JPH06123348A - Control method for sheave actuator driving motor in v belt type continuously variable transmission - Google Patents

Abstract

PURPOSE:To provide a control method for sheave actuator driving motor which is optimum for the control in a power mode. CONSTITUTION:In a V belt type continuously variable transmission having an input sheave 52 mounted on an input sheave shaft 18 driven by an engine E, an output sheave 58 mounted on an output sheave shaft 44, and a V belt 60 wound between them, the input sheave 52 being capable of varying the sheave space by an actuator 42, a control device 104 for a driving motor for driving the actuator 42 perform the control of the driving motor when normal mode is switched to power mode by properly changing the current carrying ratio according to the difference between a target gear ratio and actual gear ratio.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method for a sheave actuator driving motor in a V-belt type continuously variable transmission.

[0002]

2. Description of the Related Art Conventionally, in a V-belt type continuously variable transmission of this type, an input sheave attached to an input sheave shaft driven by an engine, an output sheave attached to an output sheave shaft, and an input sheave. A V-belt wound around the output sheave and the sheave of at least one of the input sheave and the output sheave (normally the input sheave) are variable. Such a variable-side sheave is generally composed of a fixed sheave and a movable sheave, and this movable sheave is configured to be movable with respect to the fixed sheave via an actuator by a drive motor. It is controlled by an electronic control unit. The control method is usually performed by looking up a difference between a predetermined target ratio and an actual gear ratio and an energization rate corresponding to the actual gear ratio from a predetermined MAP (map). Note that FIG. 4 is a diagram showing an example of shift request values at the time of this control and normal control. 5 is a diagram showing an example of the characteristics of the motor, and FIG. 6 is a diagram showing an example of the characteristics of the duty ratio (duty) and the motor voltage.

[0003]

However, in order to quickly and strongly apply strong engine braking during sports driving, etc., shifting from the normal driving mode (normal mode) to the power mode and returning the gear ratio to the low side is performed. When such a driving operation is performed, the gear shifting speed is higher than the normal gear shifting speed, and therefore the gear shifting is slow at the normal duty ratio, and therefore, there is a problem that sudden engine braking cannot be obtained.

[0004]

In order to solve the above problems, a control method of a sheave actuator drive motor in a V-belt type continuously variable transmission according to the present invention is an input sheave attached to an input sheave shaft driven by an engine. And an output sheave attached to the output sheave shaft, and a V-belt wound between the input sheave and the output sheave, and a spacing between at least one sheave of the input sheave or the output sheave. A method for controlling a drive motor for driving the actuator in a V-belt type continuously variable transmission, which is variably configured and includes an actuator for relatively moving a sheave portion that constitutes the at least one sheave, Switch from normal mode to power mode during coasting operation of the vehicle for quick and strong engine braking Kassel order, containing a gear ratio faster High
The control of the drive motor so as to shift from the state to the Low side is performed by appropriately changing the energization rate according to the difference between the target gear ratio and the actual gear ratio.

[0005]

In the control method of the sheave actuator driving motor in the V-belt type continuously variable transmission according to the present invention, since the normal mode is switched to the power mode during the coasting operation of the vehicle to quickly and strongly apply the strong engine brake, The control of the drive motor that quickly changes the ratio from the High state to the Low side is performed by appropriately changing the energization rate according to the difference between the target gear ratio and the actual gear ratio. According to the difference between the ratio and the actual gear ratio, the motor energization ratio that can effectively apply the V-belt slippage or engine braking feeling can be obtained in advance, and the drive motor can be controlled based on the map. .

[0006]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will now be described with reference to the drawings. In the V-belt type continuously variable transmission shown in FIG.
The output shaft 10 of a prime mover E such as an engine is connected to a coaxial main drive shaft 14 via a clutch 12. A bearing 16 is provided in front of the main drive shaft 14.
The input sheave shaft 18 is further coaxially arranged via the.

