JPH11247983A - Transmission control device for indefinite gear ratio type continuously variable transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To transmit a torque in an advancing direction which is surely selected, when a shift lever is manipulated from a stop position into a running position. SOLUTION: The transmission control device is composed of a vehicle speed sensor 84 for detecting at least a vehicle speed as an operating condition of a vehicle, and a shift selector 83 for selecting a running rage between a D range and an R range, and stop range between an N range and a P range. If the D range or the R range is selected when the vehicle speed is 0 km/h, the tile angle of a power roller is set on the advancing direction side of the running range selected, rather than a geared neutral position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a continuously variable transmission for use in a vehicle or the like, and more particularly to an improvement in a transmission control device for an infinitely variable transmission.

[0002]

2. Description of the Related Art A belt-type or toroidal-type continuously variable transmission is conventionally known as a vehicle transmission. In order to further expand the shift range of such a continuously variable transmission, a continuously variable transmission is known. An infinitely variable speed ratio continuously variable transmission is known which combines a constant transmission and a planetary gear mechanism to control the speed ratio to infinity, such as Japanese Patent Application No. 9-63049.

In this system, a continuously variable transmission with a continuously variable transmission ratio and a constant transmission (reduction gear) are connected in parallel to a unit input shaft of a continuously variable transmission with an infinitely variable transmission ratio connected to an engine. These output shafts are connected by a planetary gear mechanism, and the output shaft of the continuously variable transmission is connected to the sun gear of the planetary gear mechanism. The output shaft of the constant transmission is connected to a low resume clutch (hereinafter referred to as a power circulation mode clutch). ) To the carrier of the planetary gear mechanism.

The output shaft of the continuously variable transmission connected to the sun gear is a direct clutch (hereinafter, referred to as a direct connection mode clutch).
, And the ring gear of the planetary gear mechanism is also connected to the unit output shaft.

In such a continuously variable transmission with an infinite transmission ratio,
By connecting the power circulation mode clutch and disengaging the direct connection mode clutch, the total reduction ratio is changed from a negative value to a positive value to infinity ( Low-resume state (hereinafter referred to as "power circulation mode") in which control is performed almost continuously including geared neutral, and the power-circulation mode clutch is disconnected while the direct-coupled mode clutch is connected to change the speed ratio of the continuously variable transmission. It is possible to selectively use a direct connection state (hereinafter, referred to as a direct connection mode) in which a speed ratio according to a product of a speed ratio of the continuously variable transmission output gear train is obtained.

[0006]

However, in the conventional shift control device for a continuously variable transmission with an infinite speed ratio, the vehicle is stopped at a neutral position where the total reduction ratio is infinite, and the shift lever is shifted. Is set to the neutral range (N range) or the parking range (P range), it is difficult to maintain the neutral position where the total reduction ratio is infinite because the continuously variable transmission is in a no-load state. When the toroidal type is used as the continuously variable transmission, the total reduction ratio may slightly deviate from the neutral position in the forward or backward direction due to dimensional tolerances and the like. When switching from the range to the drive range (D range) or the reverse range (R range), torque is generated on the reverse side once despite the D range being selected. After, or become a neutral, or, even though you select the R range, after the torque occurs once in the forward side, become a neutral, there is a problem that give the driver a sense of discomfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to surely transmit torque in a selected traveling direction when a shift lever is operated from a stop position to a traveling position. I do.

[0008]

According to a first aspect of the present invention, a continuously variable transmission and a constant transmission that continuously change the gear ratio by tilting a power roller held between input and output disks are unit-inputted. A gearless infinitely variable transmission in which the output shafts of the continuously variable transmission and the fixed transmission are connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, respectively, One of a power circulation mode in which the power circulation mode clutch is engaged and a direct connection mode in which the direct connection mode clutch is engaged is selected according to the driving state of the vehicle, and the tilt angle of the power roller of the continuously variable transmission is controlled. A transmission control device for a continuously variable transmission having an infinitely variable gear ratio, the transmission control device comprising: a vehicle speed detection unit configured to detect at least a vehicle speed as an operation state of the vehicle; And a shift command means for selecting these ranges, and an actual gear ratio detecting means for detecting a tilt angle of the power roller, wherein the shift control means, when the vehicle speed is 0, The tilt angle of the power roller is set so as to correspond to the traveling direction of the range selected by the shift command means.

According to a second aspect of the present invention, a continuously variable transmission for continuously changing a gear ratio by tilting a power roller held between input / output disks and a constant transmission are connected to a unit input shaft, respectively. In addition, the infinitely variable speed ratio continuously variable transmission in which the output shafts of the continuously variable transmission and the fixed transmission are connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, Shift control means for selecting one of a power circulation mode in which the power circulation mode clutch is engaged and a direct connection mode in which the direct connection mode clutch is engaged, and controlling a tilt angle of a power roller of the continuously variable transmission. A transmission control device for a continuously variable transmission having an infinitely variable gear ratio, comprising: a vehicle speed detecting means for detecting at least a vehicle speed as an operating state of the vehicle; A speed commanding means for selecting the range; and an actual speed ratio detecting means for detecting a tilt angle of the power roller. When the vehicle selects the stop range, the tilt angle of the power roller is set to a value corresponding to geared neutral.

