JPS63207738A - Control device for continuously variable transmission - Google Patents

Abstract

PURPOSE:To perform the safe automation of speed change by controlling the changeover of mode based on the outputs of a low/high speed mode detecting means and a target torque ratio setting means in a continuously variable transmission in which a continuously variable device is combined with an auxiliary speed change device for increasing a torque ratio width. CONSTITUTION:A torque ratio detecting means 111 for detecting the torque ratio of a continuously variable device 30, a mode detecting means 112 for detecting the low/high speed mode of an auxiliary speed change device 20, and a target torque ratio setting means 113 for setting a target torque ratio are provided in the captioned device. And, a mode changeover means 110 is controlled by a mode changeover judging means 114 in such a way that in a zone in which both low and high speed modes can attain an equal torque ratio, when a target torque ratio is in a zone which can be attained only by the high speed mode, priority is given to the high speed mode, whereas, when the target torque ratio is in a zone which can be attained only by the low speed mode, the low speed mode is operated. Also, a continuous variation operating means 100 is controlled so as to attain the target torque ratio in the selected mode.

Description

Detailed Description of the Invention (a) Industrial Application The present invention relates to a control device for a continuously variable transmission, particularly a continuously variable transmission for automobiles, and specifically relates to a control device for a continuously variable transmission, particularly for a belt (including chain type).
The present invention relates to a control device used in a continuously variable transmission which is a combination of a continuously variable transmission, such as a type, and an auxiliary transmission for expanding the torque ratio range, such as a planetary gear device.

(b) Conventional technology Recently, due to the demand for improved fuel consumption, etc., belt-type continuously variable transmissions (CVTI) have been used as automobile transmissions.
Continuously variable transmissions incorporating this are attracting attention.

In general, the continuously variable transmission is composed of a belt type continuously variable transmission, a fluid coupling (or electromagnetic powder clutch), a forward/reverse switching device, a reduction gear device, and a differential gear device. Due to limitations such as space and the minimum radius of curvature of the belt, a step-change transmission cannot have a large torque ratio range, and the range of torque ratio provided only by the step-change transmission does not meet various demands for automobiles such as fuel efficiency and shift performance. is not sufficient to respond to

Therefore, as shown in Japanese Patent Application Laid-Open No. 61-31752,
A continuously variable transmission is a belt-type continuously variable transmission in which an auxiliary transmission consisting of a Rabinio type planetary gear unit is connected in series, and the auxiliary transmission is switched between a low gear and a high gear, thereby increasing the torque ratio range. It has been devised.

The continuously variable transmission switches the auxiliary transmission between high speed and low speed using the L (low) range and D range of the shift lever.
This is done by shifting to the (drive) range, and the continuously variable transmission is appropriately controlled to reach the target engine rotation speed determined by the vehicle speed and the gear opening. The position is set separately for the low gear and high gear of the auxiliary transmission.

(c) Problems to be solved by the invention However, since the above-mentioned continuously variable transmission switches the auxiliary transmission device between a low gear and a high gear by operating a shift lever, the operation is complicated and it is difficult to operate the gear properly. is difficult.

In particular, when driving in D range and depressing the accelerator pedal to perform a kickdown operation, the auxiliary transmission does not automatically switch to a lower gear, so the continuously variable transmission must be significantly shifted toward deceleration. , causing a problem of delayed response.

Therefore, the present invention aims to solve the above-mentioned problems by automatically switching the auxiliary transmission device to a low speed mode and a high speed mode, and performing the switching appropriately in consideration of the transmission efficiency of the continuously variable transmission. This is the purpose.

(b) Means for solving the problem The present invention has been made in view of the above circumstances, and is
As shown in the figure, the continuously variable transmission 12 to be controlled is a continuously variable transmission 30 capable of continuously variable control of the torque ratio.
and an auxiliary transmission W120 that is combined with the continuously variable transmission 30 and capable of switching the shift controllable range between a low speed mode in which the gear ratio is relatively high and a high speed mode in which the torque ratio is relatively low. , a continuously variable transmission operating means 100 for variably controlling the continuously variable transmission, and a mode switching means 110 for switching and operating the auxiliary transmission.

Torque ratio detection means 111 detects the torque ratio of the continuously variable transmission 30, and mode detection means 11 detects whether the auxiliary transmission 20 is in the low speed mode or the high speed mode.
2, and a target torque ratio setting means 113 for setting a target torque determined depending on the driving situation. Further, based on the signals from the mode detecting means 112 and the target torque ratio setting means 113, the low speed mode and the high speed mode are operated with priority given to each other, and the mode is set in a region that can only be achieved by the low speed mode. A mode switching determination means 114 is installed to issue a signal to the mode switching means 110 so that the low speed mode is activated when the target torque ratio is present. Further, based on the signals from the torque ratio detection means 111 and the target torque ratio setting means 113, the continuously variable transmission operating means is configured to achieve the target torque ratio in the mode selected by the mode switching determination means 19114. Continuously variable speed determination means 115 is installed to issue a signal at 100.

(E) Effect Based on the above configuration, the output torque of the engine is transmitted to the wheels via the continuously variable transmission 12, and the automobile runs at an appropriate speed. Continuously variable transmission! ! 30 stepless torque ratio control and auxiliary transmission 2
In the switching control between low speed mode L and high speed mode H at 0, the torque ratio is controlled in a relatively large range as shown in FIG.

In addition, the transmission 12 receives signals from various driving situation sensors such as throttle opening, input shaft rotational speed, and vehicle speed, and adjusts the transmission 12 so that predetermined speed change characteristics such as maximum power characteristics or best fuel efficiency characteristics are achieved.
The overall target torque ratio a'' is the target torque ratio setting means 11
It is set in 3. Of course, if the target torque ratio is in the region C (FIG. 6) that can only be achieved in the high speed mode H of the auxiliary transmission 20, the low speed mode L and the high speed mode H
The mode switching means 110 is switched so that the high speed mode H is activated even when the two are in the region B where the same torque ratio can be achieved. Further, in region A where the target torque ratio can be achieved only in low speed mode L, the mode switching means is switched so that low speed mode L is activated. That is, the area indicated by the thick line in FIG. 6 is the operating range, and the high speed mode H with high transmission efficiency is preferentially used.

Especially when you press the accelerator pedal and want to accelerate suddenly (
During the so-called kickdown), 6th rI! As shown in J, when the current torque ratio is at a and the target torque ratio is at 86, the mode switching means 110 switches to the low speed mode L as shown by the arrow, and at the same time as shown by the arrow E. The continuously variable transmission 30 performs variable control in the deceleration direction, and in reality, both speeds are combined to quickly downshift as shown by arrow F, thereby obtaining sufficient acceleration performance.

(f) Example Hereinafter, embodiments embodying the present invention will be described.

First, the continuously variable transmission according to the present invention (for details, please refer to the patent application filed in 1986-
205614) according to the schematic diagram shown in FIG. 2, the continuously variable transmission 12 includes a single planetary gear M20. Belt type continuously variable transmission 301 Transfer device 80, reduction gear device 7
1 and a differential gear device 72, a fluid coupling 13 having a lock-up clutch CL, and a forward/reverse switching transmission value M90 consisting of a dual planetary gear device. The single planetary gear device 20 includes a first element 20R (or 2OS) connected to the output section 30a of the continuously variable transmission 30, and a continuously variable transmission 1.
The third element 20S (or 20R) is connected to the input shaft 60 of the continuously variable transmission 12 via a transfer device 80. Further, the mode switching means 110 for switching the planetary gear device 20 between high speed mode H and low speed mode L includes a locking means consisting of a row one-way clutch F and a low coast and reverse brake B1, and a high clutch C2, and the locking means F , B1 is connected via a transfer device 80 to a third element 20S (or 20R) that serves as a reaction force support member when used as a deceleration mechanism in low speed mode L, and high clutch C2 is connected to input shaft 60. and the first element 205.

Specifically, the ring gear 20 of the planetary gear device 20
R is linked to the output part 30a of the continuously variable transmission 30, the carrier 20C is linked to the output member 70, and the sun gear 203 is connected to the row one-way clutch F and the four-coast and reverse brake 81 via the transfer device 80.
It is linked to the high clutch C2 as well as to the high clutch C2.

Further, in the dual braking gear system [90, the sun gear 9O3 is connected to the input shaft 60, and the carrier 90C is connected to the input part 30b of the continuously variable transmission 30 and connected to the input shaft 60 via the forward clutch C1. Furthermore, the ring gear 90R is connected to the reverse brake B2.

Based on the above configuration, the clutches, brakes, and one-way clutches in the continuously variable transmission 12 operate as shown in FIG. 3 at each position ν. Note that * indicates that the lock-up clutch CL can operate as appropriate.

To explain in detail, in low speed mode L in D range,
In addition to the forward clutch C1 being connected, the row one-way clutch F is activated. In this state, the rotation of the engine crankshaft is transmitted to the input shaft 60 via the lock-up clutch CL or the fluid coupling 13, and is further transmitted directly to the sun gear 903 of the dual planetary gear device 90 and to the carrier via the forward clutch C1. 9
Be transmitted to 0C. Therefore, the dual planetary gear device 90 rotates integrally with the input shaft 60, transmits the positive rotation to the input section 30b of the belt type continuously variable transmission 30, and further rotates the rotation appropriately shifted by the continuously variable transmission 30. Output section 30a
Ring gear 20 of single planetary gear device 20
transmitted to R.

On the other hand, in this state, the sun gear 203, which is a reaction force support element that receives a reaction force, is stopped by the row one-way clutch F via the transfer device M8, and therefore the rotation of the ring gear 20R is taken out from the carrier 20C as a deceleration rotation. Furthermore, a reduction gear device M71 and a differential gear device 7
2 to the axle shaft 73.

Furthermore, in high-speed mode H in the D range, the high clutch C2 is connected in addition to the forward clutch C1. In this state, in the same manner as described above, the forward rotation that has been appropriately changed in speed by the continuously variable transmission 30 is taken out from the output section 30m and input to the ring gear 2OR of the single planetary gear device 1120. Meanwhile, at the same time, the rotation of the input shaft 60 is transmitted to the sun gear 208 of the single planetary gear group [20] via the high clutch C2 and the transfer device W80.
As a result, the torques of the ring gear 20R and the sun gear 203 are combined in the planetary gear W120 and output from the carrier 20C. At this time, sun gear 205
Since the rotation against the reaction force is transmitted through the transfer device M80, a predetermined plus torque is transmitted through the transfer device 80 without causing torque circulation. Then, the combined torque from the carrier 20C is transmitted to the axle shaft 73 via the reduction gear device 71 and the differential gear bag W72.

In addition, in the operation in the D range, it becomes free when reverse torque is applied (during engine braking) based on the one-way clutch F, but in the S range, in addition to the low one-way clutch F, the low coast and reverse brake B1
operates and transmits power even when reverse torque is applied.

Furthermore, in the R range, the reverse brake B2 operates together with the low coast and reverse brake B1. In this state, the rotation of the input shaft 60 is input from the carrier 90C to the belt type continuously variable transmission 30 as reverse rotation because the ring gear 90R is fixed by the dual planetary gear device 90. On the other hand, the sun gear 203 of the single planetary gear device 1i20 is fixed based on the operation of the low coast and reverse brake B1, so that the reverse rotation from the continuously variable transmission device 30 is limited to the planetary gear device 2.
It is decelerated at 0 and taken out to the output member 70.

Further, in the P range and the N range, the low coast and reverse brake B1 is operated.

Next, the above-mentioned continuously variable transmission will be explained in detail with reference to FIG. 60 and continuously variable transmission value W130 are rotatably supported coaxially to constitute a first shaft, and the output shaft 30a of the continuously variable transmission 30 and gear shaft 70a are coaxially rotatable. The second shaft is supported by the second shaft.

Furthermore, a fluid coupling 13 equipped with a lock-up clutch CL is disposed on the first shaft, and a high clutch C
2. A mode switching means 110 consisting of a low coast and reverse brake B1 and a row one-way clutch F is provided, and a dual planetary gear device 90.
A forward/reverse switching device consisting of a forward clutch C1 and a reverse brake B2 is provided, and a hydraulic pump 17
is installed. On the other hand, a single planetary gear group [20] is arranged on the second shaft.

Further explaining the first shaft portion, the input shaft 60 has one end engaged with the lock-up clutch CL and the output member of the fluid coupling 13, and the other end engaged with the sun gear 903 of the dual planetary gear device 90. Furthermore, a sleeve portion 15a fixed to the case 15 is disposed on the input shaft 60. Further, a sprocket 81 is connected to the sleeve portion 15a via a one-way clutch F, and a sleeve shaft 41 connected to the input shaft 60 is rotatably supported. Furthermore, a flange portion 41a rising from the sleeve shaft 41
A forward clutch C1 is installed together with its hydraulic actuator 42 on one side, and a high clutch C2 is installed together with its hydraulic actuator 43 on the other side.

The driven side of the high clutch C2 is connected to the boss portion of the sprocket 81, and the boss portion is connected to the case 1.
The low coast and reverse brake B1 is connected to the low coast and reverse brake B1, which is disposed at the hydraulic actuator 45 at the same time.

On the other hand, the driven side of the forward clutch CI is connected to the carrier 90C of the dual planetary gear device 90,
Also, the ring gear 90 of the dual planetary gear device 90
R is engaged with a reverse brake B2 arranged in the case 15 together with the hydraulic actuator 46.

Note that the carriers 90C mesh with each other and the sun gear 903
Binion 90P1 and ring gear 90R meshing with
The pinion 90P2 is in mesh with the pinion 90P2.

Further, the continuously variable transmission 30 is disclosed in Japanese Patent Application No. 60-298794.
As described in detail in No. (unpublished), it consists of a primary pulley 31, a secondary pulley 32, and a belt 33 wound around both pulleys, and both pulleys each have a fixed sheave 31a.

32a and movable sheaves 31b and 32b.

Furthermore, the primary pulley 31 includes a thrust force holding member 34a and a fixed sheave 31a, which are supported by bearings and are connected to the cutting shaft 30b through a plurality of disc springs 38 so as to rotate together. A pressure regulating cam mechanism 34 that applies an axial force corresponding to the transmitted torque is disposed between them, and the movable sheave 31b is slidably supported by the boss portion 31c of the fixed sheave 31a via a ball spline. At the same time, a ball screw device 35 is disposed on the back thereof. The ball screw device 35 has its bolt portion 35
a is non-rotatably connected to the case 15 and immovably connected in the axial direction to the input shaft 30b via a thrust bearing, and its nut portion 35b moves integrally with the movable sheave 31b in the axial direction via the thrust bearing. are connected like this. On the other hand, the fixed sheave 32a of the secondary pulley 32 is rotatably supported by the case 15 together with the output shaft 30a, and the movable sheave 32b is slidably supported by the output shaft 30a via a ball spline. There is. Further, a ball screw device 36 is disposed on the back surface of the movable sheave 32b, and its bolt portion 36a
is connected non-rotatably to the case 15 and immovably axially to a flange 30d fixed to the output shaft 30g via a thrust bearing, and its nut portion 36b is axially integrated with the movable sheave 32b via a thrust bearing. It is connected to move to. An operating shaft 3 is located between the primary pulley 31 and the secondary pulley 32.
7 is rotatably supported.

Note that since FIG. 4 is a developed view, the operating shaft 37 is drawn upward, but in reality, the operating shaft 37 is located at an intermediate portion between the input shaft 30b and the output shaft 30a when viewed from the front. A circular gear 37a, a non-circular gear 37b1, and a worm wheel 37c are fixed to the operation shaft 37, and the wheel 37c is connected to an electric motor 100 (see FIGS. 1 and 7) constituting a continuously variable speed operation means. ) is engaged with the worm 37d. In addition, the circular gear 37
a is in mesh with a wide circular gear 35c fixed to the nut part 35b on the primary pulley 31 side, and a non-circular gear 37b is in mesh with the nut part 3 on the secondary pulley 32 side.
It meshes with a wide non-circular gear 36c fixed to the gear 6b.

Moreover, the single planetary gear device 20 is a gear shaft that constitutes a second shaft. The ring gear 20R is connected to the output shaft 30a of the belt type continuously variable transmission 30 adjacent to the flange 30d. Also, a sprocket 82 is integrally attached to the sun gear 203 on the gear shaft 70a.
is rotatably supported, and furthermore, on the gear shaft 70a,
Carrier 20 rotatably supports pinion 20P
G is fixed.

On the other hand, a silent chain 8 is connected between the sprocket 82 integrated with the sun gear 20S on the second shaft and the sub-wocket 81 supported by the four-way clutch F.
3 is wound around the sprocket and chain, and these sprockets and chains constitute a transfer device 5180.

Further, the gear shaft 70a integrally constitutes a gear 71a to constitute an output member 70, and the gear 71a meshes with a gear 71C fixed to an intermediate shaft 71b. Furthermore, a small gear 71d is formed on the intermediate shaft 71b,
The gear 71d meshes with a ring gear 72a fixed to a differential gear @72, thereby forming a speed reduction device 71.

Furthermore, left and right front axle shafts 73 extend from the differential gear device 72 .

Next, the operation of the continuously variable transmission 12 will be explained.

The rotation of the engine crankshaft is controlled by the lock-up clutch CL.
Alternatively, it is transmitted to the input shaft 60 via the fluid coupling 13, further transmitted to the sun gear 903 of the dual planetary gear device 90, and further transmitted to the sleeve shaft 41. In the D range and S range, the forward clutch C1 is connected and the reverse brake B2 is released, so in the dual planetary gear device 90, the sun gear 90g and the carrier 90G rotate together, and the ring gear 90R also rotates as a unit, resulting in forward rotation. Input shaft 3 of belt type continuously variable transmission 30
0b.

The rotation of the input shaft 30b is transmitted to the pressure regulating cam machine VT34 via the thrust force holding member 34a, and further transmitted to the movable sheave 31b via the fixed sheave 31a of the primary pulley 31 and the ball spline. At this time, in the pressure regulating cam mechanism 34, an axial force corresponding to the input torque acting on the input shaft 30b acts on the back surface of the sheave 31a via the disc spring 38, while the other sheave 31b corresponds to a predetermined gear ratio. As a result, the ball screw device 35 remains fixed in its longitudinal direction, and an equal reaction force acts on the back surface of the sheave 31b via the thrust bearing.
The primary pulley 31 clamps the belt 33 with a clamping force corresponding to the input torque.

Furthermore, the rotation of the belt 33 is transmitted to the secondary pulley 32, and further transmitted to the output shaft 30a. Further, during the belt transmission, as will be described later, the motor is controlled based on signals from various sensors such as throttle opening and vehicle speed, and the operating shaft 37 is rotated via the worm 37d and the worm wheel 37c. Then, the nut portion 35b of the ball screw device 35 on the primary pulley 31 side rotates via the circular gears 37a and 35a, and the lug portion 36b of the ball screw device 36 on the secondary pulley 32 side rotates via the non-circular gears 37b and 36c. do. As a result, the bolt portion 35a, which is prevented from rotating on the case 15,
The nut portions 35b and 36b rotate relative to the ball screw device 35 and 36a, and the ball screw device 35.36 moves to the movable sheave 31b and 32b via the thrust bearing to set the primary pulley 31 and the secondary pulley 32 to a predetermined effective diameter. , the set torque ratio is obtained. At this time, since both ball screw devices move linearly, there is a difference between the original movement amount of the movable sheave defined by the belt 33, but since the secondary pulley 32 side rotates via the non-circular gears 37b and 36c, , the movable sheave is moved by an amount matching its original amount of movement. Also, both sheaves 31a and 31b
The belt clamping pressure from 32a and 32b acts on the primary pulley 31 side to pull the input shaft 30b through the thrust bearing, and does not act on the case 15, and similarly on the secondary pulley 32 side, the belt clamping pressure acts on the input shaft 30b through the thrust bearing. It does not act on case 15 by acting to pull 30a.

Furthermore, the rotation of the output shaft 30a of the belt type continuously variable transmission 30 is controlled by the ring gear 20R of the single planetary gear device 20.
further transmitted to the gear shaft 70a via the carrier 20G.
transmitted to.

In the case of low speed mode L in the D range, the row one-way clutch F is in an activated state as shown in FIG.
The sun gear 203 is stopped from rotating by a row one-way clutch F via a transfer device 80, and the single planetary gear W20 constitutes a speed reduction mechanism.

Therefore, the rotation of the output shaft 30a of the belt type continuously variable transmission 30 is simply reduced by the single planetary gear device 20, and furthermore, the rotation of the output shaft 30a of the belt type continuously variable transmission device 30 is reduced by the single planetary gear device 20, and the gears 71a, 71c, intermediate shaft 71b1 gear 71
It is further decelerated via a reduction gear device 71 consisting of a mount gear 72a and a mount gear 72a, and is transmitted to the left and right front axle shafts 73 via a differential gear device 72.

Furthermore, as will be described later, when the high clutch C2 is connected and switched to high speed mode H by a signal from the control section,
The rotation of the input shaft 60 is transmitted to the belt type continuously variable transmission [30], and is also transmitted to the sprocket g1 via the sleeve shaft 41 and the high clutch C2, and further to the single planetary gear device 20 via the silent chain 83 and sprocket 82. is transmitted to the sun gear 203. At this time, since the sprocket 81 at the input end of the transfer device 80 receives the reaction force from the sun gear 203 of the single planetary gear device by the row one-way clutch F, the shift shock caused by changing the grip is prevented and the high clutch C2 is connected. It starts rotating smoothly and becomes sun gear 203!・Transmit information. Thereby, the torque continuously variable by the belt type continuously variable transmission device 30 and the torque via the transfer device 80 are combined in the single planetary gear device 20, and the combined torque is transmitted from the carrier 20G to the gear shaft 70a.

Furthermore, similarly to the low speed mode L described above, the left and right front axle shafts 7 are
3.

Furthermore, in the low speed mode L in the S range, negative torque due to engine braking or the like is also applied, so the low coast and reverse brake B1 is engaged and the sprocket 81 is prevented from rotating forward or backward. Also, the high speed mode H1, t in the S range is the same as the high speed mode in the D range.

On the other hand, in the R range, the forward clutch C1 is released and the reverse brake B2 is engaged. Therefore,
The rotation of the input shaft 60 transmitted to the sun gear 90S of the dual planetary gear device [90 is transmitted as reverse rotation from the carrier 90C to the input shaft 30b of the belt type continuously variable transmission 30 when the ring gear 90R stops. On this occasion,
Since the reaction torque acts on the sprocket 81 in reverse rotation from the sun gear 203 of the single planetary gear device 20 via the transfer device M80, the low coast and reverse brake B1 operates to stop the sprocket 81.

In addition, in the torque transmission of the above-mentioned continuously variable transmission 12, the fifth
As shown in the figure, in the low speed mode L, all transmitted torque is transmitted via the belt type continuously variable transmission 30, but in the high speed mode H, the torque is transmitted through the belt type continuously variable transmission w30. And the torque passing through the transfer device 80!・
It is divided in a predetermined proportion according to the power ratio.

Furthermore, as shown in Fig. 6, a belt type continuously variable transmission M30
The torque ratio of the continuously variable transmission 12 to the torque ratio of is as shown by the curve ML in the low speed mode, and as shown by the curve H in the high speed mode. Therefore, the step ratio (low speed torque ratio/high speed torque ratio) when stepping from low speed mode L to high speed mode H (or vice versa) is as shown by curve S.

Next, the control device for the continuously variable transmission will be explained with reference to FIG.

This control unit W (system) U includes a shift control section U1, an engine brake control section U2, a lock-up clutch [control unit]
, , a line pressure control section U4 and a shift range control section U5.

The speed change control unit U compares the current 1-lux ratio a with the target torque ratio setting means 113 and a target torque ratio M consisting of a predetermined width I, and sets the low speed and high speed modes L and H of the planetary gear device 20. and determining means 114 and 115 for determining the switching of the continuously variable transmission 30 and the gear change I of the continuously variable transmission 30.

The shift control unit U also includes signals from a primary pulley rotation speed N miro sensor 111a and a secondary pulley rotation speed 1'J out sensor 111b, which constitute a torque ratio detection means, as well as a throttle opening θ sensor 122 and a vehicle speed V. A sensor 123, a mode sensor (mode detection means) 112 that detects low speed and high speed modes L and H of the planetary gear device 20 constituting the auxiliary transmission device, and P.

Signals from each sensor of the shift range sensor 125 that detects each range of R, N, D, and S are inputted, and signals calculated and determined based on the signals from these sensors are sent to the drive circuit of the electric motor 100. 120 and the L-H shift solenoid drive circuit 121. The motor drive circuit 120 also includes a PWM motor that generates a predetermined signal based on signals from the speed change control section U and the engine brake control section U2.
It consists of a transmitter, a drive circuit that amplifies the signal from the transmitter to a predetermined level, and a bridge circuit that supplies the amplified signal to the motor 100.

Target torque ratio setting means 11 of the shift control section U1
3 is S based on the primary pulley rotation speed N1n (-engine rotation speed) corresponding to the throttle opening θ and the vehicle speed V.
A target torque ratio is calculated and set so that the maximum power control is performed in the range, and the best fuel consumption control is performed in the D range. Note that the target torque ratio setting means 113 controls intake pipe negative pressure, secondary pulley rotation speed No.
It may be set in response to a signal from other driving situation sensors such as ut or output gear rotation speed, and it is not limited to maximum power control and best fuel economy control, but may also be control between maximum torque control and intermediate control. Of course. Then, a dead zone of a predetermined width l is set for the target torque ratio a1 set by the target torque ratio setting means 113, and the determination means 114 and 115 determine whether the target torque ratio a1 is determined by the current deviation from the vehicle speed V, etc. It is compared from time to time with the torque ratio a of the step-change transmission, and a predetermined shift signal is output at the portion (shaded portion) where the torque ratio a deviates from the dead band width l.

On the other hand, the engine brake control unit U2 receives signals from each sensor as shown in the figure, and controls the motor drive port l51.
20 and the L-H shift solenoid drive circuit 121, and when an engine braking state, that is, a state where the throttle opening is zero or near zero is detected in the S range, the maximum power control eye [1-luke ratio and determines a different, relatively high target torque ratio to provide effective engine braking.

In addition, the lock-up control unit U3 receives signals from each sensor as shown and outputs them to the lock-up solenoid drive circuit 126, thereby controlling the engagement and release of the lock-up clutch CL provided in the fluid coupling 13. do.

Furthermore, the line pressure control unit U4 receives signals from each sensor as shown in the figure and outputs them to the shift control solenoid drive circuit 127, thereby generating a line pressure corresponding to the throttle opening, and also to D range (or S range) and from N range to R range.
In order to reduce the shift shock that occurs when the forward clutch C1 or reverse brake B2 engages when shifting, when an N→D(S) or N-R shift is detected, the line pressure is reduced and then the normal Gradually rise to position.

In addition, the shift change control unit US receives signals from each sensor and controls the shift range change motor drive circuit 1.
29, thereby driving and controlling the stepping motor to change the shift position of the manual valve 132 in accordance with the set position of the shift lever installed in the driver's seat.

and each solenoid and morph drive circuit 121.12
Reference numerals 9, 126, and 127 operate predetermined valves of the hydraulic control device 130 to operate a high clutch C2 and a low coast/reverse brake B1 that constitute the mode switching means 110;
Also, forward clutch C1, reverse brake B2
, lock-up clutch CL and fluid coupling (F/C) 1
Control 3.

As shown in FIG. 8, the hydraulic control device 130 includes a manual balloon 7132 operated by a pinion connected to a stepping motor (131) driven by a shift range change motor drive circuit 129, and a shift control solenoid drive circuit. A regulator valve 135 is operated by a linear solenoid 133 driven by a lock-up solenoid drive value M127, a lock-up control valve 137 is operated by a solenoid valve 136 driven by a lock-up solenoid drive value M126, and an L-H solenoid drive circuit 121. The low/high shift valve 40 is operated by a solenoid 139 driven by a solenoid 139, and further includes an accumulator 141 and a low/high shift timing valve 142. The regulator valve 135 is connected to the port b1 (line pressure boat 11 and lubricating oil port) to which pressure oil from the hydraulic pump 17 is supplied.
It has Lu.

Further, the manual valve 132 is connected to the first and second line pressure ports) #2. Boats to which line pressure is supplied to the l, , and R ranges) - Boats to which line pressure is supplied to r, S, and D ranges Boats to which line pressure is supplied to e, s, N, R, and P ranges f, N.

It is equipped with a port g to which line pressure is supplied in the R and P ranges, and the boat e is equipped with a forward clutch hydraulic servo C1.
and port 1-e2 of the low/high shift valve 140,
Port f is port f2 of the low/high shift valve 140
, port g is the lock-up control valve 137
Oil chamber g of Mug2 and low/high shift valve 140
3, and boat R is reverse brake hydraulic servo B
2 are connected to each other.

The lock-up control valve 137 also has a port i that communicates with the line pressure boat 14, a boat h that communicates with the fluid coupling (F/C) 13, and a port i that communicates with the lock-up clutch hydraulic servo CL. Hydraulic pressure controlled by the solenoid valve 136 acts, and the lower basin g
2 is provided with a spring that urges the spool upward, and line pressure acts on ranges other than the D and S ranges.

Therefore, when the solenoid valve 136 is turned on, the main oil chamber j is drained, the spool moves upward, and the port 1
Line pressure from port 14 is sent to fluid coupling 13, and when solenoid valve 136 is turned off in D and S ranges, the spool moves downward against the spring, and line pressure from port 14 is applied to the lock-up clutch. It is sent to the hydraulic servo CL, which engages the clutch, and furthermore, N, R,
In the P range, line pressure acts on the lower moving chamber 8□,
The spool never moves downward.

In addition, the low/high shift valve 140 is
It has ports k and m outside of and f2, and the port communicates with the high clutch hydraulic servo C2 via an orifice 143 with a check valve, and the port 1-m communicates with the high clutch hydraulic servo C2 through an orifice 145 and 4-high shift timing. Valve 1
It communicates with the low coast and reverse brake hydraulic servo B1 via 42. Furthermore, the low/high shift valve 140 has a hydraulic pressure controlled by a solenoid valve 139 acting on its Tsuchiura chamber n, and its lower moving chamber g.

A spring is disposed to urge the spool upward, and line pressure is applied in ranges other than the D and S ranges. In addition, the accumulator valve 141 has a spring 1
The accumulator chamber 141 includes a piston 141b that is biased by the piston 41a.
C communicates with the high clutch hydraulic servo C2 and the main oil chamber q of the low/high shift timing valve 142, and line pressure acts on its back pressure chamber 141d.

Therefore, when the solenoid valve 139 is in the on state,
The main oil chamber n is drained and the spool is in the upper position,
A port to which line pressure is supplied in each of the S, N, R, and P ranges (i.e., other than the D range)) f2 communicates with port m, and a port to which line pressure is supplied in the S and D ranges. e2 is blocked. In this state, line pressure is supplied to the low coast and reverse brake hydraulic servo B1, the brake B1 is engaged and the high clutch C2 is released, and the vehicle is in a low speed mode. Further, when the solenoid valve 139 is turned off, the spool moves downward, communicates the port e2 with the port k, closes the port f2, and drains the port m. In this state, line pressure is supplied to the accumulator chamber 141C and to the high clutch hydraulic servo C2, and the line pressure acts on the main oil chamber q of the low/high shift timing valve 142 to move the spool downward. , drain the hydraulic pressure of the brake hydraulic servo B1. Therefore, high clutch C2
is engaged and the low coast and reverse brake B1 is released, resulting in a high speed mode state.

Note that in each of the N, R, and P ranges, that is, except for the D and S ranges, line pressure acts on the lower movement chamber g3 of the low/high shift valve 140, and even if the solenoid valve 139 is turned off, the spool will not move downward. The high clutch C2 will not be engaged when the high clutch C2 is moved to . Furthermore, in the D range, even if the solenoid valve 139 is in the on state, no line pressure is supplied to the port f2, so the low coast and reverse brake B1 does not operate.

Next, the operation of the present continuously variable transmission control device U will be explained along the flow.

FIG. 9 is a diagram showing the main flow, in which the shift lever position, throttle opening θ, primary pulley rotation speed N in, secondary pulley rotation speed N out, and vehicle speed V are input to control D range, S range controlflE,
Set each control of N range control, R range IIJ control, and P range control, and set each solenoid 13 corresponding to each control.
6, 139 and motors 100 and 131.

FIG. 10 is a flowchart showing D range control, in which a signal indicating whether the mode is in low speed mode L or high speed mode H is input from the mode sensor 112 (si), and the throttle opening degree θ is adjusted based on the best fuel efficiency curve. Set the target rotation speed N''' of the primary pulley to
Torque ratio T (= N
in /Nout) is calculated (S3), and in step S4, the torque ratio aL of the low speed mode L and the torque ratio aH of the high speed mode H at the torque ratio T are calculated.

That is, the tooth ratio (2OS/20R) between the sun gear 203 and the ring gear 20R of the planetary gear device 20 is λ,
Output sprocket 82 in transfer device 80
If i is the tooth ratio (81/82) of the input sprocket 8, it is calculated as follows: aL=TX (1,000λ). Furthermore, a permissible deviation l is set with respect to the target rotational speed, and a target rotational speed N''m, N''+min is set (S5). Then, in step S6, the upper limit a' 11aX and the lower limit a'' sin of the target torque ratio are determined.
is calculated. That is, a”max= (N”1llXXC) / Va”
m1n= (N"m1nX C) / V, where C is a constant determined by tire diameter D7 and final reduction ratio 1d (80X yr
1000). Note that steps 81 to S6 above correspond to the target torque ratio setting means 113.

Furthermore, in step S7, it is determined whether the gear device 20 is currently in the low speed mode L or the high speed mode H. If the current mode is low speed mode L, the first
It is determined whether or not to perform the L→H change using the method shown in FIG. 2 and FIG. Determine whether or not to perform a H→L change (Sll)
.

l, -el in step S8 (if it is determined that an L→H change is to be performed, an L-H change signal is issued to the L-H shift solenoid drive circuit @121 39), the high-speed mode H is entered, and step 31. In the H4L judgment in step 1, if it is determined that an H-hL change is to be performed, an H-4L change signal is issued to the L-H shift solenoid drive circuit 121, and the low speed mode is entered (312). On the other hand, if it is determined in the L-H determination in step S8 that the L→H change is not to be performed, and if it is determined in step 311 that the H4L change is not to be performed, the method shown in FIG. 17, which will be described later, is performed. A shift determination of the continuously variable transmission (CVT) 30 is performed (sio). In addition, the above steps 38, 811
corresponds to the mode switching determination means 114, and step 310 corresponds to the continuously variable transmission determination means 115.

FIG. 11 is a flow showing S range control, and the 10th
The flow shown in the figure is the same except for the engine brake control part, and the same parts are given the same reference numerals and the explanation will be omitted. However, in step S2, unlike the case of D range control, the target rotation speed N1 of the primary pulley corresponding to the throttle opening θ is set based on, for example, the maximum power curve.

Step 313 is a step for determining whether to use the normal shift control U or the engine brake control U2. If the throttle opening θ is zero or near zero (θ≦θ5in), the engine brake control is performed (S14), etc. In the case of , normal shift control is performed.

Next, the mode switching determination means 114 shown in FIGS. 1 and 7, ie, step 3 in FIGS. 10 and 11,
8,311 part will be explained.

FIG. 12 shows the judgment at the time of upshifting, that is, step S8.
FIG. 2 is a diagram showing the contents of FIG. 3, in which the torque ratio aL in the low speed mode L calculated in step S4 becomes the current torque ratio a (SS,). Then, the predetermined limit rotation speed N0ut wax of the secondary pulley 32 is compared with the current rotation speed N out of the secondary pulley 32, and the rotation speed N out is determined.
If out exceeds the limit rotation speed N out ll1ax, the mode is immediately switched to high speed mode H to reduce the rotation speed of the secondary pulley (382). Also, the rotation speed 1'J out of the secondary pulley is the limit rotation speed N out1
If it is within 111X, as shown in FIG. 13, the maximum torque ratio aHmlLX in high speed mode H and step S
The upper limit of the target torque ratio w calculated in step 6 a ” 1la
5S3), the target torque ratio upper limit a″Iwa
If x is higher than the torque ratio aHIlaX, mode switching is not performed and low speed mode L is maintained. On the other hand, if the target torque ratio upper limit a '' wax is lower than the torque ratio aH1l&X, the actual torque ratio a and the target torque ratio upper limit a '' wax are further compared by 5s5). And a
> a”II+ax, that is, in the case of an upshift, the mode is immediately switched to high speed mode H, and in the case of a downshift, no mode switching is performed, and the mode is switched to low speed mode LJ.
g! maintain. This prevents switching from L to H while the continuously variable speed bag w30 is downshifting during kickdown, etc., and prevents the feeling from worsening.

Note that in step 384, aL is set as the actual torque ratio a.
This is because aL is used as the current torque ratio in the CVT shift determination in step 310 that follows.

FIG. 14 shows the judgment at the time of downshifting, that is, step 31.
1. First, the rotation speed N1nL of the primary pulley 31 when the low speed mode L is set is calculated.

That is, from the torque ratio aL (see 34) when the low speed mode L is selected, the vehicle speed v1, and the constant C determined by the tire diameter and final reduction ratio shown earlier, the rotation speed N1nL is calculated by the formula a LX V / C. It is calculated (S11.). Similarly, from the torque ratio a5, the vehicle speed V, and the torque ratio T of the continuously variable transmission, aLXV/CXT, that is, N1nL/T
The rotation speed 1'JoutL of the secondary pulley 32 when the low speed mode L is set is calculated using the following formula (S1
1□). Then, the rotation speed N of the primary pulley 31 is
Compared to the predetermined limit rotational speed Nin 1laX of the primary pulley 31 as 1nL, S11. ), when the rotational speed N1nL exceeds the limit rotational speed Ninmax, the mode switching is not performed and the high speed mode H is maintained. Note that in step 5116, the actual torque ratio a is aH9!
This is because aH is used as the current torque ratio in the CVT shift determination in step 310 that follows. Also, the rotation speed N1nL is the limit rotation speed Nin+u
If the rotation speed N out L of the secondary pulley 32 does not exceed x, the rotation speed N out L of the secondary pulley 32 is compared with the predetermined limit rotation speed Nin+max of the secondary pulley. If it exceeds the limit, the mode is not switched and the high speed mode H is maintained.

If the rotation speed NovtL does not exceed the limit rotation speed, as shown in FIG. 15, compare the target torque ratio lower limit a1peng with the maximum torque ratio awax in the high speed mode H.S11. ), target torque ratio lower limit a ” w
in is the high speed mode maximum torque ratio a1. If it is higher than l■ILX, the mode is switched to low speed mode L and a downshift is performed. At this time, even if the current torque ratio is at a shown in FIG. 15 and the torque ratio aL when switching to low speed mode L is in the range that can be achieved even in high speed mode H, step S8
As shown in 5, since there is no relationship a>a"mx, there is no possibility of switching to high speed mode H immediately after switching to low speed mode L. In addition, target torque ratio lower limit a"
If win is lower than the torque ratio a (2) a (x), mode switching is not performed and the high speed mode He is maintained.

Further, switching from the low speed mode L to the high speed mode H,
Also, when switching from high speed mode H to low speed mode L, the target torque ratio a1 has an upper limit a''wax and a lower limit a''w
There is a predetermined hysteresis between the maximum torque ratio aH*aχ in the high speed mode to prevent frequent mode switching.

In the above embodiment, the torque ratio is determined based on the rotation speed of the primary pulley 31 and the secondary pulley 32 of the continuously variable transmission 130 based on the sensors 111 a and 111 b. 31b.

The position of 32b may be detected and the torque ratio may be determined from the position. In addition, in the continuously variable transmission device 30 of this embodiment, the positions of the movable sheaves 31b and 32b correspond to the position of the shaft 37, so in reality, the rotational angular position of the gears 37a and 37b or the worm wheel 37c can be adjusted. It is only necessary to detect it, and the detection means is the torque ratio detection means 111.

Next, stepless variable speed bag @ (CVT) speed change judgment means 11
5, i.e. step 310 in FIGS. 10 and 11
will be explained along with FIG. 16.

First, when the input rotation speed is low, the current vehicle speed V is set to an extremely low vehicle speed (V 5i
In the case of n), the gear shift operation is inhibited (315). and,
If the vehicle speed is not extremely low, if the actual torque ratio a is large compared to the target torque ratio a (316), the continuously variable transmission will upshift (317), and if the actual torque ratio a is larger than the target torque ratio a1 (316), If the ratio is small (318), the continuously variable transmission 30 downshifts (319), and in other cases, the continuously variable transmission 30 does not shift (S20). In order to prevent deterioration of the feeling due to frequent gear shifting operations, the target torque ratio a1 has an upper limit a''IIILX and a lower limit a''ll1n.
It has a predetermined width of . In addition, if the continuously variable transmission is operated immediately after the mode switching signal is issued, even if the mode switching has not yet been completed,
Step 38. ．． At 5l16 (see Figure 12.14), the torque ratios aL, a, in low speed mode L or high speed mode H with the mode switching completed (clutch C2 engagement or disengagement completed) have been read. ,in fact,
In the shift determination of the present continuously variable transmission, it is determined whether to upshift, downshift, or maintain the stopped state based on the torque ratio aL or aH after mode switching is completed. Therefore, by using the torque ratio aL or aH after mode switching as the torque ratio a, even if the mode is being switched, the continuously variable speed value [30] can be used to perform speed change control in advance for the state after mode switching. Therefore, the target torque ratio a1 can be quickly approached. In addition, in order to prevent the actual torque ratio T from exceeding the lower limit (T win ) and upper limit (T IIaX ) of the torque ratio of the continuously variable transmission (mainly defined by the belt), the continuously variable transmission will shift if it exceeds the lower limit (T win ) and upper limit (T IIaX ) of the torque ratio Stop (321, 322)
.

Next, control in the R range will be explained along FIG. 17.

First, as in step 15 above, to prevent gear shifting at extremely low vehicle speeds (323), and the rotational speed N of the primary pulley.
The upper limit of rotation speed N wa is set to prevent in from increasing excessively.
x is suppressed (324), and if x is exceeded, the continuously variable transmission is upshifted (325).

Also, calculate the torque ratio T of the continuously variable transmission326),
The torque ratio T is compared with the torque ratio upper limit Twax of the continuously variable transmission, which is mainly determined by the belt rotation speed (327),
If it is small, the continuously variable transmission will downshift (328),
And in other cases, it stops (329).

Note that in the N range and P range, all solenoid drive circuits and motor drive circuits are stopped.

(G) As described in detail, according to the present invention, the mode switching determining means 1 receives signals from the torque ratio detecting means 111, the mode detecting means 112, and the target torque ratio setting means 113.
14 determines the switching of the mode of the auxiliary transmission 20, and the continuously variable transmission determination means 115 determines the variable operation of the continuously variable transmission 30. Therefore, in combination with the auxiliary transmission 20, the speed change range can be expanded. However, the entire continuously variable transmission 12 can be operated completely automatically,
Operation can be greatly facilitated.

Furthermore, if the mode determining means 114 is in the region B where the low speed mode L and the high speed mode H can achieve the same torque ratio, the mode determining means 114 determines that the high speed mode H operates preferentially, so that the transmission efficiency is reduced. can perform high speed shifting operations,
In addition, when kicking down by depressing the accelerator pedal, switching to low speed mode L allows for faster gear shifting than the gear shifting operation speed of the continuously variable transmission 30, improving responsiveness and reducing the speed significantly as when kicking down. Be able to respond even when a downshift is required.

In particular, the planetary gear device 20 is used as an auxiliary transmission device, and the gear device functions as a reduction mechanism to reduce the speed in the low speed mode L.
When the gear device functions as a split drive mechanism to set the high speed mode H, the share of the transmission torque acting on the continuously variable transmission 30 decreases in the high speed mode H, which is preferentially used. The axial force required to maintain the frictional force between the belt and the can be improved.

Furthermore, if the target torque ratio a'' has a predetermined width consisting of an upper limit a''wax and a lower limit a''sin, and a predetermined hysteresis is provided when switching modes, mode switching will occur frequently near the high speed mode maximum torque ratio aHWAX. This can be prevented and control can be stabilized.

Furthermore, when the torque ratio detection means 111 detects the rotation speed N in of the primary pulley 31 and the rotation speed N out of the secondary pulley 32 of the continuously variable transmission 30, it is possible to accurately detect the actual torque ratio. Fine-grained control becomes possible.

Further, the torque ratio detection means 111 detects the movable sheave 31b (or 32b) of the primary pulley or one secondary pulley.
) or the position of a part interlocked with the movable sheave such as the operating shaft 37, the number of sensors can be reduced, a simple sensor is sufficient, and the structure of the detection means can be simplified. It is possible to improve shift response.

Furthermore, the continuously variable speed operating means 100 is not an electric motor,
When the movable sheave is operated by converting the rotation based on the electric motor into thrust force by the screw device 35, 36, the electric signal from the control unit Ul is not converted into hydraulic pressure,
It can be directly transmitted to the operating means Zoo for control, and the structure of the control device U can be simplified, and the continuously variable transmission f3
0 responsiveness can be improved.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the functions of the present invention. Fig. 2 is a schematic diagram showing a continuously variable transmission to which the present invention can be applied, Fig. 3 is a diagram showing the operation of each element in each position, and Fig. 4 is a sectional view showing the continuously variable transmission. It is. Further, FIG. 5 is a diagram showing the relationship between the torque ratio and the transmission torque sharing ratio, and FIG. 6 is a diagram showing the relationship between the step ratio and the continuously variable transmission torque ratio with respect to the belt torque ratio. FIG. 7 is a diagram showing a control device for a continuously variable transmission according to the present invention, and FIG. 8 is a diagram showing a hydraulic control device thereof. Furthermore, the ninth
The figure shows the main flow, Figure 10 shows the D range flow, and the 11th figure shows the D range flow.
The figure shows the S range flow. FIG. 12 is a flowchart showing the determination at the time of upshifting, showing the contents of the mode switching means, and FIG. 13 is a diagram showing each torque ratio in that state. Further, FIG. 14 is a flowchart showing the determination at the time of downshifting, and FIG. 15 is a diagram showing each torque ratio in that state. Further, FIG. 16 is a flow showing the contents of the continuously variable speed determination means, and FIG. 17 is a flow showing R range control. 12...Continuously variable transmission, 20...Auxiliary transmission (
Simple planetary gear W), 20C...carrier, 20R...ring gear, 20S...
・Sun gear, 30...(belt type) continuously variable transmission, 30a...output part (shaft), 30b...input part (shaft), 31...primary pulley, 32
...Secondary pulley, 33...Belt,
70...Output member, ioo...Continuously variable speed operation means (electric motor), 110°C2, Bl...
- Mode switching means, 111... Torque ratio detection means, 112... Mode detection means, 113.
...Target torque ratio setting means, 114...Mode switching judgment means, 115...Continuously variable speed judgment means,
130... Hydraulic control device, Bl, F... Locking hand R,
Bl...Low coast and reverse brake, B2
...Reverse brake, C1...Forward clutch, C2...High clutch, CL...
・Lock-up clutch, F...low one-way clutch, H...high speed mode, L...low speed mode, U...control device for continuously variable transmission, Ul・
...(speed change) control section.

Claims (7)

[Claims] (1) A continuously variable transmission capable of continuously variable control of the torque ratio, and in combination with the continuously variable transmission, a shift controllable range,
an auxiliary transmission capable of switching between a low speed mode in a relatively high torque ratio region and a high speed mode in a relatively low torque ratio region; a continuously variable transmission operation means for variably controlling the continuously variable transmission; and the auxiliary transmission. A continuously variable transmission comprising: mode switching means for switching and operating the continuously variable transmission; torque ratio detection means for detecting a torque ratio of the continuously variable transmission; a mode detecting means for detecting whether the vehicle is traveling in a certain state, a target torque ratio setting means for setting a target torque ratio determined based on the driving situation, and a mode detecting means for determining whether the low speed mode or the high speed mode When the target torque ratio is in a region where mutually equal torque ratios can be achieved and a region where only the high speed mode can achieve, the high speed mode operates preferentially and the region where only the low speed mode can achieve. If the target torque ratio is
mode switching determining means for emitting a signal to the mode switching means so that the low speed mode is activated; and mode switching determining means selects a signal based on the signals from the torque ratio detecting means and the target torque ratio setting means. A control device for a continuously variable transmission, comprising: continuously variable transmission determining means for issuing a signal to the continuously variable transmission operating means so as to achieve the target torque ratio in the selected mode. (2) The auxiliary transmission device includes a first element connected to the output part of the continuously variable transmission, a second element connected to the output member of the continuously variable transmission, and an input member of the continuously variable transmission. a planetary gear device having a third element connected thereto; and the mode switching means comprising a locking means and a clutch, and connecting the locking means to the third element; and the input member, the locking means operates to cause the planetary gear device to function as a speed reduction mechanism and enter the low speed mode, and the engagement of the clutch causes the planetary gear device to operate in the low speed mode. The control device for a continuously variable transmission according to claim 1, which functions as a split drive mechanism to achieve the high speed mode. (3) the target torque ratio setting means sets the target torque ratio in a predetermined range consisting of an upper limit and a lower limit, and the high speed mode is activated when the target torque ratio upper limit can be achieved in the high speed mode; 2. The control device for a continuously variable transmission according to claim 1, wherein the mode switching means is configured to operate the low speed mode when the lower limit of the target torque ratio can be achieved only in the low speed mode. (4) The continuously variable transmission is a belt type continuously variable transmission comprising primary and secondary pulleys having two sheaves whose effective diameters can be changed, and a belt wound around both pulleys. A control device for a continuously variable transmission according to scope 1. (5) The control device for a continuously variable transmission according to claim 4, wherein the torque ratio detection means detects the rotational speed of the primary pulley and the secondary pulley. (6) The continuously variable transmission according to claim 4, wherein the torque ratio detection means detects the position of the movable sheave of the primary pulley or the secondary pulley or the position of a part interlocked with the movable sheave. Control device. (7) the continuously variable speed operation means comprises an electric motor;
5. The control device for continuously variable transmission according to claim 4, wherein rotation based on the electric motor is converted into thrust force by a screw device to operate the movable sheave of the continuously variable transmission.