in the transmission ratio setting process. A pressure Pp and a secondary chamber pressure Ps are generated, and the transmission mechanism 102 is operated.

  On the other hand, when the traveling state is a full stall state, an uphill state, or a kick down state, the input torque calculation processing means of the shift control processing means performs an input torque calculation process, that is, the torque input to the transmission mechanism 102, The input torque Ti is calculated.

  By the way, in any travel state of the full stall state, the climbing state, and the kick-down state, the primary pulley 126 and the secondary pulley 131 are rotated, and the rotation after the shift is performed is transmitted to the wheels, and the vehicle is allowed to travel. It is done. Therefore, the input torque calculation processing means reads the throttle opening θ and the engine rotation speed NE in a state where the vehicle is traveling, and calculates the input torque Ti based on the throttle opening θ and the engine rotation speed NE.

  Subsequently, the interference avoidance condition determination processing means of the shift control processing means performs an interference avoidance condition determination process, reads the input torque Ti, and determines whether or not the first condition is satisfied, the input torque Ti is equal to or greater than the threshold value Tith1. Judgment by whether or not. The interference avoidance condition determination processing unit reads the speed ratio γ and determines whether the second condition is satisfied and whether the speed ratio γ is the maximum value γmax or the minimum value γmin. When the first and second conditions are satisfied, the input torque Ti is equal to or greater than the threshold value Tith1, and the speed ratio γ is the maximum value γmax or the minimum value γmin, the interference avoidance condition determination processing unit determines that the interference avoidance condition is The interference avoidance control processing means of the shift control processing means performs interference avoidance control processing and suppresses the tension by changing the speed ratio γ, and the belt 132, the primary shaft 122, and the secondary shaft 127 are Avoid interference with at least one of them.

  Therefore, when the speed change mechanism 102 is placed on the underdrive side and the speed ratio γ is the maximum value γmax, the interference avoidance control processing means sends an instruction to the hydraulic pressure generation processing means, and the belt 132 is moved from the primary shaft 122. The gear ratio γ is decreased by a predetermined value Δγ so as to leave. As a result, the hydraulic pressure generation processing means sends a correction signal SGpmin 'of the solenoid signal SGpmin to the solenoid SL1, and supplies the hydraulic servo 133 with a hydraulic pressure Ppmin' that is higher than the minimum primary chamber pressure Ppmin by a predetermined value ΔPp.

  When the speed change mechanism 102 is placed on the overdrive side and the speed change ratio γ is the minimum value γmin, the speed change ratio γ is increased by a predetermined value Δγ so that the belt 132 is separated from the secondary shaft 127. As a result, the hydraulic pressure generation processing means sends a correction signal SGpmax 'of the solenoid signal SGpmax to the solenoid SL1, and supplies the hydraulic servo 133 with a hydraulic pressure Ppmax' lower than the maximum primary chamber pressure Ppmax by a predetermined value ΔPp.

  Therefore, when the vehicle is placed in the full stall state, the uphill state, or the kick-down state, the belt 132 when the input torque Ti is equal to or greater than the threshold value Tith1 and the speed ratio γ is the maximum value γmax or the minimum value γmin. Therefore, the minimum effective diameter on the primary pulley 126 side during underdrive can be made larger than the normal speed change state, and the minimum effective diameter on the secondary pulley 131 side can be set as normal shift during overdrive. It can be made smaller than the state.

  When at least one of the first and second conditions is not satisfied, the interference avoidance condition determination processing unit determines that the interference avoidance condition is not satisfied, and the normal gear shift control processing unit determines that the gear ratio γ Does not change the tension.

  Further, when the running state is a brake stall state, the input torque calculation processing means similarly calculates the input torque Ti.

  By the way, in the running state in the brake stall state, the primary pulley 126 and the secondary pulley 131 are not rotated, the rotation is not transmitted to the wheels, and the vehicle is stopped. Therefore, the input torque calculation processing means reads the throttle opening θ, the engine rotational speed NE, and the slip amount δNio of the torque converter 106 when the vehicle is stopped, and the throttle opening θ, the engine rotational speed NE, and the slip. The input torque Ti is calculated based on the quantity δNio.

  The slip amount δNio can be expressed by a differential rotation between the input rotation speed Ni and the output rotation speed No in the torque converter 106, and the slip amount calculation processing means of the shift control processing means performs a slip amount calculation process. The input rotational speed Ni and the output rotational speed No are read, and the slip amount δNio is calculated.

  Subsequently, the interference avoidance condition determination processing means reads the input torque Ti and determines whether or not the interference avoidance condition is satisfied. The input torque Ti is equal to the threshold value Tith2 (in the present embodiment, the threshold value Tith1 is set). Judgment is made based on whether the above is true. When the interference avoidance condition is satisfied and the input torque Ti is equal to or greater than the threshold value Tith2, the interference avoidance control processing means sends an instruction signal to the engine control device 192 in order to suppress the engine torque, that is, the engine torque TE. Send.

  An engine torque control processing unit (not shown) of the engine control device 192 performs an engine torque control process. When the instruction signal is sent, the fuel injection amount as the fuel supply amount is reduced or the throttle opening θ is reduced. The engine torque TE is reduced by a predetermined value ΔTE.

  Further, when the input torque Ti is smaller than the threshold value Tith2 and the interference avoidance condition is not satisfied, the interference avoidance control processing means does not send an instruction signal to the engine control device 192, and the engine torque control processing means determines the engine torque TE. It does not change.