According to a third aspect of the present invention, a continuously variable transmission for continuously changing a gear ratio by tilting a power roller held between input / output disks and a constant transmission are connected to a unit input shaft. In addition, the infinitely variable speed ratio continuously variable transmission in which the output shafts of the continuously variable transmission and the fixed transmission are connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, Shift control means for selecting one of a power circulation mode in which the power circulation mode clutch is engaged and a direct connection mode in which the direct connection mode clutch is engaged, and controlling a tilt angle of a power roller of the continuously variable transmission. And a vehicle speed detecting means for detecting at least a vehicle speed as a driving state of the vehicle, and selecting at least a traveling direction. And a shift commanding means for selecting these ranges, and an actual gear ratio detecting means for detecting a tilt angle of the power roller. 0
When the speed change command means selects the travel range, the tilt angle of the power roller is set to the traveling direction side of the travel range from geared neutral.

According to a fourth aspect of the present invention, a continuously variable transmission for continuously changing a gear ratio by tilting a power roller held between an input / output disk and a constant transmission are connected to a unit input shaft. In addition, the infinitely variable speed ratio continuously variable transmission in which the output shafts of the continuously variable transmission and the fixed transmission are connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, Shift control means for selecting one of a power circulation mode in which the power circulation mode clutch is engaged and a direct connection mode in which the direct connection mode clutch is engaged, and controlling a tilt angle of a power roller of the continuously variable transmission. Means for detecting at least the vehicle speed and the amount of depression of an accelerator pedal as the operating state of the vehicle, Provided with a driving range and stop range with the shift command means for selecting these ranges,
An actual gear ratio detecting means for detecting a tilt angle of the power roller, wherein the gear shift control means is configured to output the power when the vehicle speed is greater than or less than 0 and the gear shift command means selects a stop range. The roller tilt angle is set based on the vehicle speed and the amount of depression of the accelerator pedal.

A fifth aspect of the present invention is directed to the first to fourth aspects.
In any one of the inventions, the actual speed ratio detecting means detects the tilt angle of the power roller based on the ratio of the number of rotations of the input disk and the output disk or a value corresponding to this ratio.

[0013] In a sixth aspect based on the third aspect, the shift control means is configured to reduce the tilt angle of the power roller when the vehicle speed is 0 and the shift command means selects a travel range. The engagement of the power circulation mode clutch is prohibited while the vehicle is on the opposite side of the traveling range of the traveling range from the geared neutral.

[0014] In a seventh aspect based on the sixth aspect, the shift control means is configured to control the power circulation mode after the tilt angle of the power roller is closer to the traveling direction of the traveling range than the geared neutral. Engage the clutch gradually.

[0015]

According to the first aspect of the present invention, when the vehicle speed is 0 km / h, the tilt angle of the power roller is set so as to be in the traveling direction of the range selected by the shift command means. When the range is selected, the tilt angle of the power roller is set to the forward side, and when the R range is selected, the tilt angle of the power roller is set to the reverse side, and the N range or the P range is selected as the stop range. In this case, the tilt angle of the power roller is set so as to be geared neutral, so that the torque is always transmitted in the traveling direction set by the shift command means at the time of starting, and the traveling operated by the driver as in the conventional example described above. The transmission of the torque in the direction opposite to the direction is reliably prevented, so that the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission can be greatly improved.

According to a second aspect of the present invention, when the vehicle speed is 0 km / h and the shift command means selects a stop range (for example, an N range or a P range), the tilt angle of the power roller is set to a gear in the power circulation mode. In order to set a value corresponding to neutral, when the shift command means is switched to the travel range (for example, D range or R range) and the vehicle is started, torque is always transmitted in the traveling direction. Thus, it is possible to reliably prevent torque from being transmitted in the direction opposite to the traveling direction operated by the driver, and to greatly improve the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission.

According to a third aspect of the present invention, when the vehicle speed is 0 km / h and the speed change command means selects a travel range (for example, D range or R range), the tilt angle of the power roller is set to
In order to set the driving range to be more forward than the geared neutral in the power circulation mode, for example, in the D range, the tilt angle is set to the forward side from the geared neutral, and in the R range, to the backward side than the geared neutral. The tilt angle is set, and when starting, torque is always transmitted in the traveling direction set by the shift command means, and it is ensured that torque is transmitted in the direction opposite to the traveling direction operated by the driver as in the conventional example. Thus, the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission can be greatly improved.

According to a fourth aspect of the present invention, while the vehicle speed indicates forward or backward, the speed change command means indicates a stop range (for example, N
Range or P range), the tilt angle of the power roller is set based on the vehicle speed and the amount of depression of the accelerator pedal.
When the shift operation is performed to the range, the shift control is performed so that the tilt angle becomes in accordance with the driving state such as the vehicle speed and the amount of depression of the accelerator pedal.
When the vehicle returns to the range, the vehicle can smoothly return to the original shift position without causing a shift shock, and the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission can be greatly improved.

According to a fifth aspect of the present invention, the actual speed ratio detecting means detects the tilt angle of the power roller based on the ratio of the rotational speeds of the input disk and the output disk or a value corresponding to this ratio. The tilt angle of the power roller can be easily and accurately obtained.

