JPH07127724A - Controller for vehicle with toroidal type continuously variable transmission - Google Patents

Abstract

PURPOSE:To surely prevent side slip between friction rollers and input disks in the case of abrupt acceleration by reducing input torque to the input disks, when tilting angle of the friction rollers exceeds the limit angle, namely, before tilt is regulated. CONSTITUTION:A transmission TM transmits the output of an engine 1 to a transmission output shaft 5 via a torque converter 2, a gear transmission mechanism 3, and an advance/retreat switching mechanism 4 and also transmits it to the transmission output shaft 5 via a toroidal type continuously variable transmission mechanism C comprising a switching clutch 6 and two transmission mechanism parts 7, 8. In this case, change gear ratios corresponding to the tilting angles of respective friction rollers 45a-45d in the continuously variable transmission C are detected by detection means 121, 122 respectively and when any tilting angle reaches a limit angle on a smaller side than the maximum angle, the maximum signal of the tilting angle is output. Based on the output maximum signal, input torques to respective input disks 43f, 43r are reduced by a reduction means 123.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for a vehicle with a toroidal type continuously variable transmission.

[0002]

2. Description of the Related Art A toroidal type continuously variable transmission has been known as one of vehicle speed reducers. This toroidal type continuously variable transmission includes an input disk that serves as an input member for engine torque, an output disk that is arranged with curved surfaces facing the input disk, and frictional contact between the two disks. The roller and the friction roller are rotatably supported and rotatable about a rotation axis perpendicular to the rotation axis of the friction roller, and can be driven in the direction of the rotation axis by an actuator. A roller support member is provided, and torque is transmitted from the disc side to the output disc side by the above-described speed change ratio according to the tilt angle of the friction roller.

Further, in such a toroidal type continuously variable transmission, a mechanical stopper is usually provided on each of the gear ratio increasing side and the gear ratio decreasing side in order to regulate the maximum tilt angle of the friction roller. The tilt control means is provided to prevent the gear ratio from becoming larger than the maximum gear ratio or becoming smaller than the minimum gear ratio.

However, when the maximum tilting angle of the friction roller is restricted by the tilting restricting means in this way, especially when the gear ratio is at or near the maximum gear ratio, there is a sudden acceleration. Side slip occurs between the roller and both discs, resulting in problems such as deterioration in torque transmission performance and seizure between them.

That is, when the sudden acceleration operation is performed, the rise of the hydraulic pressure is delayed with respect to the torque input from the engine side, so that the roller support member moves to the gear ratio increasing side from the position corresponding to the target gear ratio. Along with this, the friction roller is tilted and its tilt angle is changed to the speed ratio increasing side, and when the change to the increasing side is large, the roller support member may finally contact the tilt regulating means. Yes, in this case, the tilting of the friction roller is stopped when the tilting angle reaches the maximum tilting angle.

However, since a large torque is continuously input to the friction roller from the input disk side, a frictional force is applied to the roller supporting member in a direction to move the roller supporting member toward the speed ratio increasing side. In this case, if the operating hydraulic pressure of the actuator is sufficiently raised, the roller supporting member can be held at that position in opposition to the frictional force, but in reality, the rising of the hydraulic pressure is delayed and Since the tilting of the roller supporting member is restricted by the tilting restricting means, the hydraulic pressure of the actuator controlled by this tilting does not rise, so that the roller supporting member is forcibly moved to the speed ratio increasing side. Will be done. As a result, the roller support member moves in the vertical direction while the tilt angle of the friction roller remains constant, so the contact state between the friction roller and both disks changes, and the friction force decreases and Slip occurs.

As one means for preventing such a problem, for example, as disclosed in Japanese Patent Application Laid-Open No. 2-85560, when the friction roller reaches the maximum tilt angle, the actuator moves in response to its movement. A technique has been proposed in which the hydraulic pressure is removed to prevent further shifting operation.

[0008]

However, when the friction roller reaches the maximum tilt angle in this way, the actuator is actuated.
In the case of a structure that drains the hydraulic pressure of the engine, the structure of the hydraulic system becomes complicated and large because the oil drainage mechanism must be built into the hydraulic system (specifically, the switching valve unit). In particular, it is a problem that is difficult to overlook in a toroidal type continuously variable transmission for vehicles, which requires compactness.

Therefore, the present invention does not provide a control device for a vehicle with a toroidal type continuously variable transmission, which is capable of reliably preventing a side slip between a friction roller and a disk at the time of sudden acceleration with a simple structure. It was made as.

