JP6186318B2 - Shift control device for continuously variable transmission - Google Patents

Description

  The present invention relates to a shift control device for a crank type continuously variable transmission.

  For example, Patent Document 1 describes a continuously variable transmission that converts the rotation of an input shaft connected to an engine into a reciprocating motion of a connecting rod, and converts the reciprocating motion of the connecting rod into a rotational motion of an output shaft by a one-way clutch. Has been.

JP 2012-1048 A

  FIG. 14 is a diagram illustrating the speed change principle of the continuously variable transmission described in Patent Document 1. In FIG. In the continuously variable transmission described in Patent Document 1, the phase difference between the eccentric disk synchronized with the crankshaft and the pinion shaft is changed from the rotation radius (eccentric amount R1) = 0, and the geared neutral ( In GN), it is possible to shift at a ratio from a gear ratio ∞ to an overdrive (OD: minimum gear ratio). In the continuously variable transmission, the radius of rotation (the amount of eccentricity R1) is changed depending on the rotation angle of the speed change actuator (motor) that adjusts the phase difference between the eccentric disk and the pinion shaft.

  When the continuously variable transmission is in a geared neutral (GN) state, the driving force of the engine is not transmitted to the output shaft, so the vehicle equipped with the continuously variable transmission is stopped. When the accelerator pedal (AP) is stepped on while the vehicle is stopped, the speed change actuator is driven so that the amount of eccentricity R1 increases, and the torque on the output shaft of the continuously variable transmission (hereinafter referred to as “output shaft torque”) is a predetermined value or more. Then the vehicle starts.

  FIG. 15 is a diagram exemplarily illustrating a relationship among the rotation angle of the speed change actuator, the eccentricity R1, and the output shaft torque. In the vehicle stop state, the speed change actuator stands by at a rotation angle (eccentric amount R1 = 0) corresponding to the geared neutral (GN) state.

  In this state, when the accelerator pedal (AP) is depressed (AP on: time t0) and the eccentric amount R1 is gradually increased, the gears constituting the speed change actuator have backlash (backlash). Even if the actuator rotates, there is a time lag (backlash region) until the actual amount of eccentricity R1 increases. For this reason, the amount of eccentricity R1 does not increase in the range from time t0 to time t1.

  When the backlash is clogged and the actual amount of eccentricity R1 gradually increases from zero from time t1, the output shaft torque increases accordingly. In FIG. 15, when the time t1 is exceeded, the amount of eccentricity R1 increases, and the output shaft torque also increases accordingly. However, since the output shaft torque up to time t2 is less than the static frictional force of the vehicle (tire), the vehicle does not start.

  When the output shaft torque that can overcome the static frictional force of the vehicle (tire) is reached at time t2, the vehicle starts to move. At this point, the driver (driver) can experience the starting driving force of the vehicle.

  Thus, after the accelerator pedal (AP) is stepped on, the shift actuator is rotated to increase the eccentricity R1, and until the driver can feel the starting drive force of the vehicle, the backlash of the shift actuator (back) Rush) and the response at the time of start-up may be reduced from the viewpoint of overcoming the static frictional force.

  When the vehicle is stopped, the rotation angle of the speed change actuator is rotated as much as the standby control value to cancel backlash (backlash) of the speed change actuator, so that a reduction in responsiveness due to backlash can be improved.

  In addition, when the vehicle is stopped, the rotation angle of the speed change actuator is rotated in advance to output the output shaft torque that balances with the static frictional force in addition to the backlash as the standby control value. It is possible to improve a decrease in responsiveness due to overcoming frictional force.

  For this reason, in order to improve the reduction in responsiveness caused by backlash and static frictional force when the vehicle is stopped, the eccentric amount R1 can be set to any value by rotating the speed change actuator in advance. I need to know what to do. That is, if the value of the amount of eccentricity R1 immediately before the vehicle in a stopped state is acquired, a decrease in responsiveness at the time of starting can be improved.

  An object of the present invention is to provide a transmission control device for a continuously variable transmission that can acquire an eccentricity value immediately before a vehicle in a stopped state starts.