According to a sixth aspect of the present invention, when the vehicle speed is 0 Km / h and the speed change command means selects a traveling range, the tilt angle of the power roller is set to be opposite to the traveling direction of the traveling range than geared neutral. During a certain period, in order to prohibit the engagement of the power circulation mode clutch, for example, when the vehicle is stopped and the range is set to the D range or the R range, the tilt angle of the power roller is shifted forward or backward from the geared neutral position. Until the transmission of the power circulation mode clutch 9 is prohibited and the transmission of torque is interrupted, it is ensured that the torque is transmitted in the direction opposite to the traveling direction operated by the driver as in the conventional example. Thus, the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission can be greatly improved.

According to the seventh aspect of the present invention, the power circulation mode clutch is gradually engaged after the tilt angle of the power roller is closer to the traveling direction of the traveling range than the geared neutral, so that the N range or the R range is provided. Even when a toroidal-type continuously variable transmission in which the shift speed tends to be excessive in a no-load condition in a stop range such as N → D, for example, N → D
When the select operation is performed, the engagement of the power circulation mode clutch is started for the first time after the tilt angle becomes the forward side, and the engagement is gradually performed, so that the tilt angle becomes the forward side. The power roller gradually changes toward the neutral position φ0 of geared neutral, so that it does not give any shift shock and performs smooth shift control to improve the operability of vehicles with infinitely variable speed ratio continuously variable transmission. Can be greatly improved.

[0022]

An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIGS. 1 to 4 show an example in which a continuously variable transmission with an infinite speed ratio is constructed using a toroidal type continuously variable transmission.

As shown in FIG. 1, this is a unit input shaft 1 of an infinitely variable speed ratio continuously variable transmission connected to an engine.
A continuously variable transmission 2 capable of continuously changing the gear ratio and a constant transmission 3 (reduction gear) composed of gears 3a and 3b are connected in parallel, and these output shafts 4 and 3c are connected to each other. The output shaft 4 of the continuously variable transmission 2 is connected to a sun gear 5a of the planetary gear mechanism 5, and the output shaft 3c of the constant transmission 3 is connected to a low resume clutch 9 (hereinafter referred to as a power circulation mode clutch 9). ) To the carrier 5b of the planetary gear mechanism 5.

The continuously variable transmission output shaft 4 connected to the sun gear 5a is connected to a unit output shaft 6 which is an output shaft of an infinitely variable speed ratio transmission via a direct clutch 10 (hereinafter, directly connected mode clutch 10). Meanwhile, the ring gear 5c of the planetary gear mechanism 5 is also connected to the unit output shaft 6.

A transmission output gear 7 is provided on the unit output shaft 6, and the transmission output gear 7 meshes with the final gear 12a of the differential gear 8, and has a predetermined total reduction ratio.
The driving force is transmitted to the drive shafts 11a and 11b connected to the drive shafts 11a and 11b.

As shown in FIG. 1, the continuously variable transmission 2 is a double-cavity toroidal type in which a power roller 20 is sandwiched and pressed by two sets of input disks 21 and output disks 22, respectively. As shown in FIG. 2, the lower end is pivotally supported by a trunnion shaft 23 supported at its lower end by a hydraulic cylinder 30 and rotatable around its axis.

In the hydraulic cylinder 30, upper and lower oil chambers 30A and 30B are defined by a piston 31, and a cam 72 is fixed below the piston 31 via a shaft 71 in the drawing.

Further, a correction signal pressure cylinder 60 is disposed below the cam 72 in the drawing, and a rod 62 slidably in contact with the cam 72 is provided on the correction signal pressure cylinder 60 so as to extend and contract freely. A piston 61 is fixed to a lower end of the cylinder, and the inside of the correction signal pressure cylinder 60 is defined by the piston 61 into two oil chambers 60A and 60B.

A spring 64 for urging the end of the rod 62 toward the cam 72 is accommodated in the oil chamber 60B, and a drain port 63B is opened in the oil chamber 60B. Hydraulic oil is discharged.

Further, while the oil chamber 60A port 63A is opened, it is guided to the correction signal pressure correction signal pressure port 53A which P _SD is formed in the control valve 50, port 6
3A communicates via a throttle 65 with a signal pressure port 63C for guiding a signal pressure P _SOL from a solenoid valve 82 described later.

The shaft 71, cam 72, rod 6
2. The displacement transmitting means 70 is constituted by the spring 64.

The oil chambers 30A, 30 of the hydraulic cylinder 30
The hydraulic pressure of B is adjusted by a control valve 50 having a spool slidable in the axial direction.

As shown in FIG. 2, the control valve 50 is provided between both ends 52a and 52e of the spool 51.
Two lands 52b, 52c, and 52d are formed at predetermined intervals, and a spool 51 is attached to the left side in the figure between the right end surface of the end portion 52e and the inner end of the control valve 50. A biasing spring 54 is interposed.

On the other hand, on the inner periphery of the control valve 50 facing the left end surface of the end portion 52a of the spool 51 in the drawing,
The correction signal pressure port 53A for guiding the correction signal pressure P _SD from the correction signal pressure cylinder 60 is opened, and the spool 51 is displaced according to the correction signal pressure P _SD against the _urging force F _SPR of the spring 54.

Further, the left end 52a and the land 52b
Ports 53B and 53G communicating with the oil chamber 30A below the hydraulic cylinder 30 via the oil passage 90 are formed on the inner periphery facing between the land 52c and the land 52d, and the right end 52e and the land Ports 53 </ b> D and 53 </ b> I communicating with the oil chamber 30 </ b> B above the hydraulic cylinder 30 via the oil passage 91 are formed on the inner periphery facing between the land 52 d and the land 52 b and the land 52 c, respectively.