[0010]

According to the invention of claim 1, as a concrete means for solving such a problem in the invention of the present application, in the invention of claim 1, an input disk serving as an engine torque input member and a curved surface are provided. An output disc that has a curved surface facing the input disc and serves as an engine torque output member, a friction roller that makes frictional contact with the input disc and the output disc, and the friction roller. A roller support member which is rotatably supported and is rotatable about a rotation axis perpendicular to the rotation axis of the friction roller, and which is driven by an actuator in the rotation axis direction; A tilt regulating means for regulating at least the maximum tilt angle of the friction roller to the side where the gear ratio is increased is provided, so that the input disc side can be operated at a gear ratio corresponding to the tilt angle of the friction roller. In a vehicle equipped with a toroidal type continuously variable transmission that transmits torque to the output disk side, a gear ratio corresponding to the tilt angle of the friction roller is detected and the detected tilt angle is smaller than the maximum tilt angle. And a gear ratio detecting means for outputting a tilt angle excessive signal when the limit tilt angle set to is reached, and reducing the input torque of the input disk when the tilt angle excessive signal from the gear ratio detecting means is received. It is characterized in that an input torque reducing means is provided.

According to a second aspect of the present invention, in the control device for a vehicle with a toroidal type continuously variable transmission according to the first aspect, the input torque reducing means is an engine control mechanism for controlling the engine output to decrease. It is characterized by having done.

According to a third aspect of the present invention, in the control device for a vehicle with a toroidal type continuously variable transmission according to the first aspect, the input torque reducing means is engaged with a clutch arranged between an engine and an input disc. It is characterized in that it is composed of a clutch control mechanism for controlling the force in the direction of decreasing the force.

According to a fourth aspect of the present invention, an input disk having a curved surface and serving as an engine torque input member, and an engine having a curved surface and arranged with the curved surfaces facing each other are arranged. An output disk serving as a torque output member, a friction roller that makes frictional contact with the input disk and the output disk, and a rotation shaft center that rotatably supports the friction roller and is orthogonal to the rotation axis of the friction roller. Of the roller support member that is rotatable in the direction of the rotation axis by the actuator and the tilting regulation that regulates the maximum tilting angle of at least the gear ratio increasing side of the friction roller. And a toroidal type continuously variable transmission that transmits torque from the input disc side to the output disc side at a gear ratio according to the tilt angle of the friction roller. Then, the gear ratio corresponding to the tilt angle of the friction roller is detected, and when the detected tilt angle reaches the limit tilt angle set on the smaller angle side than the maximum tilt angle, the tilt angle excessive signal is output. And a actuator control means for controlling the actuator to a gear ratio decreasing side when receiving a tilt angle excessive signal from the gear ratio detecting means.

[0014]

With each of the inventions of the present application, the following effects can be obtained by adopting such a configuration.

According to the present invention, the friction roller is tilted toward the gear ratio increasing side due to a sudden acceleration operation or the like, and the tilt angle is the maximum tilt angle (that is, tilting operation is performed by the tilting restricting means. When the limit tilt angle set to a smaller angle than the (regulated angle) is reached, the input torque reduction means operates in response to the tilt angle excessive signal from the gear ratio detection means, and the output torque of the engine is reduced. By reducing the clutch engagement force, the input torque to the input disc is reduced, and the vertical movement of the roller support member due to the torque transmitted from the input disc side to the friction roller side is prevented. It is a thing.

According to the fourth aspect of the present invention, the friction roller is tilted toward the speed ratio increasing side by a sudden acceleration operation or the like, and the tilt angle thereof is the maximum tilt angle (that is, the tilt motion is restricted by the tilt restricting means. If the limit tilt angle is set to a smaller angle side than the angle), the actuator control mechanism operates in response to the tilt angle excessive signal from the gear ratio detecting means, and the actuator-
Is controlled to the gear ratio reduction side, the roller support member is moved to the vertical position corresponding to the gear ratio at that time against the force acting on the roller support member from the input disk through the friction roller. Maintained.

[0017]

Therefore, according to the control device for a vehicle with a toroidal type continuously variable transmission of each invention of the present application, the following effects can be obtained.

According to the control device for a vehicle with a toroidal type continuously variable transmission according to any one of claims 1 to 3, when the tilt angle of the friction roller exceeds the limit tilt angle, that is, the regulation by the tilt regulating means. Since the input torque to the input disc is reduced before the action is performed, the roller support member is prevented from being further displaced toward the speed ratio increasing side, so that the relative position of the friction roller and the input disc is Properly maintained,
The occurrence of side slip due to the reduction of the frictional force between the two is prevented in advance, and by extension the power transmission performance and the operational reliability are significantly improved.

According to the control device for a vehicle with a toroidal type continuously variable transmission according to a fourth aspect of the present invention, when the tilting angle of the friction roller exceeds the limit tilting angle, that is, the restricting action of the tilting regulating means is performed. Before this is done, hydraulic pressure is applied to the actuator so as to move the roller support member to the gear ratio decreasing side, so that the roller supporting member is prevented from being further displaced to the gear ratio increasing side. The relative position between the input disc and the input disc is properly maintained, and the occurrence of side slip due to the reduction of the frictional force between the two is prevented in advance, and the power transmission performance and operational reliability are improved. It will be much improved.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A control device for a vehicle with a toroidal type continuously variable transmission according to the present invention will be specifically described below with reference to the accompanying drawings.