In order to achieve the above object, the invention described in claim 1
An input shaft (for example, an input shaft 2 in an embodiment described later) to which a driving force from a drive source (for example, an internal combustion engine E in an embodiment described later) mounted on the vehicle is transmitted;
An output shaft (for example, an output shaft 3 in an embodiment described later) disposed in parallel with the input shaft;
An eccentric mechanism (for example, an eccentric amount in an embodiment to be described later) that is rotatable about the input shaft and that has a variable amount of eccentricity from an axis of the input shaft (for example, a rotation center axis P1 in the embodiment described later). An adjustment mechanism 4) and a rocking link (for example, a rocking link 18 in an embodiment described later) pivotally supported by the output shaft, and the rotational movement of the input shaft is controlled by the rocking link. A lever crank mechanism (for example, a lever crank mechanism 20 in an embodiment to be described later) that converts to dynamic motion;
The swing link is fixed to the output shaft when the swing link is about to rotate to one side around the output shaft, and the swing shaft is fixed to the output shaft when the swing link is about to rotate to the other side. Shifting of a continuously variable transmission (for example, a continuously variable transmission 1 in a later-described embodiment) including a one-way rotation prevention mechanism (for example, a one-way clutch 17 in a later-described embodiment) that idles a swing link. A control device,
An eccentricity control unit that controls the amount of eccentricity in the eccentric mechanism (for example, an eccentricity control unit 103 in an embodiment described later);
An output shaft torque information acquisition unit (for example, an output shaft torque information acquisition unit 105 in an embodiment described later) for acquiring output shaft torque information indicating torque transmitted to the output shaft;
When the driving source outputs driving force but the vehicle is stopped, the eccentricity control unit controls the eccentricity to increase, and the torque indicated by the output shaft torque information is greater than or equal to a target value. A pre-starting eccentricity setting unit (e.g., a pre-starting eccentricity setting unit 109 in an embodiment described later) that sets the eccentricity when the vehicle has started to the eccentricity before starting immediately before the vehicle starts. ,
The target value is a value set in advance as torque transmitted to the output shaft immediately before the vehicle in a stopped state starts.
The invention described in claim 2
An input shaft (for example, an input shaft 2 in an embodiment described later) to which a driving force from a drive source (for example, an internal combustion engine E in an embodiment described later) mounted on the vehicle is transmitted;
An output shaft (for example, an output shaft 3 in an embodiment described later) disposed in parallel with the input shaft;
An eccentric mechanism (for example, an eccentric amount in an embodiment to be described later) that is rotatable about the input shaft and that has a variable amount of eccentricity from an axis of the input shaft (for example, a rotation center axis P1 in an embodiment to be described later). An adjustment mechanism 4) and a rocking link (for example, a rocking link 18 in an embodiment described later) pivotally supported by the output shaft, and the rotational movement of the input shaft is controlled by the rocking link. A lever crank mechanism (for example, a lever crank mechanism 20 in an embodiment to be described later) that converts to dynamic motion;
The swing link is fixed to the output shaft when the swing link is about to rotate to one side around the output shaft, and the swing shaft is fixed to the output shaft when the swing link is about to rotate to the other side. A one-way rotation prevention mechanism (for example, a one-way clutch 17 in an embodiment described later) that idles the swing link,
A plurality of lever crank mechanisms are provided, and each eccentric mechanism of the plurality of lever crank mechanisms is a continuously variable transmission (for example, a non-continuous transmission in an embodiment described later) arranged eccentrically at a predetermined angle in the circumferential direction of the input shaft. A transmission control device for a step transmission 1),
An eccentricity control unit that controls the amount of eccentricity in the eccentric mechanism of the plurality of lever crank mechanisms (for example, an eccentricity control unit 103 in an embodiment described later);
An output shaft torque information acquisition unit (for example, an output shaft torque information acquisition unit 105 in an embodiment described later) for acquiring output shaft torque information indicating torque transmitted to the output shaft;
An average value calculation unit (for example, an average value calculation unit 107 in an embodiment described later) that calculates an average value per unit time of torque indicated by the output shaft torque information;
When the drive source outputs driving force but the vehicle is stopped, the eccentricity control unit controls the eccentricity to increase, and the average value calculated by the average value calculation unit is the target. A pre-starting eccentricity setting unit (for example, a pre-starting eccentricity setting unit 109 in an embodiment described later) that sets the eccentricity when the vehicle is equal to or greater than a value to an eccentricity before starting immediately before starting the vehicle; With
The target value is a value set in advance as torque per unit time transmitted to the output shaft immediately before the vehicle in a stopped state starts.

The invention according to claim 3 is the invention according to claim 1 or 2 ,
The drive source outputs driving force, but when the vehicle is stopped, the eccentric amount control unit controls the eccentric amount to increase, but the eccentric amount is at least once during the control. When it decreases, the pre-starting eccentricity setting unit does not set the pre-starting eccentricity.

In the invention according to claim 4 , in the invention according to any one of claims 1 to 3 ,
The eccentricity control unit controls the eccentricity to increase stepwise every predetermined time and to keep the eccentricity constant during the predetermined time.

The invention according to claim 5 is the invention according to claim 4 ,
It said increased amount of the eccentricity of each predetermined time is smaller as the difference between the average value and the target value per unit time of the torque indicated by torque or the output shaft torque information indicated by the output shaft torque information is small.

The invention according to claim 6 is the invention according to any one of claims 1 to 5,
After the pre-starting eccentricity setting unit sets the pre-starting eccentricity setting unit, the eccentricity control unit controls the eccentricity while the vehicle is stopped to be the pre-starting eccentricity.

According to the first aspect of the present invention, the predetermined value is a value indicating the torque immediately before the vehicle in the stopped state starts, so that the eccentric amount when the torque immediately before the vehicle overcomes the static friction force that is stopped is output. Can be obtained as the amount of eccentricity before starting.
According to the invention of claim 2, by calculating the average value per unit time, a value in which the pulsation of the torque transmitted to the output shaft is suppressed can be obtained.

According to the invention of claim 3 , even if the amount of eccentricity decreases during the control by the amount-of-eccentricity control unit due to an external factor or the like, the torque tends to increase on the output shaft. For this reason, even if the amount of eccentricity is increased again after the decrease, the amount of eccentricity when the torque indicated by the output shaft torque information exceeds a predetermined value includes an error. Therefore, the eccentric amount including the error is not set to the eccentric amount before starting.

According to the invention of claim 4, the torque transmitted to the output shaft corresponding to the amount of eccentricity is controlled by increasing the amount of eccentricity step by step every predetermined time and controlling the amount of eccentricity during the predetermined time to be constant. The time until it stabilizes can be secured. As a result, it is possible to prevent overshoot of the eccentric amount when the torque indicated by the output shaft torque information is equal to or greater than a predetermined value.

According to the fifth aspect of the present invention, since the amount of increase in the eccentric amount is initially large and gradually decreases, overshoot of the eccentric amount before starting can be prevented.

  According to the invention of claim 6, since the eccentric amount before starting is set as the eccentric amount immediately before starting, the responsiveness at the time of starting is improved. That is, no time lag occurs between the time when the accelerator pedal is depressed and the vehicle actually starts when the vehicle is stopped.