Line pressure ports 53E and 53F communicating with a source pressure from a pressure regulator valve 310, which will be described later, are opened on the inner periphery facing the land 52c, and one of the ports 53D or 53G is switched according to the displacement of the land 52c. one supplies the line pressure P _L to.

On the other hand, drain ports 53C and 53H communicating with a drain tank (not shown) are opened on the inner periphery facing the lands 52b and 52d, and one of the ports 53D or 53G is switched according to the displacement of the lands 52b and 52d. To the drain tank. These lands and ports are
Oil chamber 30A on the decrease side of torque transmission force of hydraulic cylinder 30
And a pressure difference adjusting means for the oil chamber 30B on the increasing side.

A drain port 53J is opened on the inner periphery facing the end 52e, and hydraulic oil is discharged.

Further, the ends 52a, 52 of the spool 51
e is set equal to the outer diameter of each land 52b-52d, and the outer diameter of the land is set to be larger than the outer diameter of the end. A collar 55 is interposed.

[0041] FIG. 3 is a hydraulic supply source for supplying the line pressure P _L control valve 50 shows a hydraulic circuit of the (oil pump) 300, hydraulic pressure discharged from the oil pump 300, pressure regulator valve 310 Is adjusted to a set pressure value, and the adjusted oil pressure (line pressure P _L ) is supplied to the port 322 of the manual valve 320 interlocked with the shift selector 83 shown in FIG. And the power circulation mode clutch control valve 330 is supplied to the port.

The manual valve 320 has a D range (drive range) port 323 as a travel range and an R range (reverse range) port 3 as a reverse range.
21 is a control valve 50 via a shuttle valve 80.
When the manual valve 320 is in the D range, the port 322 is connected to the D range port 323, and the line pressure P
_L is supplied to the line pressure ports 53E and 53F of the control valve 50 via the shuttle valve 80.

When the manual valve 320 is in the R range (the state of FIG. 3), the port 3 is connected to the R range port 321.
22 communicated with the line pressure port of the line pressure P _L control valve 50 through the shuttle valve 80 53E, 5
It is supplied to 3F.

When the manual valve 320 is in the N range (neutral range) as the stop range, the port 322 is set to the D range port 323 and the R range port 321.
And the D range port 323 and the R range port 321 are connected to the drain ports 324 and 325.

When the manual valve 320 enters the P range (parking range), which is also the stop range, the port 322 is shut off and the D range port 32
3. R range port 321 is connected to drain ports 324 and 3
25.

Power circulation mode clutch control valve 33
Reference numeral 0 denotes a solenoid valve provided with an actuator for controlling the engagement force of the power circulation mode clutch 9 and the like.
_{When L} is supplied, the power circulation mode clutch 9 is engaged, and when the supply pressure is reduced by the power circulation mode clutch control valve 330, the power circulation mode clutch 9 is released.

The power circulation mode clutch control valve 330 reduces the pressure supplied to the power circulation mode clutch 9 when the shift lever is in the N range or the P range according to a signal from the control unit 80 shown in FIG. When the N range or the P range is selected, the power circulation mode clutch 9 is released.

When the shift lever is in the D range or the R range, the line pressure P
_L is supplied, whereby the power circulation mode clutch 9 is engaged.

An oil passage 90 communicating the port 53G of the control valve 50 with the oil chamber 30A of the hydraulic cylinder 30 and an oil passage 91 communicating the port 53D with the oil chamber 30B of the hydraulic cylinder 30 are provided with an oil passage in the D range. It is connected to the relief circuit 95 via the manual valve 320 so that the oil pressure in the chamber 30B does not exceed the oil pressure in the oil chamber 30A.
Note that the power circulation mode is switched to the direct connection mode in a predetermined operation range or the like when in the D range.

Here, the transmission force transmitted by the power roller 20 from the input disk 21 to the output disk 22 is such that the oil pressure of the oil chamber 30A as the second oil chamber is relatively increased as compared with the oil chamber 30B. While the torque transmitting force of the power roller 20 decreases, the hydraulic pressure of the oil chamber 30B as the first oil chamber is relatively increased, so that the torque transmitting force of the power roller 20 increases, and the difference between the oil chambers 30A and 30B is increased. By adjusting the pressure, the torque transmission force is continuously controlled.

In the control valve 50, the outer diameters of the ends 52a and 52e of the spool 51 are set equal, and the outer diameters of the lands 52b to 52d are set equal to each other. It is set larger than the outer diameter of the part.

[0052] Here, increasing the signal pressure P _SOL, the spool 51 to displace to the right in the drawing, the oil chamber 30B Herain pressure P _L of the hydraulic cylinder 30 is supplied ports 53E and 53D are communicated with the oil The hydraulic pressure P _INC applied to the chamber 30B increases while the drain port 53H and the port 53G communicate with each other in accordance with the displacement of the land 52d.
0 oil chamber 30A communicates with the tank and the oil pressure P of the oil chamber 30A.
_DEC decreases, and the torque transmitting force of the power roller 20 increases to a position where it balances with the differential pressure P _INC -P _DEC .