First Embodiment FIG. 2 shows a control device for a vehicle with a toroidal type continuously variable transmission according to an embodiment of the present invention as defined in claims 1 and 2 of the present application. The transmission includes a toroidal type continuously variable transmission C described later. Here, for convenience of description, the overall configuration of the transmission TM will first be described in detail, and then the control device of the toroidal type continuously variable transmission C, which is the subject matter of the present invention, will be described.

Transmission TM The transmission TM converts the output torque of the engine 1 including the first to fourth cylinders # 1 to # 4 into a torque converter 2, a gear reduction mechanism 3 including a planetary gear system, and a forward / reverse switching mechanism. And a first transmission section for outputting to the transmission output shaft 5 via Further, the output torque of the engine 1 is output via the switching clutch 6 and the toroidal type continuously variable transmission C including the first toroidal type continuously variable transmission mechanism 7 and the second toroidal type continuously variable transmission mechanism 8. A second speed change unit that outputs to the shaft 5 is provided. When the switching clutch 6 is in the off state, torque is transmitted via the first speed change portion, and when it is in the on state, the torque is transmitted via the second speed change portion.
Of the first and second speed change parts, the first speed change part has a relatively large gear ratio (torque ratio) mainly at the time of starting and accelerating because the torque converter 2 has a strong torque increasing function. ) Is required, and the second speed change portion is mainly used when driving is performed at a relatively small speed change ratio such as during high speed running.

A: First transmission section A-1: Torque converter 2 The torque converter 2 is composed of a pump impeller 12, a turbine liner 13 and a stator 14. The pump impeller 12 is connected to the engine output shaft 11 via a pump cover 15 and rotates integrally with the engine output shaft 11. Further, the pump cover 15 has
The first hollow shaft 16 is coaxially connected, and the oil pump 17 is connected to the rear end portion (the right end portion in FIG. 2) of the first hollow shaft 16. The turbine liner 13 is coaxially connected to a torque converter output shaft 18 (turbine shaft). The stator 14 is a one-way clutch 1.
It is connected to the second hollow shaft 21 via 9. The second hollow shaft 21 is fixed to the transmission mechanism case 22.

The torque converter 2 comprises a pump impeller 1
The turbine liner 13 is rotationally driven by the oil discharged from the turbine 2, the returning oil in the turbine liner 13 is rectified by the stator 14, and the rectified oil is used to increase the rotation of the pump impeller 12. A torque larger than the torque of the engine output shaft 11 is output to the shaft 18.

A-2: Gear transmission mechanism 3 The gear reduction mechanism 3 comprises a sun gear 25, a first pinion 26, a reverse ring gear 27, a second pinion 28, a forward ring gear 29 and a carrier 30. Here, the torque of the torque converter output shaft 18 is input to the sun gear 25. The first and second pinions 26, 28 are rotatably supported by the carrier 30. The carrier 30 is fixed to the second hollow shaft 21 fixed to the transmission mechanism case 22.

Then, the sun gear 25 and the first pinion 26
The front part of the gear meshes with the first pinion 26 and the reverse ring gear 27 meshes with each other to form a planetary gear system having a reverse rotation reduction function. In this planetary gear system, a torque in the reverse rotation direction larger than the torque input to the sun gear 25 is output from the reverse ring gear 27.

The first gear meshing with the sun gear 25
The rear part of the pinion 26 and the second pinion 28 mesh with each other,
Further, the second pinion 28 and the forward ring gear 29 mesh with each other, and these form a planetary gear system having a forward rotation deceleration function. In this planetary gear system, the forward rotation direction torque that is larger than the torque input to the sun gear 25 is output from the forward ring gear 29.

A-3: Forward / Reverse Switching Mechanism 4 The forward / reverse switching mechanism 4 is composed of a reverse clutch 31, a clutch case 32, a forward clutch 33 and a one-way clutch 34. The clutch case 32 is connected to the transmission output shaft 5 via an output disk 44f of the first toroidal type continuously variable transmission mechanism 7 described later.

When the reverse clutch 31 is engaged, the reverse ring gear 27 and the clutch case 3 are engaged.
2 is connected, and the torque of the reverse ring gear 27 is transmitted to the transmission output shaft 5. On the other hand, the forward clutch 3
When 3 is engaged, the torque of the forward ring gear 29 is transmitted to the transmission output shaft 5. The one-way clutch 34 runs idle when the rotation speed of the transmission output shaft 5 is higher than the rotation speed of the forward drive ring gear 29 to prevent the forward drive ring gear 29 from being reversely driven by the transmission output shaft 5. It is provided.

B: Second speed change portion The second speed change portion includes a switching clutch 6 for connecting and disconnecting the torque input to the second speed change portion, and first and second toroidal type continuously variable transmission mechanisms 7. , Toroidal type continuously variable transmission C
And a gear mechanism 35 that transmits torque from the switching clutch 6 to the toroidal continuously variable transmission C.

