JPS63266264A - Controller for continuously variable transmission - Google Patents

Abstract

PURPOSE:To achieve a target speed change ratio with quick response by carrying out variable control of a continuously variable transmission and switching of mode of an auxiliary transmission through a judging means comprising a mode change judging means and a continuously variable speed change judging means. CONSTITUTION:A continuously variable transmission 12 for transmitting engine output to wheels carries out speed change with a large torque ratio width through continuously variable speed change of a belt type continuously variable transmission 30 and switching control of low and high speed modes of an auxiliary transmission 20. A target torque setting means 113 sets a target torque based on signals fed from respective running condition sensors, then a judging means 114 judges between low speed mode L and high speed mode H based on a torque ratio of the continuously variable transmission 30 calculated through a torque ratio detecting means 111 and a calculating means 108 so as to switch the mode of the auxiliary transmission 20 through a switching means 110. At the same time, a judging means 115 obtains a target speed change ratio of the continuously variable transmission 30 and carries out speed change control through an operating means 100. Consequently, speed can be changed quickly for a target torque.

Description

DETAILED DESCRIPTION OF THE INVENTION (a) Industrial Application Minute Hand The present invention relates to a control device for a continuously variable transmission, particularly a continuously variable transmission for automobiles.
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 (CVTs) 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 space and the minimum radius of curvature of the belt, etc., a stepwise variable transmission cannot have a large torque ratio range, and within the torque ratio range of the continuously variable transmission, various aspects of the automobile such as fuel efficiency and shift performance may be affected. Not enough to meet demand.

Therefore, as shown in Japanese Unexamined Patent Publication No. 61-103049, an auxiliary transmission consisting of a Laviny 1 type planetary gear unit or the like is connected in series to a belt-type continuously variable transmission (CVT), and the auxiliary transmission is connected to a low speed gear. A continuously variable transmission has been devised in which the torque ratio range is expanded by switching between high-speed and high-speed gears.

When changing gears, the continuously variable transmission stops the shifting operation of the belt-type continuously variable transmission while the auxiliary transmission is changing, or when the auxiliary transmission is in the opposite direction to the shifting direction of the auxiliary transmission. When the gear is shifted toward an upshift, the continuously variable transmission is shifted toward a downshift, and when the auxiliary transmission is shifted toward a downshift, the continuously variable transmission is shifted toward upleft. The configuration is configured to change gears and suppress carbonization of the gear ratio, so that the upshift of the continuously variable transmission continues during an upshift of the auxiliary transmission, and the continuously variable transmission continues to upshift during a downshift of the auxiliary transmission. By continuing to downshift, the amount of change in the gear ratio of the entire power transmission device increases, thereby preventing problems that would be disadvantageous in terms of driving sensation.

← Tank Problems to be Solved by the Invention However, the above-mentioned continuously variable transmission can provide a good feeling when the amount of change from the current torque ratio to the target torque ratio is small; When the amount of change in the torque ratio is large, the auxiliary transmission is shifted from low speed mode (or high speed mode) to high speed mode (or low speed mode) to suppress the change in torque ratio, and then the belt type Since the continuously variable transmission device performs a gear shift operation toward a target torque ratio, its responsiveness may deteriorate and the driving feeling may be impaired.

Therefore, in parallel with the switching between the low-speed mode and the high-speed mode by the auxiliary transmission, the continuously variable transmission makes a shift judgment based on the torque ratio in the mode after the switching, and the target torque ratio is adjusted to the target torque ratio. It is an object of the present invention to solve the above-mentioned problems by shifting gears towards the target and quickly responding to the gear shifting.

(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 target continuously variable transmission 8112
However, the continuously variable transmission device 3 is capable of continuously variable control of the torque ratio.
0 and the continuously variable transmission 30, the shift controllable region is set to a low speed mode L, which is a relatively high torque ratio region.
An auxiliary transmission bag that can be switched to high speed mode H, which has a relatively low torque ratio area! 20, continuously variable speed operating means 100 for variably controlling the continuously variable speed bag N3o, and mode switching means 110 for switching and operating the auxiliary transmission 20.