Conversely, when the signal pressure P _SOL is reduced, the spool 51 is displaced to the left in the drawing, so that the ports 53G and 5
3E communicates to supply the line pressure P _L to the oil chamber 30A of the hydraulic cylinder 30 to increase the oil pressure P _DEC applied to the oil chamber 30A, while increasing the drain port 5 according to the displacement of the land 52b.
Since the port 3D communicates with the port 3D, the hydraulic cylinder 30
Oil chamber 30B communicates with the tank, and the oil pressure P of the oil chamber 30B
_INC decreases, and the torque transmitting force of the power roller 20 decreases to a position where the differential pressure P _INC -P _DEC is balanced.

Therefore, if the differential pressure between the oil pressures P _DEC and P _INC of the oil chambers 30A and 30B is adjusted according to the increase and decrease of the signal pressure P _SOL , the torque transmitting force of the power roller 20 can be controlled.

The oil pressures P _DEC of the oil chambers 30A, 30B,
When the signal pressure P _SOL is changed from the state where the differential pressure of P _INC is balanced with the torque transmitting force of the power roller 20, the power roller 20 is displaced upward or downward from the balanced position as shown in FIG. As a result, the power roller 20 tilts around the trunnion shaft 23, and shifts to a position where the differential pressure between the oil pressures P _DEC and P _INC balances the torque transmitting force of the power roller 20.

The output of the continuously variable transmission 2 having the gear ratio set as described above is output from the gear 2a, the counter gear 40a, and the gear 4a.
a through a continuously variable transmission output gear train 40 composed of
This is transmitted to the output shaft 4. The mechanism of the infinitely variable speed ratio continuously variable transmission is configured in the same manner as the conventional example.

Here, the shift control device is configured as shown in FIG. 4, and a control unit 80 including a microcomputer includes a vehicle speed sensor 84 for detecting a vehicle speed VSP and a shift selector 8 for detecting a shift position.
3 or inhibitor switch, throttle opening TVO
Signals from an opening sensor 85 for detecting (or the amount of depression of an accelerator pedal), a displacement sensor 81 for detecting a tilt angle φ (displacement around an axis) of the power roller 20 and the trunnion 23 are input, and the control unit 80 The target gear ratio is determined according to these operating conditions, and the solenoid 82 is driven to change the signal pressure P _SOL so that the tilt angle φ, which is the actual gear ratio, becomes the target value.

FIGS. 5 to 8 show the control unit 80.
Is a flowchart showing an example of the shift control performed in step (a), and the shift control will be described in detail below with reference to these flowcharts. FIG. 5 shows a main routine, and FIGS. 6 to 8 show subroutines corresponding to shift positions, which are repeatedly executed at predetermined time intervals.

First, in step S501 shown in FIG.
The current shift position is read from the signal of the shift selector 83 (or an inhibitor switch (not shown)), and in step S502, if the current shift position is the N range or the P range, the process proceeds to the N range control in FIG. If the current shift position is the D range, the process proceeds to the D range control in FIG. 6, and in step S504, if the current shift position is the R range, the process proceeds to the R range control in FIG.

Next, control in the D range will be described.

In step S601 shown in FIG. 6, first,
The vehicle speed VSP from the vehicle speed sensor 84 and the tilt angle φ from the displacement sensor 81 are read. In step S602, it is determined whether or not the vehicle speed VSP is 0 km / h, that is, whether or not the vehicle is stopped. While the process proceeds to S603, if the vehicle is in the running state, the process proceeds to step S608.

If the vehicle is stopped, step S603 is executed.
Then, the target tilt angle is set to the predetermined neutral position φ0, and the feedback control is performed so that the actual tilt angle φ detected by the displacement sensor 81 becomes smaller than the target tilt angle φ0.

Here, the tilt angle φ is, as shown in FIG.
An angle formed by a line connecting the contact point of the power roller 20 and the center of curvature of the output disk 22 and a line perpendicular to the rotation axis of the input / output disk from the center of curvature is shown. Note that this tilt angle φ
Is the same as that disclosed in “Study on Large-Capacity and High-Efficiency Half-Toroidal CVT” (November 1991, Current State and Future of Power Transmission Technology No. 11 issued by the Society of Automotive Engineers of Japan).

The neutral position φ0 of the tilt angle is shown in FIG.
As shown in FIG. 10, in the power circulation mode, the tilt angle corresponds to the geared neutral, that is, the tilt angle corresponding to the point where the total speed ratio (IVT ratio) becomes infinite.

FIG. 10 shows the relationship between the tilt angle φ and the neutral position φ0.
As shown in the figure, in the power circulation mode, when the tilt angle φ is smaller than the neutral position φ0, the total gear ratio is on the forward side, while when the tilt angle φ is larger than the neutral position φ0, the total gear ratio is Is the retreat side.

That is, in step S603, the tilt angle φ of the power roller 20 is controlled so that the total speed ratio is on the forward side.

Next, in step S604, it is determined whether or not the tilt angle φ detected by the displacement sensor 81 has become smaller than the neutral position φ0.
Proceed to 605, otherwise, step S603
Control is continued.

In step S605 where the tilt angle φ becomes smaller than the neutral position φ0, the total gear ratio is on the forward side, so that the throttle opening TVO is read from the opening sensor 85, and then N → in step S606. D select control is performed.

