JP5930727B2 - transmission - Google Patents

Description

  The present invention relates to a transmission including a toroidal-type continuously variable transmission mechanism.

  Conventionally, an input shaft to which power of a drive source is transmitted, an output shaft, a toroidal-type continuously variable transmission mechanism, a differential mechanism, and a power transmission path switching mechanism capable of switching a transmission path of power transmitted to the input shaft A proportional mode in which the speed ratio of the transmission and the speed ratio of the toroidal-type continuously variable transmission mechanism are in a proportional relationship; the speed ratio of the transmission and the speed ratio of the toroidal-type continuously variable transmission mechanism; There is known a mode in which switching is possible by switching the power transmission path between the inverse proportional mode and the power transmission path switching mechanism using the power transmission path switching mechanism (see, for example, Patent Document 1).

JP 2000-220719 A

  Here, in the toroidal type continuously variable transmission mechanism, the speed ratio changes according to the direction and magnitude of the input torque. This is because the components constituting the toroidal-type continuously variable transmission mechanism are displaced due to the presence of gaps unavoidable for elastic deformation and assembly. When switching between the proportional mode and the inverse proportional mode, the direction of the torque passing through the toroidal-type continuously variable transmission mechanism changes (reverses). For this reason, when the mode is switched, there is a possibility that the transmission gear ratio changes suddenly and a shift shock occurs.

  In view of the above points, an object of the present invention is to provide a transmission capable of suppressing a shift shock when switching modes.

In order to achieve the above object, the present invention provides a transmission including an input shaft to which power of a drive source is transmitted, an output member, a toroidal continuously variable transmission mechanism, and a differential mechanism. A low-speed clutch that is connected when realizing a low-speed mode that increases the gear ratio, and that is disconnected when realizing a high-speed mode that reduces the gear ratio of the transmission, and when realizing this high-speed mode A high-speed clutch that is connected and disconnected when realizing the low-speed mode; and a control unit that switches a connection / disconnection state of the clutch, and the control unit controls connection / disconnection of the clutch. The low speed mode and the high speed mode are switched at a preset switching point, and the control unit switches the low speed clutch to the high speed clutch when the mode is switched between the low speed mode and the high speed mode. U While the clutch, so far after connecting the clutch has not been connected, and also migrate other connection of the clutch which has been coupled to it in clutch disconnection one transition region, the toroidal type continuously variable transmission mechanism Torque detecting means for detecting the magnitude and direction of the torque passing through the vehicle is provided, and the difference between the torque passing through the toroidal-type continuously variable transmission mechanism and the shift amount of the gear ratio determined in advance in each mode. A storage means storing a relationship is provided, and a gear ratio shift for obtaining a shift amount of the gear ratio of the toroidal type continuously variable transmission mechanism based on the torque detected by the torque detector and the relationship stored in the storage means the amount calculating means is provided, wherein the switching point is not found by the slowest side of the transmission the speed ratio deviation calculating means than the ratio of the toroidal type continuously variable transmission mechanism When switching from one mode to the other mode between the low speed mode and the high speed mode, the target speed ratio of the toroidal continuously variable transmission mechanism is set in the one mode before switching. Is corrected to the low speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means at that time.

  In the case of switching from the high speed mode to the low speed mode when the vehicle is accelerating, in the high speed mode before the switching, the toroidal type continuously variable transmission mechanism has a torque in the direction from the input side disk to the output side disk, i.e., positive Torque passes through. When positive torque passes through the toroidal-type continuously variable transmission mechanism, the actual transmission ratio of the toroidal-type continuously variable transmission mechanism is shifted toward the low speed side as compared with a theoretical transmission ratio that ignores the torque shift characteristic.

  In addition, in the case of switching from the low speed mode to the high speed mode when the vehicle is decelerating, in the low speed mode before the switching, the toroidal type continuously variable transmission mechanism has a torque in the direction from the input side disk to the output side disk, That is, a positive torque passes. When positive torque passes through the toroidal-type continuously variable transmission mechanism, the actual transmission ratio of the toroidal-type continuously variable transmission mechanism is shifted toward the low speed side as compared with a theoretical transmission ratio that ignores the torque shift characteristic.