A shaft 22 of a synchro coupling 20 for switching forward and backward is installed in parallel on the sides of the main drive shaft 14 and the input sheave shaft 18, and a counter driven gear 24 fixed to the shaft 22 is a main drive shaft. It meshes with a main drive gear 26 fixed to the gear 14. Synchro coupling 20
The shaft 22 has a forward counter gear 28 and a reverse counter gear 30 to which the rotation of the shaft 22 is transmitted at the time of switching to the forward side and at the time of switching to the backward side.
The forward counter gear 28 meshes with the input sheave shaft gear 32, while the reverse counter gear 30 meshes with the idler gear 36 that meshes with the second sheave shaft gear 34 fixed to the intermediate portion of the input sheave shaft 18. Is meshing with.

An input fixed sheave 38 fixed to the input sheave shaft 18 and an input movable sheave 40 attached to the input sheave shaft 18 slidably in the axial direction are provided at the front of the input sheave shaft 18. An actuator 42 for adjusting the axial position of the input sheave 40 is provided.

On the other hand, an output sheave shaft 44 is arranged parallel to the input sheave shaft 18 on the side of the input sheave shaft 18, and the output sheave shaft 44 has an output fixed sheave fixed to the output sheave shaft 44. 46 and an output movable sheave 48 attached to the output sheave shaft 44 slidably in the axial direction.

The input fixed sheave 38 and the input movable sheave 40 have conical surfaces on the opposite sides, and a V-shaped groove 50 is formed between them, and the input fixed sheave 38 and the input movable sheave 40 constitute an input sheave 52.
Similarly, the output fixed sheave 46 and the output movable sheave 48 have conical surfaces on the opposite sides, and a V-shaped groove 56 is formed between them, and the output fixed sheave 46 and the output movable sheave 48 constitute an output sheave 58. A V-belt 60 is wound around the input sheave 52 and the output sheave 58, and the position of the input movable sheave 40 is adjusted by the actuator 42 to change the width of the V-shaped groove 50. The gear ratio of the rotation of the output sheave shaft 44 to the rotation of the sheave shaft 18 is continuously variable.

An intermediate shaft 86 is arranged between the input sheave shaft 18 and the output sheave shaft 44, and a two-way differential clutch 88 is attached to the intermediate shaft 86. This 2
The directional differential clutch 88 has an input gear 90 that meshes with the input sheave shaft gear 32 of the input sheave shaft 18, and an output gear 94 that meshes with a driven gear 92 fixed to the output sheave shaft 44.
4 rotates faster than the input gear 90 rotates, the torque is not transmitted by idling, and the output gear 94
When the rotation of the input gear 90 is slower than the rotation of the input gear 90, the rotation of the input gear 90 is transmitted to the output gear 94 via the intermediate shaft 86.
The configuration of the differential clutch 88 itself is well known, and detailed description thereof will be omitted.

Further, a diff pinion 96 is further fixed to the output sheave shaft 44. The diff pinion 96 meshes with a diff idler gear 98, and the diff idler gear 9
8 is a differential gear 1 of the differential device 100.
It meshes with 02.

Reference numeral 104 denotes a control device composed of a microprocessor. The input sheave rotation speed sensor 106 detects the rotation speed of the input sheave 52, the output sheave rotation speed sensor 108 detects the rotation speed of the output sheave 58, and the input of the input sheave 52. Signals from a sheave position detection sensor 110 that detects the position of the movable sheave 40, a shift position sensor (not shown) of the selector 112, a vehicle speed sensor (not shown), and the like are input, and input movement is performed based on these signals. The drive motor of the actuator 42 that moves the sheave 40 is controlled to control the gear ratio to a target value that matches the driving situation.

Here, in addition to the normal control of the drive motor for the input movable sheave 40 (hereinafter simply referred to as normal control) based on the signals from the above-mentioned sensors, the control device 104 of the present embodiment also performs coasting operation of the vehicle. In order to switch from the normal mode to the power mode and quickly apply strong engine braking, it is configured to perform special control such as shifting the gear ratio from the High state to the Low side quickly.
Such control will be described below based on the flowchart shown in FIG.