In the N → D select control, the engagement of the power circulation mode clutch 9 is gradually performed according to the throttle opening TVO, the engine speed Ne, and the like.
As shown in FIG. 1, from the time t1 when it is determined that the tilt angle φ has become the forward side (<φ0), the valve opening control of the power circulation mode clutch control valve 330 is performed, and the precharge pressure Pc1 is temporarily determined. Then, after the predetermined time t2 (for example, after 0.8 seconds), the power circulation mode clutch 9 is gradually engaged so that the target oil pressure Pct becomes the target oil pressure Pct.

On the other hand, if it is determined in step S602 that the vehicle is traveling, the flow advances to step S608 to determine whether or not the flag f is 0.

The flag f determines whether or not the power circulation mode clutch 9 or the direct connection mode clutch 10 is under the engagement control. Sometimes, the engagement control ends.

That is, in step S608, f = 0
If the engagement control is being performed, the process proceeds to step S609, whereas if the engagement is in the completed state, the process proceeds to step S612 to perform normal shift control, and ends the process.

Step S608 where it is determined that the engagement control is being performed.
Then, after reading the throttle opening TVO detected by the opening sensor 85 in step S609, the process proceeds to step S61.
At 0, a target tilt angle φtgt corresponding to the vehicle speed VSP and the throttle opening TVO is calculated, and feedback control is performed so that the actual tilt angle φ becomes the target tilt angle φtgt.

The calculation of the target tilt angle φtgt is performed by using a map (not shown).

In step S611, engagement control of the power circulation mode clutch 9 or the direct connection mode clutch 10 is performed based on the current operation state. As shown in FIG. 9, the selection of the clutch to be engaged selects the power circulation mode clutch 9 or the direct connection mode clutch 10 according to the magnitude of 1 / total speed ratio (IVT ratio) and the like.

In this way, the above-described step S606 or S
After performing the engagement control of the power circulation mode clutch 9 or the direct connection mode clutch 10 in 611, step S6
In step 09, the flag f is set to 1 to end the engagement control, and then the process is terminated.

Next, the N range control when it is determined in step S502 of FIG. 5 that the range is the N range or the P range will be described in detail with reference to the flowchart of FIG.

First, in step S701, the vehicle speed VSP from the vehicle speed sensor 84 and the tilt angle φ from the displacement sensor 81 are read, and in step S702, the vehicle speed VS
It is determined whether P = 0 km / h, that is, whether or not the vehicle is stopped,
If the vehicle is stopped, the process proceeds to step S703. If the vehicle has been operated to the N range during traveling, the process proceeds to step S704.
Proceed to.

In step S703 when the vehicle is in a stopped state,
Assuming that the target tilt angle is a predetermined neutral position φ0, the displacement sensor 8
The feedback control is performed so that the actual tilt angle φ detected by 1 becomes equal to the target tilt angle φ0.

On the other hand, in step S704 when the vehicle is operated to the N range during driving, the throttle opening TVO detected by the opening sensor 85 is read, and then the target tilt angle corresponding to the vehicle speed VSP and the throttle opening TVO is read. φtgt is calculated, and feedback control is performed so that the actual tilt angle φ becomes the target tilt angle φtgt.

After the feedback control is performed in steps S703 and S704, the flag f = 0, that is, the engagement control of the power circulation mode clutch 9 or the direct connection mode clutch 10 is set, and the process is terminated.

Next, the R range control when the R range is determined in step S504 of FIG. 5 will be described in detail with reference to the flowchart of FIG.

In step S801 shown in FIG. 8, first,
The vehicle speed VSP from the vehicle speed sensor 84 and the tilt angle φ from the displacement sensor 81 are read. In step S802, it is determined whether or not the vehicle speed VSP is 0 km / h, that is, whether or not the vehicle is stopped. While the process proceeds to step S803, if the vehicle is running, the process proceeds to step S808.

If the vehicle is stopped, step S803 is executed.
Assuming that the target tilt angle is a predetermined neutral position φ0, the actual tilt angle φ detected by the displacement sensor 81 is larger than the target tilt angle φ0, that is, the tilt angle φ is on the retreat side as described above. The feedback control is performed as follows.

Next, in step S804, it is determined whether or not the tilt angle φ detected by the displacement sensor 81 has exceeded the neutral position φ0.
The process proceeds to 05, and if not, the control in step S803 is continued.

At step S805 when the tilt angle φ becomes larger than the neutral position φ0, the throttle ratio TVO is read from the opening sensor 85 because the total gear ratio is on the reverse side, and then at step S806. N → R select control is performed.

In the N → R select control, the engagement of the power circulation mode clutch 9 is gradually performed according to the throttle opening TVO, the engine speed Ne, and the like. From time t1 when it is determined that the vehicle is on the retreat side (> φ0), the valve opening control of the power circulation mode clutch control valve 330 is performed, and after the pressure is once increased to the precharge pressure Pc1, after a predetermined time t2 ( For example,
(After 0.8 seconds), the power circulation mode clutch 9 is gradually engaged so that the target oil pressure Pct is reached.

On the other hand, if it is determined in step S802 that the vehicle is traveling, the flow advances to step S808 to determine whether or not the flag f = 0, that is, since the vehicle is in the retreating state, It is determined whether or not the mode clutch 9 is under the engagement control.

If the engagement control is being performed with f = 0, the process proceeds to step S809. If the engagement is in the completed state, the process proceeds to step S812 to perform normal shift control, and the process ends.

Step S808 where it is determined that the engagement control is being performed.
Then, after reading the throttle opening TVO detected by the opening sensor 85 in step S809, the process proceeds to step S81.
At 0, a target tilt angle φtgt corresponding to the vehicle speed VSP and the throttle opening TVO is calculated, and feedback control is performed so that the actual tilt angle φ becomes the target tilt angle φtgt.
The calculation of the target tilt angle φtgt is performed using a map (not shown) or the like.

In step S811, engagement control of the power circulation mode clutch 9 is performed based on the current operation state.

Thus, the above-described step S806 or S
After the engagement control of the power circulation mode clutch 9 is performed in step 811, the flag f is set to 1 in step S 809, the engagement control ends, and the process ends.

By repeating the above control every predetermined time, in the stopped state where the vehicle speed VSP = 0 Km / h, the total gear ratio (IVT ratio) of the infinitely variable speed ratio transmission is geared neutral. Is controlled so that torque is transmitted from the neutral position φ0 in the traveling direction corresponding to the shift position selected by the shift selector 83. When the vehicle is stopped in the D range, the tilt angle φ is smaller than the neutral position φ0. Since it is set to be on the forward side, torque is always transmitted in the forward direction at the time of starting, while when the vehicle is stopped in the R range, the tilt angle φ is set to be on the reverse side from the neutral position φ0. Therefore, when starting, torque is always transmitted in the reverse direction,
As described above, it is possible to reliably prevent torque from being transmitted in a direction opposite to a traveling direction operated by a driver, and to greatly improve the drivability of a vehicle having an infinitely variable speed ratio continuously variable transmission. You can do it.

When the vehicle is in the N range or the R range, the tilt angle φ is controlled to the neutral position φ0. When the vehicle is set to the D range or the R range from the stopped state, the tilt angle of the power roller 20 is adjusted. Until φ is on the forward or backward side of the neutral position φ0, the above-described step S60 is not performed.
4. Since the engagement of the power circulation mode clutch 9 is prohibited in S804, the torque is always transmitted in the traveling direction at the time of starting even in the N → D or N → R select operation. Thus, it is possible to reliably prevent the transmission of torque in the direction opposite to the traveling direction in which the vehicle is operated, and to greatly improve the drivability of the vehicle having the infinitely variable speed ratio continuously variable transmission.

Further, during the N → D or N → R select operation, the power circulation mode clutch 9 is gradually engaged, so that the shift speed becomes excessive in the no-load state of the N range or the R range. Even when the easy toroidal-type continuously variable transmission 2 is used, for example, when an N → D select operation is performed, as shown in FIG. Since the engagement hydraulic pressure of the power circulation mode clutch 9 once rises to the precharge pressure Pc1 and then gradually increases to the target hydraulic pressure Pct from the time t1 when it is determined that the tilt angle φ
Is shifted toward the geared neutral neutral position φ0 by the time t2 at which the predetermined time elapses even when the gear is displaced to the gear ratio on the highest Hi side (forward direction in the figure) of the continuously variable transmission 2, Without giving shift shock,
By performing the smooth shift control, it is possible to greatly improve the drivability of the vehicle having the infinitely variable speed ratio continuously variable shift.

On the other hand, when the shift operation is performed to the N range while the vehicle is traveling in the D range or the like, the shift control is performed so that the tilt angle φtgt is adjusted to the vehicle speed VSP and the driving state such as the throttle opening TVO. Therefore, when the vehicle returns from the N range to the D range again, the vehicle can smoothly return to the original shift position without causing a shift shock. Can be greatly improved.

In the above embodiment, the displacement sensor 81 is used as a means for detecting the tilt angle φ of the power roller 20.
Although not shown, the tilt angle φ of the power roller 20 may be converted from the ratio of the number of rotations of the input disk 21 and the number of rotations of the output disk 22.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a continuously variable transmission with an infinite gear ratio showing an embodiment of the present invention.

FIG. 2 is a hydraulic circuit diagram showing a control valve of the continuously variable transmission.

FIG. 3 is a hydraulic circuit diagram including a manual valve and a power circulation mode clutch.

FIG. 4 is a conceptual configuration diagram of shift control.

FIG. 5 is a flowchart showing an example of control performed by the control unit, and shows a main routine.

FIG. 6 is a flowchart showing a subroutine of D range control.

FIG. 7 is a flow chart showing a subroutine of N range control.

FIG. 8 is a flowchart showing an R range control subroutine.

FIG. 9 is a graph showing the relationship between the speed ratio (CVT ratio) of the continuously variable transmission and 1 / total speed ratio (IVT ratio).

FIG. 10 is a graph showing a relationship between a tilt angle of a power roller and a speed ratio (CVT ratio) of a continuously variable transmission.

FIG. 11 is a graph showing a relationship between engagement hydraulic pressure of a power circulation mode clutch, a tilt angle of a power roller, and time.