  Therefore, as described above, according to the present invention, when the mode is switched based on the shift ratio shift amount of the toroidal continuously variable transmission mechanism obtained by the shift ratio shift amount calculating means, the toroidal continuously variable mode is switched in the mode before switching. The target gear ratio of the transmission mechanism is corrected to the high speed side. As a result, when the mode is switched, a shift in the gear ratio of the toroidal-type continuously variable transmission mechanism in the mode before the switching can be eliminated, and a shift shock that occurs during the mode switching can be suppressed.

  In the present invention, the toroidal-type continuously variable transmission mechanism includes an input-side disk that rotates together with the input shaft, and an output-side disk that transmits torque to the input-side disk via a power roller. In this state, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the output disk to the input side disk, and in high speed mode, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the input disk to the output disk. The one mode is a high speed mode when the vehicle is accelerating and is switched from the high speed mode to the low speed mode, and the other mode is the vehicle is accelerating and the high speed mode is changed to the low speed mode. The low speed mode when switching to the control unit, the control unit is switching the high speed mode to the low speed mode when the vehicle is accelerating Sometimes, in the high speed mode before the transition, the target gear ratio of the toroidal type continuously variable transmission mechanism is corrected to the high speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means, and in the low speed mode after the transition, the toroidal type It is preferable to correct the target gear ratio of the continuously variable transmission mechanism to the low speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means.

  Even when the vehicle is accelerating, the high-speed mode may be switched to the low-speed mode by so-called kick-down. The so-called kick down means that the gear ratio is switched to a lower speed ratio when the accelerator pedal is depressed largely or suddenly.

  If configured as described above, when the high speed mode is switched to the low speed mode by so-called kick down, the target gear ratio of the toroidal type continuously variable transmission mechanism is obtained by the gear ratio deviation amount calculating means in the high speed mode before the transition. The shift amount is corrected to the high speed side, and in the low speed mode after the transition, the target gear ratio of the toroidal type continuously variable transmission mechanism is corrected to the low speed side by the shift amount obtained by the gear ratio shift amount calculating means.

  Thereby, the toroidal type continuously variable transmission mechanism does not deviate greatly based on the torque shift characteristic, and can suppress or prevent the occurrence of a shift shock when switching modes.

  In the present invention, the toroidal continuously variable transmission mechanism includes an input side disk that rotates together with the input shaft, and an output side disk that transmits torque to the input side disk via a power roller. In the low speed mode, the torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the input side disk to the output side disk, and the vehicle is decelerating and in the high speed mode, the toroidal The torque passing through the continuously variable transmission mechanism is transmitted from the output side disk to the input side disk, and the one mode is a low speed mode when the vehicle is decelerating and when switching from the low speed mode to the high speed mode, The other mode is a high-speed mode when the vehicle is decelerating and the low-speed mode is switched to the high-speed mode. When switching from the low speed mode to the high speed mode, in the high speed mode after the transition, the target gear ratio of the toroidal-type continuously variable transmission mechanism is set to the low speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means. It is preferable to correct.

  The control unit generally determines the gear ratio based on the rotational speed of the drive source and the traveling speed of the vehicle. And even if the vehicle is decelerating, if the vehicle traveling speed is not much lower than the rotational speed of the drive source, switch from the low speed mode to the high speed mode to shift to the higher speed gear ratio. May be.

  If configured as described above, when the vehicle switches from the low speed mode to the high speed mode during deceleration, the target gear ratio of the toroidal type continuously variable transmission mechanism is obtained by the gear ratio deviation amount calculation means in the low speed mode before the transition. The shift amount is corrected to the high speed side, and in the high speed mode after the shift, the target gear ratio of the toroidal type continuously variable transmission mechanism is corrected to the low speed side by the shift amount obtained by the gear ratio shift amount calculating means.

  Thereby, the toroidal type continuously variable transmission mechanism does not deviate greatly based on the torque shift characteristic, and can suppress or prevent the occurrence of a shift shock when switching modes.