Further, a torque ratio detection means 111 detects the torque ratio of the continuously variable speed bag W30, and a mode detection means 112 detects whether the auxiliary transmission 2o is in the low speed mode or the high speed mode.
, a target torque ratio setting means 113 for setting a target torque ratio determined depending on the driving situation, the continuously variable transmission determining means 115, and a mode switching determining means 114, and includes a torque ratio detecting means 111, a mode detecting means 112, and a target torque ratio. A determining means 116 is installed which appropriately compares and determines the signals from the setting means 113 and issues a signal to the continuously variable speed operating means 100 and the mode switching means 110.

Further, based on the signals from the torque ratio detection means 111 and the mode switching judgment means 114, the continuously variable transmission is determined to be achieved with the current torque ratio of the continuously variable transmission in the mode selected by the mode switching judgment means 114. Continuously variable transmission torque ratio calculation means 108 is installed to calculate the torque ratio of. Then, the continuously variable transmission determining means 115 issues a signal to the continuously variable transmission operating means 100 so as to achieve the target torque ratio based on the torque ratio calculated by the continuously variable transmission torque ratio calculating means 108. It is characterized by

Function 9 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. At this time, the continuously variable transmission 12 Stepless torque ratio control of the step-change transmission 30 and auxiliary speed change bag M20
With switching control between low speed mode L and high speed mode H, the sixth
As shown in the figure, the torque ratio should be controlled within a relatively large range.

In addition, the target torque ratio setting means 113 receives signals from various driving situation sensors such as throttle opening, input shaft rotation speed, and vehicle speed, and sets the speed change characteristics to a predetermined speed change characteristic such as maximum power characteristics or best fuel efficiency characteristics. , a target torque ratio a1 for the entire transmission 12 is set by the target torque ratio setting means 113.

Then, the determining means 116 compares and determines the current torque ratio a and the target torque ratio a6, and when it is necessary to switch the mode, for example, as shown in FIG.
When it is determined to switch to high-speed mode H from Shift # control of the continuously variable transmission 30 with respect to the target torque ratio a9 based on the torque ratio aM (
ΔT), and therefore, as shown by arrow A, the mode switching by the auxiliary transmission 20 and the speed change by the continuously variable transmission 30 are performed together, and the continuously variable transmission 12 quickly shifts to achieve the target torque ratio a1. achieve.

(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 device 20 constituting an auxiliary transmission, a belt type continuously variable transmission 30, a transfer device M80, and a reduction gear. Gear equipment M71
and a differential gear device 72, a fluid coupling 13 having a lock-up clutch CL, and a forward/reverse switching transmission device 90 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 12.
The third element 203 (or 20R) is connected to the input shaft 60 of the continuously variable transmission 12 via a transfer device 80. Also, the planetary gear device 20 is set to high speed mode H.
The mode switching means 110 switches to the low speed mode L,
A third locking means consisting of a low one-way clutch F and a low coast and reverse brake B1, and a high clutch C2, and serving as a reaction force support member when the locking means F and B1 are used as a deceleration mechanism in low speed mode L. Element 2 of
0S (or 20R) via a transfer device 80, and a high clutch C2 is interposed between the input shaft 60 and the third element 20S (or 20R).

Specifically, the ring gear 20 of the planetary gear device 20
R is interlocked with the output part 30a of the continuously variable transmission M30, the carrier 20C is interlocked with the output member 70, and the sun gear 203 is connected to the row one-way clutch F and the low coast and reverse brake B1 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 planetary gear device g190, the sun gear 90S is connected to the input shaft 60, and the carrier 90
C is connected to the input part 30b of the continuously variable transmission 30 and is connected to the input shaft 60 via the forward clutch C1,
Further, the ring gear 90R is connected to the reverse brake B2.