First, in step S0, it is determined whether the vehicle is in a coasting state, that is, whether the accelerator switch is OFF. If it is OFF, the process proceeds to step S1. If it is ON, normal control is performed in step S2. In step S1, it is determined whether or not a power switch (not shown) for performing the power mode provided in the vehicle is ON. If YES, the process proceeds to step S3, and if NO, normal control is performed in step S2. In step S3, it is determined whether or not the vehicle speed is equal to or higher than a predetermined speed based on a signal from a vehicle speed sensor (not shown). If YES, the process proceeds to step S5, and if NO, normal control is performed in step S2. In step S5, it is determined whether it is a downshift instruction, that is, whether it is deceleration control. If YES, the process proceeds to step S6, and if NO, normal control is performed in step S2. In step S6, it is determined whether or not the difference between the target gear ratio and the actual gear ratio is greater than or equal to a predetermined value. If YES, the process proceeds to step S7, NO
If so, normal control is performed in step S2. Step S7
Then, according to the difference between the target gear ratio and the actual gear ratio, the two-dimensional map dedicated to the power mode in which the duty ratio, that is, the energization ratio of the drive motor that can effectively exert the slip of the V-belt 60 or the engine braking feeling is obtained (see FIG. 3). (Refer to FIG. 2) is read and output to the drive motor at step S8 at the duty ratio according to the two-dimensional map.

That is, the control device 104 of this embodiment is
The drive motor is controlled based on the power switch signal, the vehicle speed, the accelerator switch signal, the shift state, and the difference between the target gear ratio and the actual gear ratio, and the control is performed according to the difference between the target gear ratio and the actual gear ratio. The operation is performed at an optimum energization rate, the V-belt 60 is not slipped, the engine braking feeling is effectively exerted, and the engine braking operation during coasting can be performed.

[0017]

According to the control method of the sheave actuator driving motor in the V-belt type continuously variable transmission of the present invention, V
It has advantages that the belt is not slipped, the feeling of engine braking is effectively exerted, and the drive motor can be controlled during engine braking operation during coasting.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram of a V-belt type continuously variable transmission including a sheave actuator driving motor control device according to an embodiment of the present invention.

FIG. 2 is a flow chart of control by the control device of FIG.

FIG. 3 is a two-dimensional map diagram showing the energization rate to the drive motor with respect to the difference between the target gear ratio and the actual gear ratio used for the control in the flowchart of FIG.

FIG. 4 is a diagram showing an example of a shift request value at the time of main control and normal control.

FIG. 5 is a diagram showing an example of motor characteristics.

FIG. 6 is a diagram showing an example of characteristics of a duty ratio and a motor voltage.

[Explanation of symbols]

 E Motor 18 Input sheave shaft 38 Input fixed sheave 40 Input movable sheave 42 Actuator 44 Output sheave shaft 52 Input sheave 58 Output sheave 60 V belt 104 Controller

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Masazumi Kito 7-22 Minamiichibancho, Atsuta-ku, Nagoya City Aichi Kikai Kogyo Co., Ltd.

Claims (1)

[Claims] 1. An input sheave attached to an input sheave shaft driven by an engine, an output sheave attached to an output sheave shaft, and a V-belt wound between the input sheave and the output sheave. And a V-belt type continuously variable transmission including an actuator for variably configuring a spacing of at least one sheave of the input sheave or the output sheave, and for relatively moving a sheave portion constituting the at least one sheave. A method of controlling a drive motor for driving the actuator in a machine, comprising:
In the control of the drive motor when the general running mode (normal mode) is switched to the mode capable of sports running (power mode), the energization rate is appropriately changed according to the difference between the target gear ratio and the actual gear ratio. A method of controlling a sheave actuator drive motor in a V-belt type continuously variable transmission, comprising: