JPS61193936A - Continuously variable transmission for automobile - Google Patents

Abstract

PURPOSE:To raise the transmission efficiency of a continuously variable transmission and to effectively utilize low rotation speed and high torque region by controlling the output shaft of a slip type clutch so as to rotate at a rotation speed lower by a set slip amount than the rotation speed of an engine. CONSTITUTION:A slip type clutch 3 and a belt type continuously variable transmission 8 are operated by the oil pressure generated in an oil pump 18 which is coupled to the driving shaft 2 of an engine 1, and each is controlled by an electric and hydraulic controller 19 and an electric and hydraulic controller 20. Both the electric and hydraulic controllers 19, 20 control the slip type clutch 3 and the continuously variably transmission 8 in response to a control signal from an electronic controller 21. Signals from an engine rotation speed detector 211, a valve opening degree sensor 212, an output shaft rotation speed detector 213 and a vehicle speed detector 214 or the like are inputted to the electronic controller 21.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automobile transmission using a continuously variable transmission.

[Conventional technology]

Conventionally, torque converters commonly used in automatic transmissions for automobiles have the disadvantage that a large slip occurs between the input shaft and the output shaft, resulting in low transmission efficiency and difficulty in improving fuel efficiency.

Therefore, continuously variable transmissions with relatively high transmission efficiency are attracting attention as transmissions for automobiles. The transmission efficiency of the continuously variable transmission (B) is approximately constant under all conditions (determined only by the volatile content of the gears and the number of meshing teeth), whereas the transmission efficiency of the conventional gear type stepped transmission is approximately constant under all conditions (determined only by the volatile content of the gears and the number of meshing teeth). , it is generally known that it changes greatly depending on the input shaft rotational speed and input shaft torque, and becomes higher in the low rotational speed and high torque range. In addition, compared to stepped transmissions, continuously variable transmissions can set any shift range and change the gear ratio continuously within the range.
The fuel efficiency and acceleration performance are theoretically excellent. especially,
Regarding fuel economy, in conventional stepped transmissions, the gear ratio is determined primarily, so the fuel efficiency characteristics of the engine are inevitably determined by the given output of the internal combustion engine, but with continuously variable transmissions, the fuel efficiency is reduced as appropriate. By selecting the speed/speed ratio, it is possible to operate the internal combustion engine at a low rotational speed and a high torque range for the above-mentioned predetermined output, and therefore, the minimum fuel consumption characteristics can be obtained.

However, in the Renpro piston internal combustion engine, torque fluctuations occur due to inertia due to the reciprocating movement of the piston, and l/lux fluctuations occur due to pressure fluctuations in the combustion chamber, and the crankshaft rotates with torque fluctuations and rotational speed fluctuations. . These torque fluctuations impede the drivability of vehicles equipped with internal combustion engines, and especially when driving at low speeds, l/lux fluctuations are transmitted to the vehicle, drive shaft, etc., and the average driving torque is insufficient to drive the vehicle. Even if this is sufficient, the engine's low-speed operating limit speed will substantially increase due to vibrations caused by torque fluctuations. For this reason, even when the above-mentioned continuously variable transmission is used, it is necessary to select a substantially large gear ratio, which results in an increase in the rotation of the internal combustion engine, resulting in a problem of worsening fuel efficiency.

In addition, in conventional belt-type continuously variable transmissions, the belt pressing force of the driven side boob is approximately constant, so especially during partial load operation, the pressing force is higher than necessary, reducing transmission efficiency and reducing the durability of the belt etc. Furthermore, there are problems such as slipping of the belt when starting the vehicle and early wear and tear of the belt.

[Structure of the invention]

The present invention has been proposed in view of the above, and detects the torque of the engine in a continuously variable transmission for an automobile in which a slip clutch is provided between the drive shaft of the engine and the input shaft of the continuously variable transmission. - a torque detection device, an engine rotation speed detection device that detects the rotation speed of the engine, an output shaft rotation speed detection device that detects the rotation speed of the output shaft of the slip clutch, a vehicle speed detection device that detects the vehicle speed, each of the above An electronic control device is provided to control the continuously variable transmission and the slip type clutch according to a signal from the detection device, and the actual slip amount of the slip type clutch is detected by the engine rotation speed detection device and the output shaft rotation speed detection device. The slip amount deviation is calculated by comparing the target value of the slip amount, which is calculated based on the signal from the device, and the actual slip amount, which is set in advance according to the driving condition of the vehicle, and the slip amount is calculated according to the amount of deviation. The control device of the slip type clutch is controlled so that the amount of slip and slip approaches the target value, and the actual gear ratio of the continuously variable transmission is determined by a signal from the engine rotation speed detection device or the output shaft rotation speed detection device. and the signal from the vehicle speed detection device, and the target value of the gear ratio is set based on the control signal of the slip clutch control device and the signal from the engine rotation speed detection device or the vehicle speed detection device. The main object of the present invention is to provide a continuously variable transmission device for automobiles, which is characterized in that the shift ratio of the gear ratio is calculated by comparing the actual gear ratio and the gear ratio, and the gear ratio of the continuously variable transmission is controlled according to the amount of the shift. According to the present invention, in a continuously variable transmission device for an automobile in which a slip type clutch is provided between the input shaft of the IE drive shaft of the engine and the input shaft of the belt type continuously variable transmission, the torque of the engine is detected). Detection equipment, an engine rotation speed detection device that detects the rotation speed of the engine, an output shaft rotation speed detection device that detects the rotation speed of the output shaft of the slip clutch, a vehicle speed detection device that detects the vehicle speed, and each of the above detections. It is equipped with an electronic control device that controls the belt-type continuously variable transmission and the slip-type clutch according to signals from the device, and detects the actual slip amount of the slip-type clutch by the engine rotational speed detection device and the output shaft. The deviation in the amount of slip is calculated by comparing the actual slip amount with the target value of the slip amount, which is calculated based on the signal from the rotation speed detection device and set in advance according to the driving condition of the vehicle, and the amount of deviation is calculated. The control device for the slip type clutch is controlled so that the amount of slip approaches the target value, and the driven side of the continuously variable transmission is controlled based on the control signal from the control device for the slip type clutch. A second invention, the main subject of which is a continuously variable transmission for an automobile, which is characterized by controlling the belt pressing force of the belt, and a slip between the drive shaft of an engine and the input shaft of a belt type continuously variable transmission. In a continuously variable transmission for an automobile equipped with a type clutch, there are provided the following components: 1, a torque detection device for detecting the torque of the engine; an engine rotation speed detection device for detecting the rotation speed of the engine; and an output of the slip-type clutch. An output shaft rotational speed detection device that detects the rotational speed of the shaft, a vehicle speed detection device that detects the vehicle speed, and an electronic control device that controls the belt-type continuously variable transmission and slip clutch in accordance with signals from each of the detection devices. The actual slip amount of the slip-pu type clutch is calculated based on the signals from the engine rotation speed detection device and the output shaft rotation speed detection device, and the slip amount is calculated in advance according to the driving condition of the vehicle. Compare the target value of the amount and the actual slip amount (7) Calculate the slip amount deviation, and control the slip type clutch control device according to the deviation amount so that the slip amount approaches the target value, controlling the belt pressing force of the ijj dynamic pulley on the driven side of the belt type continuously variable transmission based on the control signal of the control device of the slip type clutch;
The actual gear ratio of the belt type continuously variable transmission is calculated based on the signal from the engine rotation speed detection device or the output shaft rotation speed detection device and the signal from the vehicle speed detection device, and the control device for the slip type clutch calculating a shift in the gear ratio by comparing the target value of the gear ratio set based on the control signal and the signal from the engine rotational speed detection device or the vehicle speed detection device with the actual gear ratio;
A third principal object of the continuously variable transmission device for an automobile is characterized in that the belt pressing force of the movable pulley on the drive side of the belt type continuously variable transmission is controlled in accordance with the deviation, thereby controlling the gear ratio. This invention consists of the following inventions.

〔Effect of the invention〕

According to the above configuration, the Rembro type piston internal combustion engine is provided. The yA dynamic torque of the engine, which rotates with torque fluctuations, is transmitted to the continuously variable transmission via the slip clutch, and the slip clutch is rotated at a rotation speed that is lower than the rotation speed of the engine by a set slip amount. Since the clutch is controlled to rotate the output shaft, torque fluctuations of the engine and ) and vibrations caused by the torque fluctuations are transmitted to the continuously variable transmission;
Only the torque is transmitted, thus making it possible in particular to lower the engine's low-speed operating limit speed. As a result, it becomes possible to utilize extremely effectively the low rotational speed and high torque range in which high transmission efficiency of the continuously variable transmission is obtained, and fuel efficiency can be effectively improved.

Furthermore, since the control signal of the control device for the slip type clutch is representative of the pushing force of the clutch, that is, the torque itself transmitted by the clutch, the control signal mentioned above can be used to control the gear ratio. Conventional transmission!・Compared to those that used engine throttle valve opening, intake pipe negative pressure, etc. as representative values of torque, 1. This allows for more accurate and optimal gear ratio control.

Furthermore, by controlling the belt pressing force of the driven side movable pulley of the Bell] type continuously variable transmission based on the above control number, the belt pressing force of the driving side movable pulley is adjusted according to the transmitted torque. It becomes possible to control to the optimum value,
In particular, it is possible to prevent a reduction in transmission efficiency, an increase in power loss, and a deterioration in the durability of the bevel 11 in the partial load operating range.

Furthermore, since a predetermined slip is generated in the slip type clutch and sochi at the time of starting, the vehicle can be started smoothly, and the belt against the driven side boo 'J that tends to occur when starting in a belt type continuously variable transmission. This prevents the belt from slipping, prevents premature wear of the belt, and further improves durability.

〔Example〕

Hereinafter, a first embodiment of the present invention will be described in detail with reference to FIGS. 1 to 6.

This embodiment shows a case where a belt-type continuously variable transmission is used in the continuously variable transmission and 17. A drive shaft 2 of the engine 1 is connected to a flywheel 4 of a slip type clutch 3, and an output shaft 6 of the clutch 3 slidably supports a clutch disc 5 that comes into contact with the flywheel 4 by hydraulic pressure. It is connected to a gear switching mechanism 7 consisting of a conventionally known gear train for switching, a shift sleeve, and the like. The gear switching mechanism 7 is actuated directly by a known select lever disposed in a driver's cab (not shown) or indirectly via a hydraulic actuator, etc., and its output side is a bell) type continuously variable transmission. It is connected to the input shaft 9 of the machine 8. One disk 10ZL of the driving pulley 10 of the Bell I-type continuously variable transmission 8 is integrally fixed to this input shaft 9, and the other disk 10b, which is paired with this disk 10a, is fixed in the axial direction. Movably splined. The disk 10b is caused to slide in the axial direction by hydraulic pressure supplied to a hydraulic chamber 11 formed on the back side thereof. Further, the driven pulley 12 of the belt type continuously variable transmission 8 includes a disk 12 that is integrally fixed to the output shaft 13.
a, and a disk 12b slidably spline-fitted to the output shaft 3, and the disk 12b is slid in the axial direction by hydraulic pressure supplied to a hydraulic chamber 14 formed on the back side of the disk 12b. It is something that can be done. A belt 15 made of steel or rubber is wound between the two pulleys 10 and 12, and the belt 1 continuously variable transmission 8 has a disc 10a between each of the pulleys 10 and 12.

By changing the distance between 10b, 12a, and 12b and changing the effective radius, the gear ratio can be changed continuously within a predetermined range. Note that the belt type continuously variable transmission 8 has a belt 15 of the drive pulley 10.
The transmission ratio is controlled by changing the pressing force of the driven pulley 12 on the belt 15, that is, the hydraulic pressure to the hydraulic chamber 14, and the transmitted torque is controlled by changing the pressing force of the driven pulley 12 to the belt 15, that is, the hydraulic pressure to the hydraulic chamber 14. is configured to do so. The driving force from the output shaft 13 is transmitted via a speed reduction mechanism 16 to a differential value M17 connected to driving rfIJJ wheels (not shown).

The slip type clutch 3 and the belt type continuously variable transmission 8 are operated by hydraulic pressure generated by an oil pump 18 connected to the drive shaft 2 of the engine 1.
They are controlled by an electric/hydraulic control device 19 and an electric/hydraulic control device 20, respectively. The electric/hydraulic control devices 19 and 20 control the slip clutch 3 and the continuously variable transmission 8 in accordance with control signals from the electronic control device 21.
A conventionally known engine rotation speed detection device 211 that detects the rotation speed of the engine 1 by directly detecting the rotation speed of the drive shaft 2 of the engine 1 or by counting the number of pulses of the ignition device.
, a valve opening sensor 212 that detects the torque of the engine 1 by detecting the opening of a throttle valve installed in the intake system (not shown) of the same engine; and a rotational speed of the output shaft 6 of the slip clutch 3. An output shaft rotational speed detection device 213 for detecting the output shaft 1 of the belt type continuously variable transmission 8
In addition to the vehicle speed detection device 214 that detects the running speed of the vehicle by detecting the rotational speed of No. 3, signals from a lever position detection device that detects the position of the select lever, a temperature sensor that detects the temperature of the engine 1, etc. are input. has been done.

FIG. 2 shows an example of an electric/hydraulic control device 19 that controls the operation of the slip-type crane, Sochi 3. A solenoid valve 24 and a pressure regulating valve 2 whose operation is controlled by
The outfit consists of 5. Oil pump 18 shown in FIG.
The hydraulic pressure generated in is adjusted to a predetermined pressure (line pressure) by a well-known pressure regulating valve (not shown), and then passed through the oil passage 19.
1 to the hydraulic pressure control valve 23 and pressure regulating valve 25. The hydraulic pressure supplied to the pressure regulating valve 25 is transferred to the hydraulic pressure control valve 23.
After the pressure is regulated to a predetermined low pressure as the signal pressure for adjustment, it is supplied through the oil passage 192 between the two lands 231 and 232 where the pressure receiving area difference of the hydraulic control valve 23 is set, and the orifice 193 is It is supplied to the pressure receiving surface 233 via the pressure receiving surface 233.

The downstream side of the orifice 193 of the oil passage 192 is the orifice 7f.
The solenoid valve 24 is provided to control opening and closing of the opening 194. The solenoid valve 24
is a solenoid valve of the type that closes when energized, and is duty-controlled by the electronic control device 21, and the above-mentioned open portion is controlled by changing the pulse width (duty rate) in one cycle of a constant pulse current. The hydraulic pressure on the downstream side of the orifice 193, that is, the pressure receiving surface 233, is
It controls the signal pressure that acts on the

The oil pressure control valve 23 is controlled by this change in No. 43 pressure, and the magnitude and supply/discharge of the oil pressure supplied from the oil passage 191 to the slip clutch 3 via the counter valve 23 and the oil passage 195 are controlled. It is something.

FIG. 3 shows an example of an electric/hydraulic control device 20 for the belt type continuously variable transmission 8.
is a gear ratio control valve 26 for changing the gear ratio by controlling the hydraulic pressure supplied to the hydraulic chamber 11 of the drive side boolean JIO, and a pressure receiving surface 261 of the gear ratio control valve 26 having the same configuration as the electromagnetic valve 24 described above. a solenoid valve 27 that controls the signal pressure acting on the driven pulley 12 by changing the duty rate; and a pressing force control valve 28 that controls the hydraulic pressure supplied to the hydraulic chamber 14 of the driven pulley 12 to control the belt pressing force of the pulley. , the above solenoid valve 24
．． The pressure receiving surface 2 of the pressing force control valve 28 has the same configuration as 27.
A solenoid valve 29 controls the signal pressure acting on the oil pump 81 by changing the duty ratio, and a predetermined pressure (
The pressure regulating valve 30 regulates the hydraulic pressure (line pressure) to a predetermined low pressure.

The hydraulic circuits of the recontrol devices 19 and 20 can be formed in the same casing, in which case the pressure regulating valve for adjusting the line pressure can be shared, and the above It is also possible to combine both pressure regulating valves 25 and 30 into one for common use.

Next, control is applied to each of the electric/hydraulic control devices 19 and 20. A
The electronic control unit 21 that generates the signal will be explained with reference to FIG. The throttle valve opening signal representing the engine torque from the valve opening sensor 212 and the engine speed signal from the engine speed detection device 211 are input to a target slip amount calculation circuit 215, and the circuit 215 uses the signals from both of the signals. A target slip amount of the slip type clutch 3 is calculated according to the operating state at that time. The signal from the engine rotation speed detection device 211 is also input to the actual slip amount calculation circuit 216, and the circuit 216 receives the engine speed signal and the output shaft rotation speed detection device 21.
The actual slip amount in the slip type clutch 3 is calculated by comparing the output shaft speed signal inputted from the slip clutch 3 with the output shaft speed signal inputted from the slip clutch 3.

Signals from the recalculation circuits 215 and 216 are input to a slip difference calculation circuit 217, which calculates the difference between the two slip amounts, and the calculation result is input to a duty ratio calculation circuit 218. The duty rate calculation circuit 218
Now let's look at the currently set duty rate and the circuit 217 above.
The duty rate to be set next is calculated based on the calculation result from the calculation result, and the new duty rate set based on the calculation result is instructed to the drive circuit 219.
9 drives the electromagnetic valve 24 according to the instructed duty rate. In this way, the slip type clutch 3
Feedback control is carried out so that the amount of slip at is equal to the target amount of slip set according to the driving condition, and the details are disclosed in the publication of the applicant's previous proposal, especially in the publication of No. 57-1828. Since it is described in Japanese Unexamined Patent Publication No. 57-12128, etc., detailed explanation will be omitted here.

In addition, when starting at a vehicle speed of about 0 to 10 kn/h,
In the target slip amount calculation circuit 215, the difference between the engine rotation speed and the rotation speed of the output shaft 6 according to the vehicle speed;
That is, the clutch 3 is controlled by setting the target slip amount so that the slip amount changes as shown in FIG. 5 and the torque capacity of the clutch 3 at that time becomes a value proportional to the square of the engine rotation speed. However, since this may cause a delay due to feedback control, a starting duty rate setting circuit etc. is provided separately from the target slip amount calculation circuit 215, and the setting circuit is configured to adjust the speed according to the vehicle speed as shown in FIG. A duty rate that provides the change characteristics shown is stored in advance, and when starting the clutch 3 is oven-loop controlled using the same duty rate, and after steady running, the target slip amount calculation circuit 215 performs feedback control. By doing so, it is possible to perform start control with good responsiveness.

By the way, the duty rate set by the duty rate calculation circuit 218 indicates the pressing force of the clutch 3 to obtain the target slip amount, and this represents the torque transmission amount itself in the clutch 3 at that time. There is. In other words, the throttle valve opening from the valve opening sensor 212 used to set the target slip amount is a value that represents engine torque, but the sensor installation may cause errors in the engine output due to changes over time or warm-up state changes. It does not represent the actual torque of the engine due to variations in the torque, and it does not represent the torque that is input to the transmission via the clutch. However, the hydraulic pressure applied to the clutch 3 to obtain the target slip amount is
Torque transmitted by (l・input to the transmission
The relationship between the oil pressure and the amount of electrical signal from the control device (i.e., duty rate) is uniquely determined in the system. Therefore, the electric signal, ie, the duty rate calculated by the duty rate calculation circuit 218, represents the actual torque, and moreover, the actual torque input to the continuously variable transmission 8.

Therefore, the duty rate for controlling the slip type clutch 3 calculated by the duty rate calculation circuit 218 is instructed to the drive circuit 220, and the drive circuit 220 controls the solenoid valve 29.
By driving according to the designated duty rate, the belt pressing force of the driven pulley 12 can be appropriately controlled according to the transmitted torque. (However, there may be cases where it is necessary to appropriately modulate the above duty rate depending on differences in hydraulic circuit characteristics, transmission efficiency of the continuously variable transmission 8, etc.) It is also input to the target gear ratio calculation circuit 221 for setting the gear ratio;
1, the optimum speed ratio for the current driving condition is calculated and set according to the duty rate and the value of the vehicle speed signal from the vehicle speed detection device 214. The vehicle speed signal from the vehicle speed detection device 214 is also input to the actual gear ratio calculation circuit 222, and the circuit 222 combines the vehicle speed signal with the rotation speed signal of the output shaft 6 from the output shaft rotation speed detection device 213. The actual gear ratio is calculated by comparing the Above recalculation circuit 2
The signals representing the calculation results from 21 and 222 are input to the gear ratio deviation calculation circuit 223, which calculates the difference between the target gear ratio and the actual gear ratio, and the calculation result is used as the gear ratio duty ratio. The signal is input to the arithmetic circuit 224. The gear ratio duty rate calculation circuit 224 calculates a duty rate to be set next based on the currently set duty rate and the calculation result from the circuit 224, and a new duty ratio is set based on the calculation result. rate driving circuit 22
5, and the drive circuit 225 drives the electromagnetic valve 27 according to the instructed duty rate. As a result, the hydraulic pressure supplied to the hydraulic chamber 11 of the driving pulley 10 is controlled, the effective radius of the driving pulley 10 is changed, and the gear ratio of the belt type continuously variable transmission 8 is set to the target. The gear ratio is controlled to be the optimum gear ratio. As described above, the gear ratio of the belt-type continuously variable transmission 8 is feedback-controlled in accordance with the driving state of the vehicle.

Note that the above-mentioned gear ratio can be changed in various patterns depending on the driving condition, and when emphasis is placed on fuel efficiency, the engine rotational speed changes with respect to the vehicle speed as shown by the solid line in Fig. 6. It is sufficient to set a transmission ratio pattern as shown in FIG. Furthermore, it is also possible to store both of the above-mentioned patterns in the electronic control value W21 so that one of the patterns can be selected depending on the driver's preference, road conditions, etc.

According to the first embodiment, the action of the slip type clutch 3 causes the engine torque fluctuation to be transmitted to the continuously variable transmission 8.
Since vibrations caused by torque fluctuations are not transmitted, continuously variable transmission 8
Only a predetermined smooth torque is transmitted to the vehicle, making it possible to lower the low-speed driving limit speed of the vehicle. Therefore, the low rotational speed and high torque range of the continuously variable transmission 8 in which high transmission efficiency can be obtained can be utilized extremely effectively, and fuel efficiency can be effectively improved. Further, by using the slip type clutch 3, a transmission device such as a torque converter is not required, so the entire transmission can be made fl, m, and compact.

Furthermore, the duty ratio for the three-way slip clutch is used to control the gear ratio, which is more effective than the conventional system that uses the throttle valve opening and intake pipe negative pressure to control the gear ratio. More accurate and ideal gear ratio control can be achieved without using a torque sensor, which is practically undeveloped.

Furthermore, since the above-mentioned duty rate is also used to control the pushing force of the bell I of the driven pulley 2, the above-mentioned belt pushing force can be controlled accurately according to the transmitted torque with an extremely simple configuration. In particular, it is possible to prevent a reduction in transmission efficiency, an increase in power loss, and early deterioration of the belt in a partial load operating range.

Furthermore, since a predetermined slip is caused in the slip type clutch 3 when the vehicle is started, the vehicle can be started smoothly, and the belt can be prevented from slipping on the driven pulley 12, which is likely to occur when the vehicle is started. This has various effects such as reducing wear and further improving durability.

Note that in the first embodiment, the target slip amount is calculated from the engine rotation speed and the target gear ratio is calculated from the vehicle speed, but the target slip amount is calculated from the vehicle speed and the target gear ratio is calculated from the engine rotation speed. It is also possible to configure it as follows.

Furthermore, although the electronic control device 21 has been described as a circuit configuration,
It goes without saying that this can be implemented as a digital computer, and that all of the above-mentioned control contents can be achieved through its programs.

Next, a second embodiment of the present invention will be described in detail with reference to FIGS. 7 to 11. Components that are the same or substantially the same as those shown in the first embodiment are given the same reference numerals, and their explanation will be omitted.

This example is a continuously variable transmission manufactured by the Japanese Patent Publication No. 57-13221.
The friction continuously variable transmission 33 disclosed in the above publication is adopted. As shown in FIG.
), a plurality of rotatable planetary cones 37 contacting the input disk 34 and the cam disk 36 connected to the output shaft 35 of the continuously variable transmission 33; and a cone of the planetary cones 37. It consists of a ring 38 that contacts the surface and is movable in the axial direction. In the figure, Al.

A2. A3 is a contact portion (transmission surface) between the planetary cone 37, the input disk 34, the cam disk 36, and the ring 38. When the input disk 34 integrated with the input shaft 6 rotates, the planet cone 37 revolves along the inner circumference of the ring 38 while rotating. When the ring 38 is in the position indicated by the broken line in the figure, the ring 38 and the cam disk 36 are connected to the planetary cone 37.
The relationship between them is equal (D/C=F/E), resulting in upper mouth rotation.

In other words, the cam disc 36 does not rotate and no torque is transmitted. When the ring 38 is slightly moved toward the H side in the figure by the speed change operation, the cam disc 36 gradually rotates due to the differential phenomenon, and when the ring 38 reaches the position H shown by the solid line in the diagram, the cam disc 36 rotates. Maximum rotation.

In this embodiment, the other configurations are substantially the same as in the first embodiment. However, in the friction continuously variable transmission 33, the rotation direction of the output shaft 35 is opposite to that of the input shaft 6, so
The connection manner of the gear switching mechanism 39 connected to the output shaft 35 and used for switching forward and backward movement is reversed from that of the first embodiment.

In this embodiment, since the friction continuously variable transmission 33 can be started from zero rotation, a smooth start is possible without difficult clutch control. In addition, the reduction ratio itself is large (for example, o
o~1,69), there is no need to provide a separate reducer,
The structure can be simplified.

Also, in the second embodiment, it is possible to control the gear ratio of the friction continuously variable transmission 33 using the duty rate and vehicle speed (or engine rotational speed) for controlling the slip clutch 3; electronic control bag w21 and electricity
The hydraulic control device 41 is the same as that of the first embodiment except that the pressing force control valve 28, solenoid valve 29, and drive circuit 220 for controlling the belt pressing force of the driven pulley 12 are not required. It becomes the composition. FIG. 9 shows an example of the electric/hydraulic control device 41. Friction continuously variable transmission 3
The ring 38 of No. 3 is supported movably in the axial direction by a guide 42, and the ring 38 is further provided with a hydraulic actuator 4.
Three pistons 44 are connected. A gear ratio control valve 45 that controls and switches the hydraulic pressure supplied to the hydraulic oil pressure unique 43, and a solenoid valve 4 that controls the operation of the gear ratio control valve 45.
6. The pressure regulating valve 47 for regulating the signal pressure operates in substantially the same manner as each device related to the gear ratio control valve 26 of the first embodiment. Note that the reference numeral 48 is an oil passage through which line pressure is guided. As a result, the solenoid valve 46 is duty-controlled by the electronic control device 21 based on the vehicle speed and the duty rate for controlling the slip clutch 3, the gear ratio control valve 45 is operated, and the screws 44 of the hydraulic actuator 43 are moved. , thereby changing the position of the ring 38 and changing the gear ratio.

Furthermore, in this embodiment, the electric/hydraulic control device 41
When the system malfunctions, the electronic control unit 21 performs a self-diagnosis.
It is also possible to notify the driver using a failure indicator light 50, an alarm, etc., and also to allow the driver to manually perform a gear shift operation.