Based on the above configuration, each clutch, brake, and one-way clutch in the present continuously variable transmission 12 operate as shown in FIG. 3 at each position. 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
It is 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
From single planetary gear system [20 ring gears 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 80, and therefore the rotation of the ring gear 2OR is taken out from the carrier 20C as a decelerated rotation. , furthermore, a reduction gear device 71 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, similarly to the above, the forward rotation that has been appropriately shifted by the continuously variable transmission 30 is taken out from the output section 30a and input to the ring gear 20R of the single planetary gear device 20. Meanwhile, at the same time, the rotation of the input shaft 60 is transmitted to the sun gear 203 of the single planetary gear device 20 via the high clutch C2 and the transfer device W80.
The torque of the and sun gear 203 is combined and the carrier 20
Output from G. At this time, since rotation against the reaction force is transmitted to the sun gear 20S via the transfer device 80, a predetermined plus torque is transmitted via the transfer device 80 without 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 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 to the belt-type continuously variable transmission 30 as reverse rotation from the carrier 90G 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 20 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 decelerated by the planetary gear device 20 and taken out to the output member 70. Ru.

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 the input shaft 30b of the continuously variable transmission 30 are rotatably supported coaxially to constitute a first shaft, and the output shaft 30a of the continuously variable transmission 30 and the 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 C2 is disposed on the first shaft.
, a low coast and reverse brake B1, and a mode switching means 110 consisting of a row one-way clutch F, and further includes a dual planetary gear family M90 and a forward clutch.

A forward/reverse switching device consisting of a brake brake B2 and a brake brake B2 is provided, and a hydraulic pump 17 is also provided. On the other hand, a single planetary gear device 20 is mounted on the second shaft.
is installed.

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 C1 is connected to the carrier 90G 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
Pinion 90P1 and ring gear 90R meshing with
It supports the binion 90P2 which is meshed 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 has a fixed sheave 31a between a thrust force holding member 34a, which is supported by a bearing and is connected to the input shaft 30b so as to rotate together with the input shaft 30b via a plurality of disc springs 38. A pressure regulating cam device [34] which applies an axial force corresponding to the transmitted torque is disposed, 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
The nut part 35b is connected to the case 15 in a non-rotatable manner through a thrust bearing, and is connected to the input shaft 30b in an axially immovable manner, and the nut part 35b moves integrally with the movable sheave 31b in the axial direction through a thrust bearing. are connected so that 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 a bolt portion 36m of the ball screw device 36
is connected non-rotatably to the case 15 and immovably axially to a flange 30d fixed to the output shaft 30a 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 1) constituting a continuously variable speed operation means. ) is engaged with the worm 37d. In addition, the circular gear 37
m meshes with a wide circular gear 35c fixed to a nut portion 35bl on the primary pulley 31 side, and a non-circular gear 37b is a wide non-circular gear fixed to a nut portion 36b on the secondary pulley 32 side. It meshes with 36c.

Further, the single planetary gear device I20 is disposed on a gear shaft 70a constituting a second shaft 9, and its ring gear 20R is connected to the output shaft 30a of the belt type continuously variable transmission device 30 adjacent to the flange 30d. ing. In addition, a sprocket 8 is integrated with the sun gear 208 on the gear shaft 70m.
2 is rotatably supported, and a carrier 2 rotatably supports a pinion 20P on the gear shaft 70m.
0G is fixed.

On the other hand, a silent chain 8 is connected between the sprocket 82 integrated with the sun gear 203 on the second shaft and the sprocket 81 supported by the row one-way clutch F.
3 is wound around, and these sprockets and chains constitute a transfer device 80.

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,
Further, the gear 71d meshes with a ring gear 72a fixed to the differential gear device 72, thereby forming a reduction gear device 71.

Furthermore, left and right four-wheel axle shafts 73 extend from the differential gear bag @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 and S ranges, the forward clutch C1 is connected and the reverse brake B2 is released, so in the dual planetary gear M90, the sun gear 903 and carrier 90C rotate together, and the ring gear 90R also rotates in the forward direction. is the input shaft 3 of the belt type continuously variable transmission 30
0b.

The rotation of the input shaft 30b is transmitted to the pressure regulating cam mechanism 34 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. On this occasion,
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 is operated by a ball screw device in accordance with a predetermined gear ratio. 35 is fixed in its length direction, and therefore, an equivalent reaction force acts on the back surface of the sheave 31b via the thrust bearing, which causes the primary pulley 31 to clamp the belt with a clamping force corresponding to the input torque. Hold 33.