The skeleton figure which shows embodiment of the transmission of this invention. The graph which shows the change rate of the speed ratio with respect to the input torque of the toroidal type continuously variable transmission mechanism of this embodiment. The graph which shows the relationship between the speed ratio of the transmission of this embodiment, and the speed ratio of a toroidal type continuously variable transmission mechanism. The alignment chart of the planetary gear mechanism which is a differential mechanism of this embodiment. In this embodiment, the graph which shows the relationship between the speed ratio of a toroidal type continuously variable transmission mechanism and the speed ratio of a transmission when shifting from a low speed mode (inverse proportional mode) to a high speed mode (proportional mode). In this embodiment, the graph which shows the relationship between the speed ratio of a toroidal type continuously variable transmission mechanism and the speed ratio of a transmission when shifting from a high speed mode (proportional mode) to a low speed mode (inverse proportional mode). Explanatory drawing which shows the change of the torque at the time of mode switching of FIG. Explanatory drawing which shows the change of the torque at the time of mode switching of FIG. Explanatory drawing which shows the change of the torque at the time of shifting to high speed mode (proportional mode) from low speed mode (inverse proportional mode) at the time of acceleration of a vehicle. Explanatory drawing which shows the change of the torque at the time of shifting to the high speed mode (proportional mode) from the low speed mode (inverse proportional mode) at the time of deceleration of a vehicle. Explanatory drawing which shows the change of the torque at the time of the conventional mode switching.

  A transmission according to an embodiment of the present invention will be described with reference to the drawings. A transmission 1 according to the present embodiment includes an input shaft 2 to which power of an internal combustion engine (engine or the like, not shown) as a drive source is transmitted via a flywheel 11 and a start clutch 12, and the input shaft 2 is disposed in parallel. The output shaft 3 as an output member, the input shaft 2 and the intermediate shaft 4 arranged in parallel with the output shaft 3, a toroidal-type continuously variable transmission mechanism 5, an idle gear train 6, and a planetary gear as a differential mechanism And a mechanism 7.

  The toroidal-type continuously variable transmission mechanism 5 is disposed concentrically and freely with respect to the input shaft 2 between a pair of input-side disks 51 that are concentric with the input shaft 2 and rotate integrally with the input shaft 2. The output side disk 52 and a power roller 53 that is disposed between the input side disk 51 and the output side disk 52 and transmits power between the input side disk 51 and the output side disk 52 are provided.

  The power roller 53 includes a rotation shaft 53a so that the power roller 53 can be rotated to transmit power between the input-side disc 51 and the output-side disc 52, and a swing shaft 53b (which extends perpendicular to the rotation shaft 53a and perpendicular to the paper surface). The gear ratio of the toroidal-type continuously variable transmission mechanism 5 can be changed by changing the inclination angle by swinging the power roller 53 around the swing shaft 53b. It is configured.

  Output outer teeth 52 a are provided on the outer periphery of the output side disk 52. A first transmission gear 81 fixed so as to rotate integrally with the intermediate shaft 4 meshes with the external teeth 52a.

  The planetary gear mechanism 7 includes a sun gear 71 concentrically fixed to the intermediate shaft 4, a ring gear 72, and a carrier 74 that supports the sun gear 71 and the pinion 73 meshing with the ring gear 72 so as to rotate and revolve freely. With elements. In the collinear chart in which the relative rotational speeds of the respective elements can be represented by straight lines, the three elements are arranged from one side, and in the present embodiment, from the sun gear 71 side, respectively, the first element, the second element, and the third element. As elements, the first element is the sun gear 71, the second element is the carrier 74, and the third element is the ring gear 72.

  Assuming that the gear ratio of the planetary gear mechanism 7 (the number of teeth of the ring gear 72 / the number of teeth of the sun gear 71) is i, the distance between the sun gear 71 and the carrier 74, the carrier 74, The ratio with the distance to the ring gear 72 is set to i: 1. The collinear diagram is a diagram in which the ratio of the relative rotational speeds of the sun gear 71, the carrier 74, and the ring gear 72 can be represented by a straight line.

  The idle gear train 6 includes a first intermediate gear 61 fixed to the input shaft 2, a second intermediate gear 62 concentric with the intermediate shaft 4 and connected to a carrier 74 (second element), and a first intermediate gear. 61 and a second intermediate gear 62, and a third intermediate gear 63 rotatably supported by a transmission case (not shown).

  A second transmission gear 82 is rotatably supported on the intermediate shaft 4. The transmission 1 is provided with a first clutch 91 and a second clutch 92. The first clutch 91 is configured to be switchable between a connected state in which the second transmission gear 82 and the first transmission gear 81 are connected and an open state in which the connection is broken.