It is a block diagram which shows the internal structure of the vehicle containing the continuously variable transmission of this embodiment. It is sectional drawing which shows the structure of the continuously variable transmission of this embodiment. FIG. 3 is an axial view of an eccentricity adjustment mechanism, a connecting rod, and a swing link of the continuously variable transmission of FIG. 2. It is a figure which shows the change of eccentricity by the eccentricity adjustment mechanism of the continuously variable transmission of FIG. It is a figure which shows the relationship between the change of the eccentric amount by the eccentric amount adjustment mechanism of this embodiment, and the rocking | swiveling angle range of the rocking | fluctuation motion of a rocking | fluctuation link. It is a graph which shows the change of the angular velocity of the rocking | fluctuation link with respect to the change of the rotation radius of the rotation radius adjustment mechanism of the continuously variable transmission of FIG. 3 is a graph showing a state where an output shaft is rotated by a lever crank mechanism of the continuously variable transmission of FIG. 2. It is a graph which shows an example of a change of output shaft torque at the time of increasing eccentricity R1 from 0. The swing angle and torque transmission state of each swing link in the six lever crank mechanisms when the eccentric amount is controlled so that the vehicle does not start, and each swing link when the eccentric amount decreases. It is a figure which shows a rocking | fluctuation angle and a torque transmission state. It is a block diagram which shows the internal structure of management ECU. It is a graph which shows an example of each time change of instruction value R1_cmd of eccentricity amount R1 by an eccentricity amount control part of this embodiment, and output shaft torque. It is a graph which shows the relationship between the increase amount of instruction | indication value R1_cmd for every predetermined time tp by the eccentric amount control part, and the difference D of the output shaft torque and target value in fixed time Tc. It is a flowchart which shows operation | movement of management ECU. It is a figure which illustrates the speed change principle of the continuously variable transmission described in patent document 1. FIG. It is a figure which shows the relationship between the rotation angle of a speed-change actuator, the amount of eccentricity, and output shaft torque exemplarily.

  Hereinafter, embodiments of the present invention will be exemplarily described in detail. However, the components described in this embodiment are merely examples, and the technical scope of the present invention is determined by the scope of the claims, and is not limited by the following individual embodiments. Absent.

  FIG. 1 is a block diagram showing an internal configuration of a vehicle including a continuously variable transmission according to this embodiment. The continuously variable transmission 1 mounted on the vehicle shown in FIG. 1 transmits the driving force from the internal combustion engine E to the drive wheels W and W via the left and right axles S. The vehicle further includes an actuator 14, a power transmission switching mechanism SC, a differential gear D, a management ECU 31, and an output shaft torque sensor 33. In FIG. 1, dotted arrows indicate value data, and solid arrows indicate control signals including instruction contents.

  The actuator 14 is an electric motor that drives the eccentric mechanism of the continuously variable transmission 1 to change the gear ratio (ratio) of the continuously variable transmission 1, and operates so that the rotation shaft has an operation angle instructed from the management ECU 31. . The power transmission switching mechanism SC can switch the vehicle shift position to any of a parking range, a reverse range, a neutral range, and a drive range. Note that the power transmission path between the continuously variable transmission 1 and the drive wheels W, W when the neutral range is selected is cut off. The differential gear D absorbs the rotational difference between the left and right drive wheels W, W.

  The management ECU 31 controls the actuator 14, the internal combustion engine E, the power transmission switching mechanism SC, and the like. As described above, since the gear ratio of the continuously variable transmission 1 is changed according to the operating angle of the actuator 14, the gear ratio of the continuously variable transmission T is controlled by the management ECU 31 controlling the actuator 14. The output shaft torque sensor 33 measures torque transmitted to the output shaft of the continuously variable transmission 1.

<Structure of continuously variable transmission>
With reference to FIG. 2 and FIG. 3, the structure of the continuously variable transmission 1 of this embodiment is demonstrated. The continuously variable transmission 1 of the present embodiment is a transmission that can change the speed ratio i (i = rotational speed of the input shaft / rotational speed of the output shaft) to infinity (∞) and set the rotational speed of the output shaft to “0”. This is a kind of so-called IVT (Infinity Variable Transmission).

  The continuously variable transmission 1 of this embodiment includes an input shaft 2, an output shaft 3, and six eccentricity adjustment mechanisms 4. The output shaft 3 has a hollow structure, and a drive shaft S disposed through the output shaft 3 is connected to left and right wheels W (drive wheels) of the vehicle. A power transmission switching mechanism SC and a differential gear D are arranged on the right end side of the output shaft 3.

  The input shaft 2 is formed of a hollow member, and is driven to rotate about the rotation center axis P <b> 1 by receiving a driving force from the internal combustion engine E.

  The output shaft 3 is disposed in parallel to the input shaft 2 at a position separated from the input shaft 2 in the horizontal direction, and transmits driving force to the drive shaft S of the automobile via the power transmission switching mechanism SC and the differential gear D. .

  Each of the eccentricity adjustment mechanisms 4 is a driving force input unit, and is provided so as to rotate about the rotation center axis P1 of the input shaft 2, and a cam disk 5 as a cam part, an eccentric disk 6 as an eccentric member, And a pinion shaft 7.

  The cam disks 5 have a disk shape, and are provided in pairs on the input shaft 2 so as to be eccentric from the rotation center axis P <b> 1 of the input shaft 2 and rotate integrally with the input shaft 2. Each set of cam disks 5 is set so as to have a phase difference of 60 °, and the six sets of cam disks 5 are arranged so as to make a round in the circumferential direction of the input shaft 2.

  The eccentric disk 6 has a disk shape, and is provided with a receiving hole 6a at a position eccentric from the center P3, and a set of cam disks 5 are rotatably supported so as to sandwich the receiving hole 6a.