  Therefore, when the vehicle is in a brake stall state, if the input torque Ti is equal to or greater than the threshold value Tith2, the tension of the belt 132 is suppressed, so that the minimum effective diameter of the primary pulley 126 and the secondary pulley 131 is reduced. Can be made larger than that in the normal shift state.

  As described above, in the present embodiment, the minimum effective diameter of the primary pulley 126 and the secondary pulley 131 can be increased, so that the belt 132, the primary shaft 122, and the secondary shaft 127 are prevented from interfering with each other. be able to. Further, since the clearance between the belt 132 and the primary shaft 122 and the secondary shaft 127 can be set so as to ensure a minimum value, the speed ratio width of the speed change mechanism 102 can be increased, and the dimensions can be increased accordingly. Can be small.

Next, a flowchart will be described.
Step S1: A running state variable is acquired.
Step S2 Determine the running state. If the vehicle is in the full stall state, the climbing state, or the kick-down state, the process proceeds to step S3. If the brake stall state, the process proceeds to step S7.
Step S3: The input torque Ti is calculated based on the throttle opening θ and the engine speed NE.
Step S4: It is determined whether or not the input torque Ti is greater than or equal to a threshold value Tith1. If the input torque Ti is equal to or greater than the threshold value Tith1, the process proceeds to step S5. If the input torque Ti is smaller than the threshold value Tith1, the process proceeds to step S11.
Step S5: It is determined whether the speed ratio γ is the maximum value γmax or the minimum value γmin. If the speed ratio γ is the maximum value γmax or the minimum value γmin, the process proceeds to step S6. If the speed ratio γ is not the maximum value γmax or the minimum value γmin, the process proceeds to step S11.
Step S6: Change the gear ratio γ and return.
Step S7: The input torque Ti is calculated based on the throttle opening θ, the engine speed NE, and the slip amount δNio.
Step S8: It is determined whether or not the input torque Ti is equal to or greater than a threshold value Tith2. If the input torque Ti is equal to or greater than the threshold value Tith2, the process proceeds to step S9. If the input torque Ti is smaller than the threshold value Tith2, the process proceeds to step S10.
Step S9: Perform engine torque control processing and return.
Step S10: The engine torque control process is not performed, and the process returns.
Step S11: Perform normal shift control processing and return.

  In addition, this invention is not limited to the said embodiment, It can change variously based on the meaning of this invention, and does not exclude them from the scope of the present invention.

It is a block diagram of a continuously variable transmission control device in an embodiment of the present invention. 1 is a conceptual diagram of a continuously variable transmission in an embodiment of the present invention. It is a side view which shows the principal part of the belt in embodiment of this invention. It is a top view which shows the principal part of the belt in embodiment of this invention. It is sectional drawing of the belt in embodiment of this invention. It is a flowchart which shows operation | movement of the shift control processing means in embodiment of this invention.

Explanation of symbols

102 Transmission mechanism 106 Torque converter 126 Primary pulley 131 Secondary pulley 132 Belt 191 Automatic transmission control device

Claims (7)

A first pulley supported by a first pulley shaft, a second pulley supported by a second pulley shaft, and a belt stretched between the first and second pulleys, and rotating from the engine A speed change mechanism that continuously changes the speed in response to the
Transmission ratio setting processing means for setting the transmission ratio according to the transmission conditions;
Traveling state determination processing means for determining the traveling state of the vehicle;
An interference avoidance control processing means for performing interference avoidance control for avoiding interference between the belt and one of the first and second pulley shafts in a predetermined traveling state ;
The belt is a chain belt in which a plurality of link plates are connected in a chain shape by joint pins,
The joint pin is sandwiched between the first and second pulleys;
The interference avoidance control processing means performs interference avoidance control when a tension changing condition in which the joint pin is bent by the clamping force of the first and second pulleys is satisfied . Before Symbol Interference avoidance control processing means, continuously variable transmission control system as claimed in claim 1, wherein the belt perform interference avoidance control by changing the gear ratio away from pulley shaft for supporting the pulley. The continuously variable transmission control device according to claim 1 , wherein the interference avoidance control processing unit performs interference avoidance control by suppressing engine torque. The traveling state determination processing means is configured to determine whether the traveling state belongs to a first state such as a full stall state, an uphill state, and a kick down state, belongs to a second state such as a brake stall state, or other normal traveling Determine whether it belongs to the third state,
The interference avoidance control processing means, when the running state belongs to the first, second state, performs interference avoidance control, when the running state belongs to the third state, according to claim 1 for normal speed change control Continuously variable transmission control device. The interference avoidance control processing means is input torque is equal to or larger than the threshold, and, if the gear ratio is the maximum value or the minimum value, it is determined that the interference avoidance condition is satisfied, in claim 2 for changing the speed ratio The continuously variable transmission control device described. The continuously variable transmission control device according to claim 3 , wherein the interference avoidance control processing means suppresses the engine torque when the input torque is equal to or greater than a threshold value. A first pulley supported by a first pulley shaft, a second pulley supported by a second pulley shaft, and a belt stretched between the first and second pulleys, and rotating from the engine In a continuously variable transmission control method for a continuously variable transmission having a transmission mechanism that performs a continuously variable transmission in response to
Set the transmission ratio according to the transmission conditions,
Determine the vehicle's running condition,
In a predetermined traveling state, while avoiding interference between the belt and one of the first and second pulley shafts ,
The belt is a chain belt in which a plurality of link plates are connected in a chain shape by joint pins,
The joint pin is sandwiched between the first and second pulleys;
A continuously variable transmission control method, wherein interference avoidance control is performed when a tension changing condition in which the joint pin is bent by the clamping force of the first and second pulleys is satisfied .

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