B-1: Gear Mechanism 35 The gear mechanism 35, when the switching clutch 6 is engaged, idles the torque of the first hollow shaft 16, that is, the torque of the engine output shaft 11, with the drive gear 37 which is in mesh with each other. The drive gear 41 is transmitted to the bypass shaft 40 via the gear 38 and the driven gear 39, and the torque of the bypass shaft 40 is meshed with each other.
Through the driven gear 42 and the toroidal type continuously variable transmission C
It is designed to be transmitted to.

B-2: Toroidal Type Continuously Variable Transmission C The toroidal type continuously variable transmission C is a first toroidal type continuously variable transmission C that is arranged on the front side (left side in FIG. 5) so as to surround the transmission output shaft 5. It is composed of a speed change mechanism 7 and a second toroidal type continuously variable speed change mechanism 8 arranged on the rear side.

Here, the first and second toroidal type continuously variable transmissions 7 and 8 are arranged symmetrically in the front-rear direction, but since the configurations and functions of both are basically the same, Corresponding members are designated by the same numbers, and in principle each member of the first toroidal type continuously variable transmission mechanism 7 cannot be distinguished only by the subscripts f and r. The respective members that have been added are given subscripts a and b, and the members that are arranged on the left and right of the second toroidal type continuously variable transmission mechanism 8 are given subscripts c and d, respectively. Therefore, in the following, in principle, the description made for one member also applies to other members having the same number but different subscripts.

The first toroidal type continuously variable transmission mechanism 7 has a first input disk 43 loosely fitted around the transmission output shaft 5.
f and the first output disc 4 fixed to the transmission output shaft 5
4f and the first and second output friction rollers 45a, 4 which transmit the torque of the first input disk 43f to the first output disk 44f.
And 5b are provided. And the first input disk 4
3f engages with the input cam 48 to which the driven gear 42 is attached via the first cam friction roller 49f,
The larger the input torque to the first input disk 43f,
The input cam 48 is strongly pressed against the first input disc 43f.

The first and second friction rollers 45a and 45b are each rotatable about the axis Y, and their peripheral surfaces are the curved surface of the first input disk 43f and the curved surface of the first output disk 44f. Abutting against. Therefore, the torque (rotation) of the first input disk 43f is transmitted to the first output disk 44f via the first and second friction rollers 45a and 45b. Here, the first input disk 4
The gear ratio (torque ratio) in the torque transmission from the 3f to the first output disc 44f is the first and second friction rollers 45a, 45b.
The first output disc 44f in the position where it abuts
Ratio R ₂ of the radius R ₂ of the first input disk 43f and the radius R ₁ of the first input disk 43f
/ Is determined by R _1.

Then, the first and second friction rollers 45a, 45b
The contact position between the two discs 43f and 44f is determined by the tilt angles of the first and second friction rollers 45a and 45b, as will be described later.
By changing to this tilt angle, the gear ratio can be arbitrarily set within a predetermined range.

The second toroidal type continuously variable transmission 8 is also
It goes without saying that it is basically the same as the first toroidal type continuously variable transmission mechanism 7. A first rotation speed sensor 121 for detecting the rotation speed of the bypass shaft 40 is provided near the bypass shaft 40, and the transmission output shaft 5 is further provided.
A second rotation speed sensor 122 for detecting the rotation speed of the transmission output shaft 5 is provided in the vicinity of, and the transmission ratio of the toroidal type continuously variable transmission C is calculated from the detection outputs of these two rotation speed sensors. That is, the friction rollers 45a, 45b, 45c and 45d in the first and second toroidal type continuously variable transmission mechanisms 7 and 8 described above.
Inclination angle of the two rotational speed sensors 1 is detected indirectly.
Reference numerals 21 and 122 constitute the gear ratio detecting means in the claims.

Hereinafter, the specific structure of the toroidal type continuously variable transmission C will be described in detail with reference to FIGS. 1, 3 and 4.

As shown in FIG. 3, in the first toroidal type continuously variable transmission mechanism 7, the first output disk 44f is spline-fitted to the transmission output shaft 5. Furthermore, the first
The output disk 44f is rotatably supported by the transmission case 22 via the first bearing 47f while being positioned by the ring-shaped positioning member 46 fitted to the transmission output shaft 5. The second output disk 44r of the second toroidal type continuously variable transmission mechanism 8 is provided between the enlarged diameter portion 5g formed integrally with the transmission output shaft 5 and the transmission case 22, and the transmission output is provided. It is positioned by a second bearing 47r that rotatably supports the shaft 5.

Between the first output disk 44f and the second output disk 44r, the first and second input disks 43f, 4 are provided.
3r are arranged close to each other with their rear surfaces facing each other, and between the input disks 43f and 43r, an input cam 48 that is rotatable relative to them is arranged. Then, first cam rollers 49f and 49r are provided between the input cam 48 and the first and second input disks 43f and 43r, respectively. Where the first and second
The cam rollers 49f and 49r move the first and second input disks 43f and 43r, respectively, when the input cam 48 and the first and second input disks 43f and 43r rotate relative to each other. It has a function of generating a pressing force to be pressed to the 44r side, and the larger the input torque to the first and second input disks 43f and 43r, the first and second input by the first and second cam rollers 49f and 49r. The pressing force on the disks 43f and 43r is increased.