  The center of the receiving hole 6a of the eccentric disk 6 is a distance Ra from the rotation center axis P1 of the input shaft 2 to the center P2 of the cam disk 5 (center of the receiving hole 6a) and the center P2 of the cam disk 5 to the eccentric disk 6. The distance Rb to the center P3 is the same. Further, in the receiving hole 6 a of the eccentric disk 6, internal teeth 6 b are formed on the inner peripheral surface sandwiched between the set of cam disks 5.

  The pinion shaft 7 is disposed concentrically with the input shaft 2 in the hollow portion of the input shaft 2, and is supported on the inner peripheral surface of the input shaft 2 via a pinion bearing 7b so as to be relatively rotatable. Further, external teeth 7 a are provided on the outer peripheral surface of the pinion shaft 7. Further, a differential mechanism 8 is connected to the pinion shaft 7.

  Between the pair of cam disks 5 on the input shaft 2, a notch hole 2 a is formed at a location facing the eccentric direction of the cam disk 5 so that the inner peripheral surface communicates with the outer peripheral surface. Accordingly, the outer teeth 7 a of the pinion shaft 7 mesh with the inner teeth 6 b of the receiving holes 6 a of the eccentric disk 6.

  The differential mechanism 8 is a planetary gear mechanism, and includes a sun gear 9, a first ring gear 10 coupled to the input shaft 2, a second ring gear 11 coupled to the pinion shaft 7, the sun gear 9 and the first ring gear 10. The carrier 13 supports a stepped pinion 12 including a large-diameter portion 12a that meshes with the small-diameter portion 12b that meshes with the second ring gear 11 so that the stepped pinion 12 can rotate and revolve. The sun gear 9 of the differential mechanism 8 is connected to a rotating shaft 14a of an actuator 14 for driving the pinion shaft 7 (eccentric amount adjusting drive source).

  When the rotational speed of the actuator 14 is the same as the rotational speed of the input shaft 2, the sun gear 9 and the first ring gear 10 rotate at the same speed, and the sun gear 9, the first ring gear 10, and the second ring gear 11 are rotated. And the four elements of the carrier 13 are in a locked state where relative rotation is impossible, and the pinion shaft 7 connected to the second ring gear 11 rotates at the same speed as the input shaft 2.

  When the rotational speed of the actuator 14 is made slower than the rotational speed of the input shaft 2, the rotational speed of the sun gear 9 is Ns, the rotational speed of the first ring gear 10 is NR1, and the gear ratio between the sun gear 9 and the first ring gear 10 (first When j is the number of teeth of one ring gear 10 / the number of teeth of the sun gear 9, the rotation speed of the carrier 13 is (j · NR1 + Ns) / (j + 1). Further, the gear ratio between the sun gear 9 and the second ring gear 11 ((number of teeth of the second ring gear 11 / number of teeth of the sun gear 9) × (number of teeth of the large diameter portion 12a of the stepped pinion 12 / number of teeth of the small diameter portion 12b). ) Is k, the rotation speed of the second ring gear 11 is {j (k + 1) NR1 + (k−j) Ns} / {k (j + 1)}.

  Therefore, when the rotational speed of the actuator 14 is made slower than the rotational speed of the input shaft 2 and the rotational speed of the input shaft 2 to which the cam disk 5 is fixed and the rotational speed of the pinion shaft 7 are the same. The eccentric disk 6 rotates together with the cam disk 5. On the other hand, when there is a difference between the rotational speed of the input shaft 2 and the rotational speed of the pinion shaft 7, the eccentric disk 6 rotates the periphery of the cam disk 5 around the center P <b> 2 of the cam disk 5.

  As shown in FIG. 3, the eccentric disk 6 is eccentric with respect to the cam disk 5 so that the distance Ra from P1 to P2 and the distance Rb from P2 to P3 are the same. Therefore, the center P3 of the eccentric disk 6 is positioned on the same line as the rotation center axis P1 of the input shaft 2, and the distance between the rotation center axis P1 of the input shaft 2 and the center P3 of the eccentric disk 6, that is, the eccentric amount R1 is set. It can also be set to “0”.

  A connecting rod 15 is rotatably supported on the outer edge of the eccentric disk 6. The connecting rod 15 has a large-diameter large-diameter annular portion 15a at one end and a small-diameter small-diameter annular portion 15b at the other end. The large-diameter annular portion 15 a of the connecting rod 15 is supported on the outer edge portion of the eccentric disk 6 via a connecting rod bearing 16.

  A swing link 18 is connected to the output shaft 3 via a one-way clutch 17 (one-way clutch) as a one-way rotation prevention mechanism. The one-way clutch 17 fixes the swing link 18 with respect to the output shaft 3 when trying to rotate to one side around the rotation center axis P4 of the output shaft 3, and outputs when trying to rotate to the other side. The swing link 18 is idled with respect to the shaft 3.

  The swing link 18 is provided with a swing end portion 18a, and the swing end portion 18a is provided with a pair of projecting pieces 18b formed so as to sandwich the small-diameter annular portion 15b in the axial direction. Yes. The pair of projecting pieces 18b are formed with through holes 18c corresponding to the inner diameter of the small-diameter annular portion 15b. The connecting rod 15 and the swing link 18 are connected by inserting the connecting pin 19 into the through hole 18c and the small-diameter annular portion 15b. Further, the swing link 18 is provided with an annular portion 18d.

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

  As shown in FIG. 3, in the continuously variable transmission 1 of the present embodiment, the eccentricity adjusting mechanism 4, the connecting rod 15, and the swing link 18 constitute a lever crank mechanism 20 (four-bar link mechanism). ing.

  The lever crank mechanism 20 converts the rotational motion of the input shaft 2 into a swing motion of the swing link 18 around the rotation center axis P4 of the output shaft 3. As shown in FIG. 2, the continuously variable transmission 1 of this embodiment includes a total of six lever crank mechanisms 20.

  In the lever crank mechanism 20, when the eccentric amount R1 of the eccentric amount adjusting mechanism 4 is not "0", when the input shaft 2 and the pinion shaft 7 are rotated at the same speed, each connecting rod 15 changes its phase by 60 degrees. Then, the swing link 18 is swung by alternately pressing between the input shaft 2 and the output shaft 3 toward the output shaft 3 and pulling toward the input shaft 2.

  Since the one-way clutch 17 is provided between the swing link 18 and the output shaft 3, when the swing link 18 is pushed, the swing link 18 is fixed and attached to the output shaft 3. When torque due to the swinging motion of the swing link 18 is transmitted to rotate the output shaft 3 and the swing link 18 is pulled, the swing link 18 is idled and the swing link 18 is moved to the output shaft 3. Torque due to rocking motion is not transmitted. Since the six eccentricity adjustment mechanisms 4 are arranged by changing the phase by 60 degrees, the output shaft 3 is driven to rotate in turn by the six eccentricity adjustment mechanisms 4.

  Further, in the continuously variable transmission 1 according to the present embodiment, the eccentric amount R1 can be adjusted by the eccentric amount adjusting mechanism 4 as shown in FIG.

  FIG. 4A shows a state in which the eccentric amount R1 is set to “maximum”, and the rotation center axis P1 of the input shaft 2, the center P2 of the cam disk 5, and the center P3 of the eccentric disk 6 are aligned. The pinion shaft 7 and the eccentric disk 6 are located. In this case, the gear ratio i is minimized. FIG. 4B shows a state where the eccentric amount R1 is set to “medium” which is smaller than that in FIG. 4A, and FIG. 4C shows that the eccentric amount R1 is smaller than that in FIG. Is shown. The gear ratio i is “medium” which is larger than the gear ratio i in FIG. 4A in FIG. 4B, and “large” which is larger than the gear ratio i in FIG. 4B in FIG. Shows the state. FIG. 4D shows a state where the eccentricity R1 is set to “0”, and the rotation center axis P1 of the input shaft 2 and the center P3 of the eccentric disk 6 are located concentrically. In this case, the gear ratio i is infinite (∞).

  FIG. 5 shows the relationship between the change of the eccentric amount R1 by the eccentric amount adjusting mechanism 4 of the present embodiment and the swing angle range of the swing motion of the swing link 18.

  FIG. 5A shows the case where the eccentric amount R1 is “maximum” in FIG. 4A (when the gear ratio i is the minimum), and FIG. 5B shows the amount of eccentricity R1 in FIG. FIG. 5C shows the case where the eccentric amount R1 is “small” in FIG. 4C (when the gear ratio i is large). The swing range θ2 of the swing link 18 with respect to the rotational movement of the eccentricity adjusting mechanism 4 is shown. Here, the distance from the rotation center axis P4 of the output shaft 3 to the connecting point of the connecting rod 15 and the swinging end portion 18a, that is, the center P5 of the connecting pin 19, is the length R2 of the swinging link 18.

  As is apparent from FIG. 5, as the eccentric amount R1 decreases, the swing angle range θ2 of the swing link 18 becomes narrower, and when the eccentric amount R1 becomes “0”, the swing link 18 Will no longer swing.

  FIG. 6 shows the angular velocity ω associated with the change in the eccentric amount R1 of the eccentricity adjusting mechanism 4 with the phase θ1 of the eccentricity adjusting mechanism 4 of the continuously variable transmission 1 as the horizontal axis and the angular velocity ω of the swing link 18 as the vertical axis. It is a figure which shows the relationship of a change. As is apparent from FIG. 6, it can be seen that the angular velocity ω of the swing link 18 increases as the eccentric amount R1 increases (the transmission ratio i decreases). FIG. 7 shows each swing link 18 with respect to the phase θ1 of the eccentricity adjusting mechanism 4 when the six eccentricity adjusting mechanisms 4 are rotated (when the input shaft 2 and the pinion shaft 7 are rotated at the same speed). It is a figure which shows the angular velocity (omega) of. It can be seen from FIG. 7 that the output shaft 3 is smoothly rotated by the six lever crank mechanisms 20.

<Acquisition of eccentricity before starting>
In this embodiment, in order to improve the responsiveness at the time of start of the vehicle on which the above-described continuously variable transmission 1 is mounted, an eccentric amount (pre-start eccentric amount) R1s immediately before the stopped vehicle starts. . If the eccentric amount R1 is controlled to be the eccentric amount R1s before starting while the vehicle is stopped, there is no time lag between the time when the accelerator pedal is stepped on and the actual starting, so the response at the time of starting is improved.

  One method for obtaining the eccentricity R1s before starting is to measure the eccentricity R1 when the vehicle actually starts moving from a stopped state. According to this method, as shown in the graph of FIG. 8A, the eccentric amount R1 is monotonously increased from 0 while the vehicle is stopped, and the eccentric amount R1 when the vehicle actually starts to be measured is measured. As shown in the graph on the (b) side of FIG. 8, when the eccentric amount R1 decreases due to an external factor or the like during the increase control of the eccentric amount R1, an accurate pre-starting eccentric amount R1s is acquired. I can't. This is because the torque (output shaft torque) tends to increase in the output shaft 3 of the continuously variable transmission 1 even if the eccentric amount R1 decreases during the increase control of the eccentric amount R1. In the graph on the (b) side shown in FIG. 8, the eccentric amount R1 decreases twice during the increase control of the eccentric amount R1, but the output shaft torque continues to increase without changing from the graph on the (a) side. ing.

  FIG. 9 shows the swing angle and torque transmission state of each swing link in the six lever crank mechanisms when the eccentric amount is controlled so that the vehicle does not start, and each when the eccentric amount decreases. It is a figure which shows the rocking | fluctuation angle and torque transmission state of a rocking | fluctuation link. In the example shown in the graph on the (a) side of FIG. 9, the swing links # 1, # 3, and # 5 rotate in the torque transmission direction indicated by the solid arrow with respect to the output shaft 3, and thus the one-way clutch 17 The torque is transmitted to the output shaft 3 by being fixed to the output shaft 3 via On the other hand, the swing links # 2, # 4, and # 6 rotate in the torque release direction indicated by the broken-line arrows with respect to the output shaft 3, and thus rotate idle with respect to the output shaft 3. When the eccentric amount R1 is controlled to increase, even if the eccentric amount R1 decreases due to an external factor or the like and the swing range θ2 of the swing link 18 becomes narrow, the swing links # 1, # 3, and # 5 are output shaft 3 The increasing tendency of the torque transmitted to is not changed immediately because the one-way clutch 17 is strongly engaged with each swing link. In particular, since the rocking link # 1 is most strongly engaged, an increasing tendency of the torque transmitted from the rocking link # 1 to the output shaft 3 tends to remain. For this reason, as shown in the graph on the (b) side of FIG. 9, the eccentric amount R1 is reduced and the swing range θ2 is narrowed, but is transmitted from the swing links # 1, # 3, # 5 to the output shaft 3. The increasing tendency of the torque to be applied does not change, and the output shaft torque continues to increase as shown in FIG.

  As described above, in the above method of measuring the amount of eccentricity R1 when the vehicle actually starts moving by increasing the amount of eccentricity R1 monotonically from 0 while the vehicle is stopped, during the increase control of the amount of eccentricity R1, due to an external factor or the like When the amount of eccentricity R1 decreases, the accurate amount of eccentricity R1s before starting cannot be acquired. Therefore, in this embodiment, the eccentricity R1s before start is acquired by the technique described below.

  As shown in FIG. 1, the output shaft 3 of the continuously variable transmission 1 is provided with an output shaft torque sensor 33. The output shaft torque sensor 33 is a pickup sensor or the like that detects the twist amount of the output shaft 3 and measures the output shaft torque according to the twist amount. The output shaft torque sensor 33 may detect the pipe expansion amount of the swing link 18 and measure the output shaft torque according to the pipe expansion amount. “Pipe expansion” means that when the swing link 18 is fixed to the output shaft 3 by the one-way clutch 17 and torque is transmitted to the output shaft 3, the swing link 18 is pushed from the inner diameter side by the one-way clutch 17. That means that the outer diameter increases slightly. The “tube expansion amount” refers to an increase amount of the outer diameter of the swing link 18 at the time of tube expansion.

  A signal indicating the value measured by the output shaft torque sensor 33 (output shaft torque information) is input to the management ECU 31 shown in FIG. The management ECU 31 also receives a signal indicating a brake pedal depression force (BRK depression force).

  FIG. 10 is a block diagram showing an internal configuration of the management ECU 31. As shown in FIG. 10, the management ECU 31 includes an operation start determination unit 101, an eccentricity control unit 103, an output shaft torque information acquisition unit 105, an average value calculation unit 107, and a pre-starting eccentricity setting unit 109. Have.

  The operation start determination unit 101 first determines whether or not the vehicle satisfies a predetermined condition. The predetermined condition is a state where the shift position is the drive range (D range) and the BRK pedaling force is not zero. That is, the shift position is set to the D range, but the predetermined condition is that the vehicle is stopped because the brake pedal is depressed by the driver. When the shift position is in the D range, the internal combustion engine E is naturally driven. As another example of the predetermined condition, when the output shaft 3 of the continuously variable transmission 1 is provided with a brake structure, the shift position is in the parking range (P range) or the neutral range (N range). The predetermined condition may be a state in which the drive wheels W, W and the continuously variable transmission 1 are disconnected and the internal combustion engine E is driven but the output shaft 3 is braked.

  If it is determined that the vehicle satisfies the predetermined condition, the operation start determination unit 101 subsequently determines whether or not the continuously variable transmission 1 is in a geared neutral (GN) state. The operation start determination unit 101 determines that the continuously variable transmission 1 is in the GN state if the instruction value of the eccentric amount R1 sent from the eccentricity control unit 103 to the actuator 14 is zero. If it is determined that the vehicle satisfies a predetermined condition and the continuously variable transmission 1 is in the GN state, the operation start determination unit 101 determines an operation start for acquiring the pre-start eccentricity R1s.

  When the operation start determination unit 101 determines the operation start for acquiring the pre-start eccentricity R1s, the eccentricity control unit 103, the output shaft torque information acquisition unit 105, the average value calculation unit 107, and the pre-start eccentricity setting unit 109 The following operations are performed. The eccentricity control unit 103 outputs an instruction value R1_cmd of the eccentricity R1 to the actuator 14 so that the eccentricity R1 of the eccentricity adjustment mechanism 4 in the continuously variable transmission 1 becomes a desired value. The output shaft torque information acquisition unit 105 acquires a signal (output shaft torque information) indicating a value measured by the output shaft torque sensor 33. The average value calculation unit 107 calculates an average value per unit time of torque (output shaft torque) indicated by the output shaft torque information (hereinafter referred to as “output shaft torque average value”). By calculating the average value of the output shaft torque per unit time, a value in which torque pulsation is suppressed can be obtained.