  The second clutch 92 is configured to be switchable between a connected state in which the second transmission gear 82 and the ring gear 72 are connected and an open state in which the connection is broken. The 1st clutch 91 and the 2nd clutch 92 are comprised with the wet multi-plate clutch. The first clutch and the second clutch of the present invention are not limited to the wet multi-plate clutch, and other clutches may be used.

  The second transmission gear 82 meshes with a third transmission gear 83 fixed to the output shaft 3. An output gear 3 a that meshes with the differential gear 13 is fixed to the output shaft 3. The parking gear 3 b is fixed to the output shaft 3 so as to be positioned between the output gear 3 a and the third transmission gear 83.

  The transmission 1 according to the present embodiment includes an inversely proportional mode that is a low-speed traveling and reverse-traveling low-speed mode, and a proportional mode that is a high-speed traveling high-speed mode. The inversely proportional mode is a state in which the speed ratio of the toroidal type continuously variable transmission mechanism 5 and the speed ratio of the transmission 1 are in an inversely proportional relationship. The proportional mode is a state in which the speed ratio of the toroidal type continuously variable transmission mechanism 5 and the speed ratio of the transmission 1 are in a proportional relationship.

  The inverse proportional mode and the proportional mode are switched by the first clutch 91 and the second clutch 92. The inversely proportional mode is established by setting the first clutch 91 in the released state and the second clutch 92 in the connected state. The proportional mode is established by setting the first clutch 91 in a connected state and the second clutch 92 in a released state. That is, in the present embodiment, the first clutch 91 and the second clutch 92 correspond to a power transmission path switching mechanism, the first clutch 91 corresponds to a high speed clutch, and the second clutch 92 corresponds to a low speed clutch.

  Here, the speed ratio of the toroidal-type continuously variable transmission mechanism 5 changes according to the direction and magnitude of the input torque. This is because the parts constituting the toroidal-type continuously variable transmission mechanism 5 are displaced by the presence of a gap that is unavoidable for elastic deformation and assembly.

  FIG. 2 shows the relationship between the horizontal axis as the torque input to the toroidal-type continuously variable transmission mechanism 5 and the vertical axis as the rate of change of the speed ratio, which is the reciprocal of the speed ratio of the toroidal-type continuously variable transmission mechanism 5. It is a graph. The positive side of the input torque indicates a state in which torque is transmitted from the input side disk 51 to the output side disk 52, and the negative side indicates a state in which torque is transmitted from the output side disk 52 to the input side disk 51. .

  When switching between the proportional mode and the inverse proportional mode, the direction of the torque passing through the toroidal-type continuously variable transmission mechanism 5 changes (reverses). For this reason, in the conventional transmission, when the mode is switched, there is a possibility that the gear ratio changes suddenly and a shift shock occurs.

  In order to prevent this, in the transmission 1 according to the present embodiment, the relationship between the speed ratio of the horizontal transmission 1 and the speed ratio of the toroidal-type continuously variable transmission mechanism 5 shown in FIG. The proportional mode and the inverse proportional mode are crossed. This will be described in detail. First, the torque shift characteristic shown in the graph of FIG. 2 of the toroidal type continuously variable transmission mechanism 5 is obtained in advance by experiments. Then, the proportional mode and the inversely proportional mode are crossed as shown in FIG. 3 so as to correspond to the fluctuation range X of the change rate of the speed ratio of the torque shift characteristic of the obtained toroidal type continuously variable transmission mechanism 5. .

  Specifically, in the inversely proportional mode, the rotational speed of the carrier 74 (second element) is higher than that of the sun gear 71 (first element) at the minimum speed ratio of the toroidal-type continuously variable transmission mechanism 5 in FIG. The gear ratio of the idle gear train 6 is set so that the ring gear 72 (third element) rotates by an amount corresponding to the indicated fluctuation range X.

  From the torque shift characteristics shown in FIG. 2, when the vehicle is accelerating and in the inversely proportional mode, negative torque passes through the toroidal-type continuously variable transmission mechanism 5. For this reason, the transmission ratio of the toroidal type continuously variable transmission mechanism 5 is smaller than the reference target transmission ratio (reference target transmission ratio). In other words, as shown on the left side of FIG. 7, the speed ratio of the toroidal-type continuously variable transmission mechanism 5 is larger than the reference target speed ratio (reference target speed ratio).

  During the proportional mode, positive torque passes through the toroidal-type continuously variable transmission mechanism 5. Therefore, from the torque shift characteristics of FIG. 2, the transmission ratio of the toroidal-type continuously variable transmission mechanism 5 is the reference target speed ratio. Bigger than. In other words, as shown on the right side of FIG. 7, the speed ratio of the toroidal type continuously variable transmission mechanism 5 is smaller than the reference target speed ratio.

  Therefore, when shifting from the inversely proportional mode to the proportional mode, the speed ratio of the transmission 1 is largely switched from a state smaller than the reference target speed ratio to a state larger than the reference target speed ratio. Therefore, unless the gear ratio of the toroidal-type continuously variable transmission mechanism 5 is switched instantaneously, the gear ratio of the transmission 1 may change greatly due to switching from the inversely proportional mode to the proportional mode, and a shift shock may occur.

  As shown in FIG. 7 as a transition region, the transmission 1 of the present embodiment has a first clutch 91 (high speed clutch) and a second clutch 92 (when the mode is switched from the inverse proportional mode (L1) to the proportional mode (L2). And the low speed clutch) are in a connected state. Thereby, in the transition region, the torque shift characteristic of the toroidal-type continuously variable transmission mechanism 5 is canceled out, and the state is the same as the state without the torque shift characteristic.

  Further, during the inversely proportional mode, the speed ratio of the toroidal type continuously variable transmission mechanism 5 is larger than the reference target speed ratio (reference target speed ratio), so that it is relatively smooth even when shifting to the transition region. Can be shifted from the inverse proportional mode (L1).

  Then, when shifting to the proportional mode (L2) beyond the transition region, the target speed ratio is corrected so that the speed ratio is larger than the reference target speed ratio (reference target speed ratio) by the variation due to the torque shift characteristics. (A dashed line in FIG. 7). Accordingly, as shown in FIG. 7, in the proportional mode (L2) after the mode is switched, the actual speed ratio is the same as or close to the reference target speed ratio, and the speed ratio of the transmission 1 is changed when the mode is switched. A large change can be prevented, and the occurrence of a shift shock can be suppressed or prevented without instantaneously switching the gear ratio of the toroidal-type continuously variable transmission mechanism 5.

  The control unit 14 of the transmission 1 is an electronic unit (ECU) configured by a CPU, a memory, and the like, and is based on predetermined vehicle information such as the current mode, engine speed, and vehicle traveling speed, and is a toroidal type continuously variable. The magnitude and direction of the torque passing through the speed change mechanism 5 can be obtained. That is, in the present embodiment, the control unit 14 corresponds to the torque detection means of the present invention.

  Further, the control unit 14 of the transmission 1 stores the torque shift characteristics of FIG. 2 as a map in advance, and the toroidal type continuously variable transmission mechanism 5 from the magnitude and direction of the torque passing through the toroidal type continuously variable transmission mechanism 5. The shift amount of the gear ratio can be obtained. That is, the control unit 14 of the present embodiment also has functions of a storage unit and a gear ratio deviation amount calculation unit of the present invention.

  Further, when shifting from the proportional mode to the inversely proportional mode, the vehicle is normally decelerated, so the input torque of the toroidal-type continuously variable transmission mechanism 5 in the proportional mode becomes negative, and the speed ratio is changed from the torque shift characteristics of FIG. The rate of change is negative. Accordingly, the speed ratio, which is the reciprocal of the speed ratio, is positive, and the proportional mode line L2 moves upward as shown in FIG.

  Conversely, when the mode is shifted to the inversely proportional mode, the power circulation is reversed, so that the input torque of the toroidal-type continuously variable transmission mechanism 5 is positive, and the change rate of the gear ratio is positive from the torque shift characteristics of FIG. Accordingly, the speed ratio, which is the reciprocal of the speed ratio, is negative, and the inverse proportional mode line L1 moves downward as shown in FIG.

  Therefore, ignoring the torque shift characteristic of FIG. 2, the lowest point L1a where the speed ratio of the toroidal-type continuously variable transmission mechanism 5 in the inverse proportional mode as shown in FIG. If the lowest point L2a where the speed ratio of the step transmission mechanism 5 is the lowest is made coincident, the speed ratio of the transmission 1 will change greatly when shifting from the proportional mode to the inversely proportional mode, resulting in a shift shock. End up.

  However, in the transmission 1 of the present embodiment, since both modes are crossed by the fluctuation range X shown in FIG. 2, as shown in FIG. 8, the mode is shifted from the proportional mode to the inverse proportional mode by deceleration of the vehicle. In this case, the speed ratio of the transmission 1 can be kept substantially the same (including the same), and the shift shock can be suppressed (or prevented).

  More specifically, the torque shift characteristic of FIG. 2 indicates that the negative torque passes through the toroidal-type continuously variable transmission mechanism 5 when the vehicle is decelerating and in the proportional mode. For this reason, the gear ratio of the toroidal-type continuously variable transmission mechanism 5 is smaller than the reference target gear ratio. In other words, as shown on the left side of FIG. 8, the speed ratio of the toroidal-type continuously variable transmission mechanism 5 is larger than the reference target speed ratio.

  In the inversely proportional mode, positive torque passes through the toroidal continuously variable transmission mechanism 5. For this reason, from the torque shift characteristic of FIG. 2, the gear ratio of the toroidal type continuously variable transmission mechanism 5 is larger than the reference target gear ratio. In other words, as shown on the right side of FIG. 8, the speed ratio of the toroidal type continuously variable transmission mechanism 5 is smaller than the reference target speed ratio.

  Therefore, when shifting from the proportional mode to the inverse proportional mode, the transmission gear ratio is greatly switched from a state smaller than the reference target gear ratio to a state larger than the reference target gear ratio.

  In the transmission 1 of the present embodiment, as shown in FIG. 8 as a transition region, when switching from the proportional mode (L2) to the inverse proportional mode (L1), the first clutch 91 (high speed clutch) and the second clutch 92 ( And the low speed clutch) are in a connected state. Thereby, in the transition region, the torque shift characteristic of the toroidal-type continuously variable transmission mechanism 5 is canceled out, and the state is the same as the state without the torque shift characteristic.

  Further, during the proportional mode, the speed ratio of the toroidal-type continuously variable transmission mechanism 5 is larger than the reference target speed ratio (reference target speed ratio), so that it is relatively smooth even when shifting to the transition region. Can shift from the proportional mode (L2).

  Then, when shifting to the inverse proportional mode (L1) beyond the transition region, the target speed ratio is corrected so that the speed ratio is larger than the reference target speed ratio by the variation due to the torque shift characteristics (the chain line in FIG. 8). . As a result, as shown in FIG. 8, in the inversely proportional mode (L1) after the mode is switched, the actual speed ratio is the same as or close to the reference target speed ratio. It is possible to suppress or prevent the occurrence of a shift shock without preventing a large change and without instantaneously switching the gear ratio of the toroidal type continuously variable transmission mechanism 5.

  Next, with reference to FIG. 9, a case where the proportional mode is shifted to the inverse proportional mode by so-called kick down will be described. The so-called kick down means that the gear ratio is switched to a lower speed ratio when the accelerator pedal is depressed largely or suddenly.

  When the proportional mode is switched to the inversely proportional mode by this so-called kick down, in the proportional mode, a positive torque is input to the toroidal continuously variable transmission mechanism 5, so that the toroidal type as shown on the left side of FIG. The actual speed ratio that is the actual speed ratio of the continuously variable transmission mechanism 5 is lower than the reference target speed ratio (reference target speed ratio).

  Therefore, the control unit 14 provided in the transmission 1 corrects the target speed ratio that is added to the reference target speed ratio by an amount below the reference target speed ratio so that the actual speed ratio becomes the reference target speed ratio. The mechanism 5 is controlled. In the present embodiment, the target speed ratio is corrected based on the torque shift characteristic shown in FIG. 2 in the proportional mode before switching by so-called kick down. May be corrected. This also can suppress shift shock.

  Further, when switching from the proportional mode to the inverse proportional mode, both the clutches 91 and 92 are temporarily connected. At this time, since the toroidal type continuously variable transmission mechanism 5 receives both positive and negative torques and cancels each other, the actual transmission ratio matches the target transmission ratio.

  Then, when switching from the proportional mode to the inverse proportional mode, negative torque is input to the toroidal continuously variable transmission mechanism 5, so that the actual speed of the toroidal continuously variable transmission mechanism 5 is shown in the right side of FIG. The ratio will be higher than the reference target speed ratio.

  Accordingly, the control unit 14 controls the toroidal-type continuously variable transmission mechanism 5 by correcting the target speed ratio so that the actual speed ratio becomes the reference target speed ratio, and the target speed ratio is decreased from the reference target speed ratio.

  Next, switching from the inverse proportional mode to the proportional mode when the speed ratio of the transmission 1 increases after the accelerator pedal is returned will be described with reference to FIG. The control unit 14 selects a gear ratio from the traveling speed of the vehicle and the engine speed. Here, when the driver releases the accelerator pedal and the engine speed decreases, the transmission ratio as a whole of the transmission 1 may shift to the high speed side.

  At this time, the case of shifting from the inverse proportional mode to the proportional mode will be described. When switching from the inversely proportional mode to the proportional mode, in the inversely proportional mode, a positive torque is input to the toroidal continuously variable transmission mechanism 5, so that the toroidal continuously variable transmission mechanism 5 of the toroidal continuously variable transmission mechanism 5 is shown in FIG. The actual speed ratio that is the actual speed ratio is lower than the reference target speed ratio.

  Therefore, the control unit 14 provided in the transmission 1 corrects the target speed ratio that is added to the reference target speed ratio by an amount below the reference target speed ratio so that the actual speed ratio becomes the reference target speed ratio. The mechanism 5 is controlled.

  Further, when switching from the inverse proportional mode to the proportional mode, both the clutches 91 and 92 are temporarily connected. At this time, since the toroidal type continuously variable transmission mechanism 5 receives both positive and negative torques and cancels each other, the actual transmission ratio matches the target transmission ratio.

  When the inversely proportional mode is switched to the proportional mode, negative torque is input to the toroidal-type continuously variable transmission mechanism 5, so that the actual speed of the toroidal-type continuously variable transmission mechanism 5 is shown in the right side of FIG. The ratio will be higher than the reference target speed ratio.

  Accordingly, the control unit 14 controls the toroidal-type continuously variable transmission mechanism 5 by correcting the target speed ratio so that the actual speed ratio becomes the reference target speed ratio, and the target speed ratio is decreased from the reference target speed ratio.

  In the present embodiment, the internal combustion engine has been described as the drive source. However, the drive source of the present invention is not limited to this, and an electric motor such as a motor / generator may be used.

  FIG. 11 shows changes in the speed line when switching from the inverse proportional mode to the proportional mode during acceleration when the lowest points of the speed ratio of the conventional toroidal-type continuously variable transmission mechanism in the inverse proportional mode and the proportional mode are matched. Is shown. As is apparent from FIG. 11, in the inverse proportional mode, the speed line moves upward. In the proportional mode, the speed line moves downward. Therefore, it can be seen that the speed ratio of the entire transmission changes greatly as indicated by the horizontal arrows in FIG. 11 at the moment of switching to the proportional mode. Therefore, a shift shock is likely to occur during mode switching.

DESCRIPTION OF SYMBOLS 1 ... Transmission, 11 ... Flywheel, 12 ... Starting clutch, 13 ... Differential gear, 14 ... Control part, 2 ... Input shaft, 3 ... Output shaft (output member), 3a ... Output gear, 3b ... Parking gear, 4 ... intermediate shaft, 5 ... toroidal-type continuously variable transmission mechanism, 51 ... input side disk, 52 ... output side disk, 52a ... external teeth, 53 ... power roller, 53a ... rotating shaft, 53b ... swing shaft (trunnion), 6 ... idle gear train, 61 ... first intermediate gear, 62 ... second intermediate gear, 63 ... third intermediate gear, 7 ... planetary gear mechanism (differential mechanism), 71 ... sun gear, 72 ... ring gear, 73 ... pinion, 74 ... carrier, 81 ... first transmission gear, 82 ... second transmission gear, 83 ... third transmission gear, 91 ... first clutch (high speed clutch), 92 ... second clutch (low speed clutch), L1 ... inverse proportion mode Linear low-speed mode), L1a ... nadir line L2 ... proportional mode (high speed mode), L2a ... nadir, X ... fluctuation range.