The transmission output shaft 5 is loosely fitted between the first and second input disks 43f and 43r, and both ends thereof are brought into contact with the back surfaces of the first and second input disks 43f and 43r, respectively. , The first and second input discs 43f, 43r are arranged in an engagement member 50 that is spline-fitted. A disc spring 51 is interposed between the engaging member 50 and the second input disc 43r, and the disc spring 51 preloads the disc 43f and the second input disc 43r in a direction in which they are separated from each other. It is supposed to be done. The disc spring 51 contacts the back surface of the second input disk 43r and urges it toward the second output disk 44r, while
The urging reaction force urges the first input disk 43r toward the first output disk 44f via the engaging member 50,
A predetermined preload is applied between the input disk 43f and the first output disk 44f and between the second input disk 43r and the second output disk 44r.

Next, the first to fourth friction rollers 45a to 45d.
A hydraulic mechanism for tilting each of these will be described.

As shown in FIG. 1, the first toroidal type continuously variable transmission mechanism 7 has first and second trunnions 59 for rotatably supporting the first and second friction rollers 45a and 45b, respectively.
a and 59b are provided. In addition, these trunnions 5
9a and 59b correspond to the "roller support member" in the claims. Then, the first and second trunnions 59a and 59b
Thus, the first and second friction rollers 45a and 45b are rotatably supported via the first and second eccentric shafts 60a and 60b, respectively. In addition, the first and second trunnions 59a, 5
First and second shaft members 61a and 61b are attached to the shaft 9b so as to extend downward (in a direction orthogonal to the transmission output shaft 5).

An upper connecting member 62 is attached to the transmission case 22 slightly above the first and second friction rollers 45a and 45b. On the other hand, below the first and second friction rollers 45a and 45b, a lower connecting member 63 is attached to the valve body 53 (partition wall portion) fixed to the transmission case 22. Then, the upper ends of the first and second trunnions 59a and 59b are respectively formed by the first and second shaft holes 65a and 65b formed in the upper coupling member 62 via the first and second upper spherical bushes 64a and 64b. And is rotatably supported. On the other hand, the lower connecting member 63
The lower ends of the first and second trunnions 59a and 59b are respectively formed by the first and second shaft holes 67a and 67b formed in
It is rotatably supported via first and second lower spherical bushes 66a and 66b. In addition, the first and second shaft members 61a,
The lower portion of 61b penetrates the opening of the upper housing 55 attached to the lower surface of the valve body 53, and is rotatably supported via a bearing by the recess of the lower housing 56 attached to the lower surface of the upper housing 55. Has been done.

Here, the upper connecting member 62 and the lower connecting member 63 are urged (connected) in a direction in which they are attracted to each other by a plurality of coil springs 97, which causes rattling in both connecting members 62, 63. I try to prevent it.

In the valve body 53, the first and
First and second hydraulic cylinders 76a, 76b are provided to operate the second trunnions 59a, 59b, and these first and second hydraulic cylinders 76a, 76b are partition walls forming a part of the valve body 53, respectively. It is vertically divided by the portion 53g. Then, the first and second hydraulic cylinders 7
First and second upper pistons 77a and 77b are fitted in the upper half portions of 6a and 76b, respectively, and first and second lower pistons 78a and 78b are fitted in the lower half portions. For this reason,
The first and second upper pistons 77a and 77b and the partition wall portion 53g define first and second upper hydraulic chambers 79a and 79b, respectively, and the first and second lower pistons 78a and 78b and the partition wall portion 53g. By the first and second lower hydraulic chambers 8 respectively
0a and 80b are defined. The hydraulic cylinders 76a and 76b and the pistons 77a and 77b form the "actuator" in the claims.

Here, the first and second upper hydraulic chambers 79a, 79
When hydraulic pressure is applied to b, the first and second upper pistons 77a and 77b cause the first and second trunnions 59a and 59a,
When 59b is displaced upward and the hydraulic pressure is applied to the first and second lower hydraulic chambers 80a, 80b, the first,
The first and second trunnions 59a and 59b are displaced downward by the second lower pistons 78a and 78b. When the first and second trunnions 59a and 59b are displaced upward in this manner, the first and second trunnions 59a and 59b are displaced in accordance with the displacement amount.
The second friction rollers 45a and 45b are tilted so that the gear ratio of the first toroidal type continuously variable transmission mechanism 7 is changed.
Along with this, the first and second trunnions 59a, 59b
Is to rotate (tilt) around its axis.

Further, at a position slightly above the upper end surface of the lower connecting member 63, the first and second trunnions 59 are provided.
A first wire 57 is stretched around a and 59b. A second wire 58 is wound around the outer circumferences of the first to fourth trunnions 59a to 59d. Although not shown, the second
Even on the toroidal type continuously variable transmission 8 side, the third trunnion 5
A wire is laid between 9c and the fourth trunnion 59d.

A hydraulic valve V is connected to the first and second upper hydraulic chambers 79a, 79 and the first and second lower hydraulic chambers 80a, 80b.
A hydraulic pressure corresponding to the output torque of the engine is supplied from. The hydraulic valve V is a spool type hydraulic valve in which a sleeve 83, a spool 84, a return spring 85, a rod 86, etc. are arranged in a valve housing 82, and a control unit (not shown).
The line pressure is introduced into the P ₁ port by being controlled by the stepping motor 88 that operates according to the signal from the P ₂ port and the P ₃ port from the predetermined hydraulic chamber 79a,
A hydraulic pressure can be supplied to 79b, 80a, 80b. The hydraulic valve V is provided with a feedback mechanism 90.

The upper connecting member 62 has an upper positioning hole 68f formed in an intermediate portion between the first shaft hole 65a and the second shaft hole 65b. A support portion 69f integrally formed with the transmission case 22 is inserted through the upper positioning hole 68f. In addition, the friction rod 86 lubrication member 7 is provided on the support portion 69f.
0f is attached using the attachment member 71f. Further, the lower connecting member 63 has a lower positioning hole 72f formed in an intermediate portion between the first shaft hole 65a and the second shaft hole 65b. The lower positioning hole 72f is fixed or positioned with respect to the valve body 53 by a lower spherical bearing 73f fixed to the upper surface of the valve body 53 with a mounting bolt 74f.

As described above, the hydraulic pressure is supplied from the hydraulic valve V to the predetermined hydraulic chambers 79a, 79b, 80a, 80b, and the first,
When the second trunnions 59a, 59b are vertically displaced,
While the first and second friction rods 8645a and 45b are tilted and the first and second trunnions 59a and 59b are rotated around their axes, the first and second trunnions 59a and 59b are rotated.
9b is outside the normal use range, that is, friction rod 864
A stopper member 100f is fastened to the upper surface of the lower coupling member 63 using two fastening bolts 101 in order to prevent the 5a and 45b from rotating beyond their maximum tilt angles. A stopper member 100f (see FIG. 4) is similarly provided on the second toroidal type continuously variable transmission mechanism 8 side.

The stopper member 100f corresponds to the tilt control means in the claims, and as shown in FIG. 4, a pair of stopper surfaces 100fa, which are inclined and opposed at both ends with a predetermined crossing angle. The lower positioning member 72f is fastened to the upper surface of the lower coupling member 63 with fastening bolts 101 at two positions so as to sandwich the lower positioning hole 72f from the left and right (see FIG. 1). Of the pair of stopper surfaces 100fa, 100fb, one stopper surface 100fa is the maximum rotation position of the rod 86 support members 59a, 59b on the side of increasing the gear ratio (that is, the friction rod 8).
645a, 45b maximum tilt angle),
The other stopper surface 100fb restricts the maximum turning position on the gear ratio decreasing side (that is, the maximum tilting angle of the friction rods 8645a and 45b), and each trunnion 59 described above.
Engagement surfaces 102, 102 formed on one side of a, 59b can contact. Note that FIG. 4 shows a state in which the first and second trunnions 59a and 59b are in the neutral position and the third and fourth trunnions 59c and 59d are in the maximum turning (tilting) position.

By the way, as described above, the stopper member 10
When the engaging surfaces 102, 102 of the trunnions 59a, 59b come into contact with the pair of stopper surfaces 100fa, 100fb of 0f, the maximum turning positions of the trunnions 59a, 59b on the increasing or decreasing side of the gear ratio are restricted. However, in this case, especially when a large engine torque is input to the input disk 43f, such as during sphere acceleration, the trunnion 5 is
When the engaging surfaces 102 of the gears 9a and 59b come into contact with the stopper surface 100fa on the gear ratio increasing side, and the trunnions 59a and 59b are prevented from rotating further toward the gear ratio increasing side, the trunnion 59a. Caused by the fact that a large torque continues to be applied from the input disk 43f side even after the movement of the cylinders 59b is restricted, and the increase in hydraulic pressure in each of the cylinders 76a and 76b is delayed by the increase in the input torque. Then, the trunnions 59a, 59b are forced to the gear ratio increasing side in the non-rotating state by the torque applied to the input disk 43f (in other words, the tilt angles of the friction rods 8645a, 45b are kept constant). As a result, the relative force between the friction rollers 45a, 45b and the input disk 43f is displaced, and the frictional force is reduced, causing side slips. This is as described above.

In order to prevent this, in this embodiment, it is necessary to prevent the engaging surfaces 102 of the trunnions 59a and 59b from abutting against the stopper surface 100fa. Therefore, first of all, As shown by the third trunnion 59c in FIG. 4, the rotation position of the trunnion 59c is regulated by the engagement surface 102 contacting the stopper surface 100f as shown by the solid line in FIG. Maximum rotation position (ie maximum tilt angle of friction roller 45c)
And a normal rotation position (see reference numeral 102 ') set with a margin of a predetermined rotation angle from the maximum rotation position, and a limit set between the maximum rotation position and the normal rotation position. Three turning positions (see reference numeral 102 ″) are set. Then, the normal turning position is set as the restriction position on the side of increasing the gear ratio in the normal gear shift control, and, for example,
When the trunnion 59c reaches the limit rotation position beyond the normal rotation position due to sudden acceleration or the like, this is detected.
(Detected from the outputs of the first and second rotation speed sensors 121 and 122), engine torque reduction control to be described later is started from this point, and the trunnion 59c reaches the maximum rotation position to cause side slip. We try to prevent this from happening.

The engine torque reduction control will be specifically described below. In this embodiment, as shown in FIG. 2, the input rotation speed and the output rotation speed detected by the rotation speed sensors 121 and 122, respectively. Are input to the engine control mechanism 123, and the engine control mechanism 123 controls the output torque of the engine 1 based on this input signal. That is, as shown in FIG. 5, first, at step S1, each of the rotational speed sensors 121, 1 is
The current gear ratio (i) is read based on the input signal from the controller 22, and the current gear ratio (i) is read in step S2.
And the limit gear ratio (ia) corresponding to the limit rotation number 1 are compared. When (i ≧ ia) (that is, when the turning positions of the trunnions 59a to 59d reach the limit turning positions)
For example, the engine torque is reduced by retarding the ignition timing of the engine.

As described above, when the engine torque is reduced, the torque input to the input disks 43f and 43r is reduced accordingly, and the trunnions 59a to 59d are transferred to the friction rollers 45a to 45d via the friction rollers 45a to 45d. 45a ~
The vertical movement of the 45d while maintaining the tilting angle of 45d is eliminated, and as a result, the frictional force between the input disks 43f and 43r and the friction rollers 45a to 45d is properly maintained and the frictional force between them is maintained. It is possible to reliably prevent the occurrence of side slip.

In this embodiment, the gear ratio is detected indirectly from the input rotation speed and the output rotation speed of the toroidal type continuously variable transmission C. However, another embodiment of the present invention is used. In the example, this can be indirectly detected as the rotation angle of the trunnion, for example, by an electric switch arranged close to the trunnion, or the tilt angle of the friction roller can be directly detected.
Further, in this embodiment, the rotation position of the trunnion is set to three of the normal rotation position, the limit rotation position and the maximum rotation position. In this case, the limit rotation position and the maximum rotation position are set. The relative position with respect to the position can be set arbitrarily, and for example, it is also possible to match the two as an extreme example.

Second Embodiment FIG. 6 shows a control device for a vehicle with a toroidal type continuously variable transmission according to an embodiment of the present invention as set forth in claims 1 and 3. In this embodiment, the toroidal type continuously variable transmission C having the same structure as that of the first embodiment is provided, and the present rotation speed is calculated from the input rotation speed and the output rotation speed of the toroidal continuously variable transmission C. Of the gear ratio and input it to the clutch control mechanism 124 (see step S1 in FIG. 4),
When the detected gear ratio exceeds the limit gear ratio, that is, when the turning positions of the trunnions 59a to 59d exceed the limit turning position.
By reducing the engaging force of the switching clutch 6 (see step S2 in FIG. 7) (see step S3), the input torque to the input disks 43f and 43r is reduced, and thus the same as in the first embodiment. In addition, the occurrence of side slip can be prevented before it happens.

Third Embodiment FIG. 9 shows a control device for a vehicle with a toroidal-type continuously variable transmission according to an embodiment of the invention described in claim 4 of the present application. In this embodiment, it is possible to detect the current gear ratio from the basic structure of the transmission and the input rotation speed and the output rotation speed in the toroidal continuously variable transmission C. Although it is similar to the example, the control method after it is detected that the limit gear ratio is exceeded is different from that of the first and second embodiments. That is, in this embodiment, the input torques to the input disks 43f, 43r are not reduced, but the hydraulic cylinders are not changed by increasing the torque input to the toroidal continuously variable transmission C at the time of sudden acceleration or the like. Paying attention to the occurrence of the side slip due to the delay in the rise of the hydraulic pressure in 76a and 76b, in such a case, the stepping motor 88 is moved so as to move the hydraulic cylinders 76a and 76b to the gear ratio decreasing side. Is controlled.

That is, as shown in FIG. 8, an actuator control mechanism 125 for controlling the hydraulic cylinders 76a, 76b via the stepping motor 88 is provided, and a toroidal type actuator is provided based on the outputs of the rotation speed sensors 121, 122. When the current gear ratio in the stepped transmission C is detected (see step S1 in FIG. 9) and the detected gear ratio exceeds the limit gear ratio, that is, the turning positions of the trunnions 59a to 59d exceed the limit turning position. In this case (see step S2 in FIG. 9), the stepping motor 88 is controlled to the speed increasing side (that is, the gear ratio decreasing side). It goes without saying that the same effects as those of the first and second embodiments can be obtained also in this embodiment having such a configuration.