  The pre-starting eccentricity setting unit 109 immediately before the vehicle starts the instruction value R1_cmd of the eccentricity R1 when the output shaft torque average value is equal to or greater than the target value as a result of the control of the eccentricity R1 by the eccentricity control unit. Is set to the eccentric amount R1s before starting. The target value is a value set in advance as an output shaft torque average value immediately before the stopped vehicle starts. After the eccentricity R1s before starting is set, the eccentricity control unit 103 controls the eccentricity R1 when the vehicle is stopped to become the eccentricity R1s before starting.

  FIG. 11 is a graph illustrating an example of changes over time in the instruction value R1_cmd of the eccentric amount R1 and the output shaft torque by the eccentric amount control unit 103 of the present embodiment. In FIG. 11, the output shaft torque average value is indicated by a one-dot chain line. As shown in FIG. 11, the eccentricity control unit 103 controls the instruction value R1_cmd to increase stepwise at a predetermined time tp so that the value of the instruction value R1_cmd during the predetermined time tp is constant. Even if the actuator 14 receives the high instruction value R1_cmd, it takes time (transient response time of the output shaft torque) until the output shaft torque corresponding to the eccentric amount R1 of the instruction value R1_cmd is generated. For this reason, the predetermined time tp is set to a time including the longest possible output shaft torque transient response time and a certain time Tc. The fixed time Tc is the last time zone of the predetermined time tp. Thus, by setting the value of the instruction value R1_cmd during the predetermined time tp to be constant, it is possible to secure a time until the torque transmitted to the output shaft 3 corresponding to the eccentricity R1 is stabilized. As a result, it is possible to prevent overshoot of the eccentric amount when the average value of the output shaft torque is equal to or greater than the target value.

  Further, as shown in FIG. 12, the increase amount of the instruction value R1_cmd for each predetermined time tp by the eccentricity control unit 103 is set to be smaller as the difference D between the output shaft torque average value and the target value at the fixed time Tc is smaller. Has been. For example, the increase Δ1 in the instruction value R1_cmd corresponding to the difference D1 between the output shaft torque average value and the target value at a certain time Tc immediately before time t1 shown in FIG. 11 is obtained at the certain time Tc immediately before time t2. Since the difference D2 between the output shaft torque average value and the target value is smaller than the difference D1, the increase amount Δ2 of the instruction value R1_cmd is smaller than the increase amount Δ1. By this setting, the increase amount of the instruction value R1_cmd is initially large and gradually decreases, so that an overshoot of the eccentric amount R1s before starting can be prevented.

  If the eccentric amount R1 decreases even once during the control described above by the eccentric amount control unit 103 due to an external factor or the like, the output shaft 3 tends to increase in torque, so the average value of the output shaft torque becomes equal to or greater than the target value. The instruction value R1_cmd of the eccentricity R1 at that time includes an error. For this reason, the eccentricity setting unit 109 before starting does not set the instruction value R1_cmd including the error as the eccentricity R1s before starting.

  FIG. 13 is a flowchart showing the operation of the management ECU 31. As illustrated in FIG. 13, the operation start determination unit 101 of the management ECU 31 determines whether or not the vehicle satisfies a predetermined condition (step S <b> 101). The predetermined condition is a state where the shift position is the drive range (D range) and the BRK pedaling force is not zero. In step S101, if the predetermined condition is satisfied, the process proceeds to step S103, and if the predetermined condition is not satisfied, the process ends. In step S103, the operation start determination unit 101 determines whether or not the continuously variable transmission 1 is in a geared neutral (GN) state. In step S103, if the continuously variable transmission 1 is in the GN state, the process proceeds to step S105, and if not, the process ends.

  In step S105, the eccentricity amount control unit 103 controls to increase the instruction value R1_cmd of the eccentricity amount R1 stepwise every predetermined time and to keep the value of the instruction value R1_cmd during the predetermined time constant. At this time, when the amount of eccentricity R1 decreases (step S107: NO), the process ends. In step S109, the pre-start eccentricity setting unit 109 determines whether the output shaft torque average value is greater than or equal to the target value. If it is greater than or equal to the target value, the process proceeds to step S111, and if less than the target value, returns to step S105. . In step S111, the pre-start eccentricity setting unit 109 sets the instruction value R1_cmd when the output shaft torque average value is equal to or greater than the target value as the pre-start eccentricity R1s.

  As described above, in this embodiment, the shift position is set to the D range while the internal combustion engine E is driven, but the vehicle is stopped because the brake pedal is depressed by the driver. If the continuously variable transmission 1 is in a geared neutral (GN) state, the eccentricity control unit 103 increases the instruction value R1_cmd of the eccentricity R1 in the continuously variable transmission 1 step by step every predetermined time. Thus, the pre-starting eccentricity setting unit 109 sets the instruction value R1_cmd when the output shaft torque becomes equal to or greater than the target value to the pre-starting eccentricity R1s immediately before the vehicle starts. Since the target value is a value set in advance as the output shaft torque immediately before the vehicle in the stopped state starts, the eccentric amount R1 when the output shaft torque immediately before the vehicle overcomes the static friction force during the stop is output. The value can be acquired as the eccentricity R1s before starting.

  In addition, after the eccentricity R1s before starting is set, the eccentricity control unit 103 controls the eccentricity R1 when the vehicle is stopped to become the eccentricity R1s before starting. For this reason, the responsiveness at the time of start is improved. That is, no time lag occurs between the time when the accelerator pedal is depressed and the vehicle actually starts when the vehicle is stopped.

  In addition, this invention is not limited to embodiment mentioned above, A deformation | transformation, improvement, etc. are possible suitably.