Claims (3)

An input shaft to which the power of the drive source is transmitted;
An output member;
Toroidal type continuously variable transmission mechanism,
A transmission comprising a differential mechanism,
A low-speed clutch that is connected when realizing a low-speed mode that increases a transmission gear ratio, and that is disconnected when realizing a high-speed mode that decreases a transmission gear ratio;
A high-speed clutch that is connected when the high-speed mode is realized and is disconnected when the low-speed mode is realized, and a control unit that switches a connection state of the clutch.
The control unit switches between the low speed mode and the high speed mode at a preset switching point by controlling connection and disconnection of the clutch,
When the mode is switched between the low-speed mode and the high-speed mode, the control unit selects one of the low-speed clutch and the high-speed clutch as one of the clutches in the connected state and the other as the clutch in the open state. as the clutch, it shifts after connecting the said other clutch, the connection of the one clutch disconnection one transition region,
Torque detection means for detecting the magnitude and direction of torque passing through the toroidal type continuously variable transmission mechanism are provided,
Storage means for storing the relationship between the torque passing through the toroidal type continuously variable transmission mechanism and the shift amount of the transmission ratio, which is obtained in advance in each of the modes, is provided.
Gear ratio deviation amount calculating means for obtaining a gear ratio deviation amount of the toroidal-type continuously variable transmission mechanism based on the torque detected by the torque detecting means and the relationship stored in the storage means is provided;
The switching point is set to the most than the low speed side gear ratio Re not determined by the speed ratio deviation amount calculation unit amount amount corresponding high speed side of the toroidal type continuously variable transmission mechanism,
When switching from one mode to the other mode between the low speed mode and the high speed mode, in the one mode before switching, the target gear ratio of the toroidal type continuously variable transmission mechanism is calculated by the gear ratio deviation amount calculation means. A transmission characterized by correcting to a low speed side by a determined deviation amount. The transmission according to claim 1, wherein
The toroidal continuously variable transmission mechanism includes an input-side disk that rotates together with the input shaft, and an output-side disk that transmits torque to and from the input-side disk via a power roller.
In the state of the low speed mode, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the output side disk to the input side disk,
In the state of the high speed mode, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the input side disk to the output side disk,
The one mode is a high speed mode when the vehicle is accelerating and when switching from the high speed mode to the low speed mode,
The other mode is a low speed mode when the vehicle is accelerating and when switching from the high speed mode to the low speed mode,
When the vehicle is accelerating and switching from the high speed mode to the low speed mode, the control unit sets the target gear ratio of the toroidal type continuously variable transmission mechanism to the gear ratio deviation amount in the high speed mode before the transition. Correct to the high speed side by the amount of deviation obtained by the calculation means,
In the low-speed mode after the shift, the transmission is characterized in that the target gear ratio of the toroidal type continuously variable transmission mechanism is corrected to the low-speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means. The transmission according to claim 1, wherein
The toroidal continuously variable transmission mechanism includes an input-side disk that rotates together with the input shaft, and an output-side disk that transmits torque to and from the input-side disk via a power roller.
In the state where the vehicle is decelerating and in the low speed mode, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the input side disk to the output side disk,
When the vehicle is decelerating and in the high speed mode, torque passing through the toroidal type continuously variable transmission mechanism is transmitted from the output side disk to the input side disk,
The one mode is a low speed mode when the vehicle is decelerating and when switching from the low speed mode to the high speed mode,
The other mode is a high speed mode when the vehicle is decelerating and when switching from the low speed mode to the high speed mode,
When the vehicle is decelerating and the low speed mode is switched from the low speed mode to the high speed mode, the control unit sets the target speed ratio of the toroidal-type continuously variable transmission mechanism to the speed change ratio at that time. Correct to the high speed side by the amount of deviation obtained by the relative deviation amount calculation means,
In the high speed mode after the shift, the transmission is characterized in that the target gear ratio of the toroidal type continuously variable transmission mechanism is corrected to the low speed side by the amount of deviation obtained by the gear ratio deviation amount calculating means.

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