[Brief description of drawings]

FIG. 1 is a front elevation cross-sectional view of a toroidal type continuously variable transmission in a control device for a vehicle with a toroidal type continuously variable transmission according to a first embodiment of the present invention.

FIG. 2 is a system configuration diagram of a control device for the vehicle with the toroidal type continuously variable transmission shown in FIG.

3 is a plan sectional view of the toroidal type continuously variable transmission shown in FIG. 1. FIG.

FIG. 4 is a plan view of a lower connecting member equipped with a stopper member in the toroidal type continuously variable transmission shown in FIG.

5 is a control flow chart in the control device for the vehicle with the toroidal type continuously variable transmission shown in FIG. 1. FIG.

FIG. 6 is a system configuration diagram of a control device for a vehicle with a toroidal type continuously variable transmission according to a second embodiment of the present invention.

7 is a control flowchart of the control device for the vehicle with the toroidal type continuously variable transmission shown in FIG.

FIG. 8 is a system configuration diagram of a control device for a vehicle with a toroidal type continuously variable transmission according to a third embodiment of the present invention.

9 is a control flow chart in the control device for the vehicle with the toroidal type continuously variable transmission shown in FIG.

[Explanation of symbols]

C is a toroidal type continuously variable transmission, 5 is a transmission output shaft, 7 is a first toroidal type continuously variable transmission mechanism, 8 is a second toroidal type continuously variable transmission mechanism, 43f and 43r are first and second input disks,
44f and 44r are 1st and 2nd output disks, 45a to 45d are 1st to 4th friction rollers, 53 is a lube body, 57 and 58 are 1st and 2nd wires, and 59a to 59d are 1st to 4th trunnions, 62 Is an upper connecting member, 63 is a lower connecting member, 63a
~ 63d is a stopper part, 68f is an upper positioning hole, 72f
Is a lower positioning hole, 73f is a lower spherical bearing, and 76a and 76b.
Is a hydraulic cylinder, 79a and 79b are upper pistons, 80a,
Reference numeral 80b is a lower piston, 100f and 100r are stopper members, and 102 is an engaging surface.

Claims (4)

[Claims] 1. An input disk, which has a curved surface and serves as an input member for engine torque, and an input disk, which has a curved surface and is arranged with the curved surfaces facing each other, serves as an engine torque output member. An output disc, a friction roller that frictionally contacts the input disc and the output disc,
A roller that rotatably supports the friction roller and is rotatable about a rotation axis orthogonal to the rotation axis of the friction roller and can be driven in the direction of the rotation axis by an actuator. A support member and a tilt control means for restricting the maximum tilt angle of the friction roller toward at least the speed ratio increasing side are provided, and the input disk side to the output disk side have a speed ratio corresponding to the tilt angle of the friction roller. In a vehicle equipped with a toroidal type continuously variable transmission that transmits torque to the side, the gear ratio corresponding to the tilt angle of the friction roller is detected and the detected tilt angle is set to a smaller angle side than the maximum tilt angle. And a gear ratio detecting means for outputting a tilt angle excessive signal when the limit tilt angle is reached, and an input torque for reducing the input torque of the input disk when the tilt angle excessive signal from the gear ratio detecting means is received. Control device for a toroidal type continuously variable transmission with the vehicle, characterized in that it comprises a torque reducing means. 2. The control device for a vehicle with a toroidal-type continuously variable transmission according to claim 1, wherein the input torque reducing means is composed of an engine control mechanism that controls the engine output in a direction to reduce the engine output. . 3. The input torque reduction means according to claim 1, wherein the input torque reduction means is constituted by a clutch control mechanism for controlling the engagement force of a clutch arranged between the engine and the input disc in a direction to reduce the engagement force. A control device for a toroidal type vehicle with a continuously variable transmission. 4. An input disk, which has a curved surface and serves as an input member for engine torque, and an input disk, which has a curved surface and whose curved surfaces face each other, serve as an engine torque output member. An output disc, a friction roller that frictionally contacts the input disc and the output disc,
A roller that rotatably supports the friction roller and is rotatable about a rotation axis orthogonal to the rotation axis of the friction roller and can be driven in the direction of the rotation axis by an actuator. A support member and a tilt control means for restricting the maximum tilt angle of the friction roller toward at least the speed ratio increasing side are provided, and the input disk side to the output disk side have a speed ratio corresponding to the tilt angle of the friction roller. In a vehicle equipped with a toroidal type continuously variable transmission that transmits torque to the side, the gear shift ratio corresponding to the tilt angle of the friction roller is detected and the detected tilt angle is set to a smaller angle side than the maximum tilt angle. The gear ratio detecting means for outputting a tilt angle excessive signal when the limit tilt angle is reached, and the actuator is controlled to the gear ratio decreasing side when the tilt angle excessive signal is received from the gear ratio detecting means. Do Kuchue - motor control means and a control device for a vehicle with continuously variable transmission characterized by comprising a.