DESCRIPTION OF SYMBOLS 1 Continuously variable transmission 2 Input shaft 2a Notch hole 3 Output shaft 4 Turning radius adjustment mechanism 5 Cam disk 6 Rotating disk 6a Receiving hole 6b Inner teeth 7 Pinion shaft 7a Outer teeth 8 Differential mechanism 9 Sun gear 10 First ring gear 11 Second Ring gear 12 Stepped pinion 12a Large diameter portion 12b Small diameter portion 13 Carrier 14 Actuator 14a Rotating shaft 15 Connecting rod 15a Large diameter annular portion 15b Small diameter annular portion 16 Connecting rod bearing 17 One-way clutch 18 Oscillating link 18a Oscillating end 18b Projection piece 18c Through hole 18d Annular part 19 Connecting pin 20 Lever crank mechanism 31 Management ECU
33 Output shaft torque sensor 101 Operation start determination unit 103 Eccentricity control unit 105 Output shaft torque information acquisition unit 107 Average value calculation unit 109 Pre-start eccentricity setting unit D Differential gear P1 Rotation center axis P2 of input shaft 2 of cam disk 5 Center P3 Center P4 of rotating disk 6 Rotation center axis P5 of output shaft 3 Distance Ra of connecting pin 19 Center Ra P1 and distance P2 Distance Rb P2 and distance P3 96E2
R1 Distance between P1 and P3 (Eccentricity, turning radius of turning radius adjusting mechanism 4)
R2 Distance between P4 and P5 (length of swing link 18)
S drive shaft SC power transmission switching mechanism W drive wheel θ1 phase θ2 of rotation radius adjusting mechanism 4 swing range of swing link 18

Claims (6)

An input shaft to which a driving force from a driving source mounted on the vehicle is transmitted;
An output shaft disposed parallel to the input shaft;
An eccentric mechanism that is rotatable about the input shaft and has a variable amount of eccentricity from the axis of the input shaft; and a swing link that is pivotally supported by the output shaft. A lever crank mechanism that converts the swinging motion of the swinging link into
The swing link is fixed to the output shaft when the swing link is about to rotate to one side around the output shaft, and the swing shaft is fixed to the output shaft when the swing link is about to rotate to the other side. A one-way rotation prevention mechanism that idles the swing link, and a transmission control device for a continuously variable transmission,
An eccentricity control unit for controlling the amount of eccentricity in the eccentric mechanism;
An output shaft torque information acquisition unit for acquiring output shaft torque information indicating torque transmitted to the output shaft;
When the driving source outputs driving force but the vehicle is stopped, the eccentricity control unit controls the eccentricity to increase, and the torque indicated by the output shaft torque information is greater than or equal to a target value. A pre-starting eccentricity setting unit that sets the eccentricity when the vehicle is set to an eccentricity before starting immediately before the vehicle starts,
The target value is a transmission control device for a continuously variable transmission, which is a value set in advance as torque transmitted to the output shaft immediately before the vehicle in a stopped state starts. An input shaft to which a driving force from a driving source mounted on the vehicle is transmitted;
An output shaft disposed parallel to the input shaft;
An eccentric mechanism that is rotatable about the input shaft and has a variable amount of eccentricity from the axis of the input shaft; and a swing link that is pivotally supported by the output shaft. A lever crank mechanism that converts the oscillating motion into the oscillating motion of the oscillating link;
The swing link is fixed to the output shaft when the swing link is about to rotate to one side around the output shaft, and the swing shaft is fixed to the output shaft when the swing link is about to rotate to the other side. A one-way rotation prevention mechanism that idles the swing link,
A plurality of lever crank mechanisms, wherein each eccentric mechanism of the plurality of lever crank mechanisms is a shift control device for a continuously variable transmission arranged eccentrically at a predetermined angle in the circumferential direction of the input shaft;
An eccentricity control unit that controls the amount of eccentricity in the eccentric mechanism of the plurality of lever crank mechanisms;
An output shaft torque information acquisition unit for acquiring output shaft torque information indicating torque transmitted to the output shaft;
An average value calculation unit for calculating an average value per unit time of torque indicated by the output shaft torque information ;
When it is before SL drive source outputs a driving force which the vehicle is stopped, said eccentricity by the eccentric amount controller is controlled so as to increase the average value calculated by said average value calculation unit A pre- starting eccentricity setting unit that sets the eccentricity when the vehicle is equal to or more than a target value to an eccentricity before starting immediately before the vehicle starts ,
The target value is a speed change control device for a continuously variable transmission, which is a value set in advance as torque per unit time transmitted to the output shaft immediately before the vehicle in a stopped state starts . A transmission control device for a continuously variable transmission according to claim 1 or 2 ,
The drive source outputs driving force, but when the vehicle is stopped, the eccentric amount control unit controls the eccentric amount to increase, but the eccentric amount is at least once during the control. The shift control device for a continuously variable transmission, in which the eccentricity amount setting unit before starting does not set the eccentricity amount before starting when lowered. A transmission control device for a continuously variable transmission according to any one of claims 1 to 3 ,
The eccentricity control unit is a transmission control device for a continuously variable transmission that controls the eccentricity to increase stepwise every predetermined time so that the eccentricity during the predetermined time is constant. A transmission control device for a continuously variable transmission according to claim 4 ,
Said increased amount of the eccentricity of a predetermined time, a small difference smaller between the average value and the target value per unit time of the torque indicated by torque or the output shaft torque information indicated by the output shaft torque information, no A shift control device for a step transmission. A transmission control device for a continuously variable transmission according to any one of claims 1 to 5,
After the eccentric amount before starting is set by the eccentric amount setting unit before starting, the eccentric amount control unit controls the eccentric amount while the vehicle is stopped to be the eccentric amount before starting. Gear shift control device.

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