FIG. 10 shows an example of a manual operation mechanism used when the automatic control system fails. This manual operation mechanism is designed so that it cannot be operated except in the event of a failure of the automatic control system. A sleeve 54 having serrations 53 on its outer peripheral surface is slidably fitted onto a guide shaft 52 supported by a support base 51 and perpendicular to the moving direction of the ring 38. Being pressed.

A manual lever 56 is attached to the serration portion 53 of the sleeve 54.
are fitted. The shaft portion of the sleeve 54 has a serration hole 5 on its inner peripheral surface that can fit into the serration portion 53.
A control lever 58 having a diameter 7 and engaging the ring 38 is rotatably fitted. Further, a signal pressure for controlling the gear ratio control valve 45 of the electric/hydraulic control device 41 is guided to the end of the sleeve 54 on the opposite side to the side biased by the spring 55.

When the control system malfunctions, the solenoid valve 46 does not operate and the signal pressure increases, this oil pressure causes the sleeve 54 to release the spring 55.
The serration portion 53 is moved to the right in FIG. 10 against the spring force of the control lever 58.
The manual lever 56 and the control lever 58 are fitted together, and by rotating the manual lever 56 around the guide shaft 52, the control lever 58 moves on the ring 38, and a speed change operation is performed. Note that under normal conditions, since the signal pressure is low, the sleeve 54 is pressed to the left by the spring 55, and the control lever 58 is free to rotate on the axis of the sleeve 54, so the movement of the ring 38 is automatically controlled. It will not be a hindrance. In addition, the manual lever 56 may be provided with a simple display (start, acceleration, stop, etc.), or
It is conceivable to provide a light detent.

The speed change control of the frictionally continuously variable transmission 33 can also be performed electrically. An example is shown in FIG. The movable part 60 of the force rake 59 is connected to the ring 38, and the force rake 59-
A circuit is provided to calculate the amount of control current to be supplied, and the force motor 59 is operated by the current obtained by the circuit to move the movable part 60 in and out.
The gear ratio is changed by moving the gear ratio.

As is clear from the above, the second embodiment can achieve substantially the same effects as the first embodiment, and the characteristics of the friction continuously variable transmission 33 make it possible to control the clutch at the time of starting. It can be simplified or omitted.

[Brief explanation of drawings]

FIG. 1 is a schematic configuration diagram showing the configuration of the first embodiment of the present invention, FIGS. 2 and 3 are partial structural diagrams showing the detailed structure of the first embodiment, and FIG. 4 is a diagram showing the detailed structure of the first embodiment. 5 and 6 are diagrams illustrating the operation of the first embodiment, FIG. 7 is a schematic diagram showing the structure of the second embodiment of the present invention, and FIG. 8 is a diagram showing the structure of the second embodiment of the present invention. 9 is a partial structural diagram showing the detailed structure of the second embodiment, and FIG. 10 is a structure of the manual operation mechanism in the second embodiment. FIG. 11 is a structural diagram showing a modification of the second embodiment. 1 Engine, 2 Drive shaft, 3 Slip type clutch, 6 Output shaft, 8 Bell) type continuously variable transmission, 10 Drive side pulley, 12 Driven side pulley, 11
．． 14 Hydraulic chamber, 21 Electronic control device, 211
Engine rotational speed detection device, 212 Valve opening sensor, 213 - Output shaft rotational speed detection device, 214 Vehicle speed detection device, 23 Hydraulic control valve, 25.30.47 Pressure regulating valve, 24.27, 29, 46 Solenoid valve, 26 .45
Gear ratio control valve, 33 Friction continuously variable transmission Fig. 1 Fig. 3 Fig. 6 Fig. 7 Europe Fig. 10 Fig. 11

Claims (11)

[Claims] (1) In a continuously variable transmission for an automobile in which a slip type clutch is provided between the drive shaft of the engine and the input shaft of the continuously variable transmission, a torque detection device detects the torque of the engine, and a torque detection device detects the rotational speed of the engine. an engine rotational speed detection device for detecting the rotational speed of the output shaft of the slip type clutch; a vehicle speed detection device for detecting the vehicle speed; The electronic control device is equipped with an electronic control device that controls the transmission and the slip type clutch, and calculates the actual slip amount of the slip type clutch based on the signals from the engine rotation speed detection device and the output shaft rotation speed detection device, and The slip amount deviation is calculated by comparing the slip amount target value set in advance according to the operating condition and the above actual slip amount, and the slip amount is controlled by the slip type clutch control device according to the deviation amount. The control is performed so as to approach a target value, and the actual gear ratio of the continuously variable transmission is calculated based on the signal from the engine rotation speed detection device or the output shaft rotation speed detection device and the signal from the vehicle speed detection device. The gear ratio is determined by comparing the target value of the gear ratio set based on the control signal of the slip clutch control device and the signal from the engine rotational speed detection device or the vehicle speed detection device with the actual gear ratio. A continuously variable transmission device for an automobile, characterized in that the gear ratio of the continuously variable transmission is controlled according to the amount of deviation. (2) The continuously variable transmission for an automobile according to claim 1, wherein the continuously variable transmission is a belt type continuously variable transmission. (3) The continuously variable transmission for an automobile according to claim 1, wherein the continuously variable transmission is a friction type continuously variable transmission. (4) The target value of the slip amount is set according to a signal from the torque detection device and a signal from the engine rotation speed detection device or the vehicle speed detection device. The continuously variable transmission device for automobiles described in (5) The automobile according to claim 1, wherein the torque detection device is constituted by a valve opening sensor that detects the opening of a throttle valve installed in the intake system of the engine. Continuously variable transmission (6) In a continuously variable transmission for an automobile in which a slip type clutch is provided between the drive shaft of the engine and the input shaft of the belt-type continuously variable transmission, a torque detection device for detecting the torque of the engine, and a rotation of the engine. an engine rotational speed detection device for detecting the speed; an output shaft rotational speed detection device for detecting the rotational speed of the output shaft of the slip clutch; a vehicle speed detection device for detecting vehicle speed; It is equipped with an electronic control device that controls a belt type continuously variable transmission and a slip type clutch, and calculates the actual slip amount of the slip type clutch based on signals from the engine rotation speed detection device and the output shaft rotation speed detection device. At the same time, a slip amount deviation is calculated by comparing a slip amount target value set in advance according to the driving condition of the vehicle with the above-mentioned actual slip amount, and the slip type clutch control device calculates the slip amount deviation according to the deviation amount. is controlled so that the amount of slip approaches a target value, and the belt pressing force of the movable pulley on the driven side of the belt type continuously variable transmission is controlled based on the control signal of the control device of the slip type clutch. Continuously variable transmission for automobiles (7) The target value of the slip amount is set according to a signal from the torque detection device and a signal from the engine rotation speed detection device or the vehicle speed detection device. The continuously variable transmission device for automobiles described in (8) The automobile according to claim 6, wherein the torque detection device is constituted by a valve opening sensor that detects the opening of a throttle valve installed in the intake system of the engine. Continuously variable transmission (9) In a continuously variable transmission for an automobile in which a slip type clutch is provided between a drive shaft of an engine and an input shaft of a belt-type continuously variable transmission, a torque detection device for detecting the torque of the engine; and a rotation of the engine. an engine rotational speed detection device for detecting the speed; an output shaft rotational speed detection device for detecting the rotational speed of the output shaft of the slip clutch; a vehicle speed detection device for detecting vehicle speed; It is equipped with an electronic control device that controls a belt type continuously variable transmission and a slip type clutch, and calculates the actual slip amount of the slip type clutch based on signals from the engine rotation speed detection device and the output shaft rotation speed detection device. At the same time, a slip amount deviation is calculated by comparing a slip amount target value set in advance according to the driving condition of the vehicle with the above-mentioned actual slip amount, and the slip type clutch control device calculates the slip amount deviation according to the deviation amount. control so that the slip amount approaches a target value, and control the belt pressing force of the movable pulley on the driven side of the belt type continuously variable transmission based on the control signal of the control device of the slip type clutch, and control the belt pressing force of the movable pulley on the driven side of the belt type continuously variable transmission. Calculating the actual gear ratio of the continuously variable transmission based on a signal from the engine rotational speed detection device or the output shaft rotational speed detection device and a signal from the vehicle speed detection device, and controlling the slip clutch control device. The target value of the gear ratio set based on the signal and the signal from the engine rotational speed detection device or the vehicle speed detection device is compared with the actual gear ratio to calculate the shift in the gear ratio, and the amount of the shift is calculated. A continuously variable transmission device for an automobile, characterized in that the belt pressing force of the movable pulley on the driving side of the belt type continuously variable transmission is controlled according to the above-mentioned belt type continuously variable transmission to control the gear ratio. (10) Claim 9, wherein the target value of the slip amount is set according to a signal from the torque detection device and a signal from the engine rotation speed detection device or the vehicle speed detection device. The continuously variable transmission device for automobiles described in (11) The automobile according to claim 9, wherein the torque detection device is constituted by a valve opening sensor that detects the opening of a throttle valve installed in the intake system of the engine. Continuously variable transmission