[Explanation of symbols]

 Reference Signs List 1 unit input shaft 2 stepless transmission 3 constant transmission 4 stepless transmission output shaft 5 planetary gear mechanism 6 unit output shaft 7 transmission output gear 8 power circulation mode clutch 9 direct connection mode clutch 20 power roller 21 input disk 22 output Disc 23 Trunnion shaft 30 Hydraulic cylinder 30A, 30B Oil chamber 31 Piston 50 Control valve 80 Controller 81 Displacement sensor 82 Solenoid 83 Shift selector 84 Vehicle speed sensor

Claims (7)

[Claims] 1. A continuously variable transmission that continuously changes a gear ratio by tilting a power roller held between an input / output disk and a constant transmission are connected to a unit input shaft, respectively. An infinitely variable speed ratio transmission in which the output shaft of the transmission and the constant transmission is connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, and the power circulation according to the driving state of the vehicle. Speed ratio control means for selecting one of a power circulation mode in which a mode clutch is engaged and a direct connection mode in which a clutch is engaged, and a shift control means for controlling a tilt angle of a power roller of the continuously variable transmission. A transmission device for a large continuously variable transmission, comprising: a vehicle speed detecting means for detecting at least a vehicle speed as a driving state of the vehicle; and at least a travel range and a stop range. Together,
A shift commanding means for selecting these ranges; and an actual gear ratio detecting means for detecting a tilt angle of the power roller, wherein the shift control means, when the vehicle speed is 0, the range selected by the shift command means. A transmission control device for a continuously variable transmission having an infinite transmission ratio, wherein a tilt angle of the power roller is set so as to correspond to a traveling direction. 2. A continuously variable transmission and a constant transmission, which continuously change the gear ratio by tilting a power roller held between input and output disks, are connected to a unit input shaft, respectively. An infinitely variable speed ratio transmission in which the output shaft of the transmission and the constant transmission is connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, and the power circulation according to the driving state of the vehicle. Speed ratio control means for selecting one of a power circulation mode in which a mode clutch is engaged and a direct connection mode in which a clutch is engaged, and a shift control means for controlling a tilt angle of a power roller of the continuously variable transmission. A transmission device for a large continuously variable transmission, comprising: a vehicle speed detecting means for detecting at least a vehicle speed as a driving state of the vehicle; and at least a travel range and a stop range. Together,
A shift commanding means for selecting these ranges; and an actual speed change ratio detecting means for detecting a tilt angle of the power roller, wherein the shift control means selects the vehicle stop range when the vehicle speed is 0. And a step of setting the tilt angle of the power roller to a value corresponding to geared neutral. 3. A continuously variable transmission that continuously changes the gear ratio by tilting a power roller sandwiched between an input / output disk and a constant transmission are connected to a unit input shaft, respectively. An infinitely variable speed ratio transmission in which the output shaft of the transmission and the constant transmission is connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, and the power circulation according to the driving state of the vehicle. Speed ratio control means for selecting one of a power circulation mode in which a mode clutch is engaged and a direct connection mode in which a clutch is engaged, and a shift control means for controlling a tilt angle of a power roller of the continuously variable transmission. A transmission control device for a large continuously variable transmission, comprising: a vehicle speed detecting means for detecting at least a vehicle speed as a driving state of the vehicle; And a shift commanding means for selecting these ranges; and an actual gear ratio detecting means for detecting a tilt angle of the power roller. A transmission apparatus for a continuously variable transmission with an infinite transmission ratio, wherein when the instructing means selects a travel range, the tilt angle of the power roller is set closer to the traveling direction of the travel range than geared neutral. 4. A continuously variable transmission that continuously changes the gear ratio by tilting a power roller sandwiched between an input / output disk and a constant transmission are connected to a unit input shaft, respectively. An infinitely variable speed ratio transmission in which the output shaft of the transmission and the constant transmission is connected to the unit output shaft via a planetary gear mechanism, a power circulation mode clutch and a direct coupling mode clutch, and the power circulation according to the driving state of the vehicle. Speed ratio control means for selecting one of a power circulation mode in which a mode clutch is engaged and a direct connection mode in which a clutch is engaged, and a shift control means for controlling a tilt angle of a power roller of the continuously variable transmission. In a transmission control device for a large continuously variable transmission, a means for detecting at least a vehicle speed and an accelerator pedal depression amount as a driving state of the vehicle; With a stop range,
A shift commanding means for selecting these ranges; and an actual gear ratio detecting means for detecting a tilt angle of the power roller, wherein the shift control means determines whether the vehicle speed is larger or smaller than 0, Wherein a tilt angle of the power roller is set based on a vehicle speed and an amount of depression of an accelerator pedal when a stop range is selected. 5. The power transmission device according to claim 1, wherein the actual speed ratio detecting means detects a tilt angle of the power roller based on a ratio of the rotation speeds of the input disk and the output disk or a value corresponding to the ratio. The transmission control device for an infinitely variable speed ratio transmission according to any one of claims 1 to 4. 6. The transmission control means, wherein the vehicle speed is 0,
When the shift instructing means selects the traveling range, while the tilt angle of the power roller is on the opposite side of the traveling direction of the traveling range from the geared neutral, the engagement of the power circulation mode clutch is prohibited. The transmission control device for an infinitely variable speed ratio transmission according to claim 3. 7. The power transmission mode clutch according to claim 7, wherein the shift control means gradually engages the power circulation mode clutch after the tilt angle of the power roller is closer to the traveling direction of the travel range than geared neutral. 7. The transmission control device for a continuously variable transmission with an infinitely variable transmission ratio according to item 6.