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 37m and 35c, and the nut portion 36b of the ball screw device 36 on the secondary pulley 32 side rotates via the non-circular gears 37b and 36c. As a result, the bolt parts 35m and 3 that are stopped from rotating in the case 15
6a, the nut parts 35b and 36b rotate relative to each other,
The ball screw devices 35 and 36 move the movable sheaves 31b and 32b via thrust bearings to set the primary pulley 31 and the secondary pulley 32 to a predetermined effective diameter, thereby obtaining a set torque ratio. 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 at a rate of 5 that matches its original displacement. Further, the belt clamping pressure from both sheaves 31a, 31b and 32a, 32b acts on the primary pulley 31 side to pull the input shaft 30b via the thrust bearing, and does not act on the case 15, and similarly The pulley 32 side also acts to pull the output shaft 30m and does not act on the case 15.

Furthermore, the rotation of the output shaft 30a of the belt type continuously variable transmission 30 is controlled by the ring gear 2OR of the single planetary gear device 20.
further transmitted to the gear shaft 70a via the carrier 20G.
transmitted to.

In the case of the low speed mode L in the D range, the four-one-way clutch F is in an operating state as shown in FIG.
The sun gear 208 is stopped from rotating by a row one-way clutch F via a transfer device 80, and the single planetary gear device 20 constitutes a speed reduction mechanism.

Therefore, the rotation of the output shaft 30a of the belt type continuously variable transmission fi30 is simply slowed down by the single planetary gear device 2o, and further gears 71a, 71c, intermediate shaft 71b1 gear 7
1d and a mount gear 72a.
The speed is further reduced through the differential gear device 72, and then transmitted to the left and right front axle shafts 73 through the 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 also to the sprocket 81 via the sleeve shaft 41 and high clutch C2, and further to the single planetary gear N20 via the silent chain 83 and sprocket 82. It is transmitted to 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 208 of the single planetary gear device at the row one-way clutch F, it prevents a shift shift caused by changing the grip and enables the high clutch. By connecting C2, rotation starts smoothly and torque is transmitted to sun gear 20S. As a result, the torque continuously variable by the belt type continuously variable transmission @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 20C 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. Further, the high speed mode H in the S range is similar to 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 903 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. At this time, the reaction torque acts on the sprocket 81 as reverse rotation from the sun gear 203 of the single planetary gear device 20 via the transfer device 80, so the low coast and reverse brake B1 is activated 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 the transmitted torque is transmitted through 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 30. The torque passing through the transfer device 80 is shared at a predetermined ratio according to the torque ratio.

Furthermore, as shown in FIG. 6, a belt type continuously variable transmission 30 is provided.
The torque ratio of the continuously variable transmission 12- with respect to the torque ratio of is as shown in the song IJL in the low speed mode, and as shown in the song #151H 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 41912 will be explained with reference to FIG.

This control device (system) U includes a transmission control section U11, an engine brake control section U2, and a lock-up clutch control section U.
3. It is equipped with a line pressure control section U4 and a shift range control section US.

The speed change control unit U includes a target torque ratio setting means 113, and further compares the current torque ratio a with a target torque ratio a having a predetermined width I, and determines the low speed and high speed modes L of the planetary gear device 20, The planetary gear device 1 is further provided with a determining device 116 consisting of a mode switching determining device 114 for determining switching of H and a continuously variable transmission determining device 115 for instructing the continuously variable transmission!!30 to shift to a predetermined shift position.
The continuously variable transmission torque ratio calculating means 108 calculates the torque ratio in each mode corresponding to the current torque ratio of the continuously variable transmission 30 when switching between the 20 modes. In addition, the shift control unit U- includes signals from the primary pulley rotation speed N in sensor 111a and the secondary pulley rotation speed N out sensor 111b that constitute the torque ratio detection means, as well as the throttle distance θ sensor 122 and the vehicle speed V sensor. 12
3. A mode sensor (mode detection means) 112 that detects the low speed and high speed modes L and H of the planetary gear device 20 constituting the auxiliary transmission device, and 1" P, R, N, D, 5 (
7) Shift range sensor 12 that detects each L/inch
Signals from each of the sensors No. 5 are input, and signals calculated and determined based on the signals from these sensors are output to the drive circuit 120 of the electric motor 100 and the L-H shift solenoid drive circuit 121. The motor drive circuit 120 also includes a PWM oscillator that emits a predetermined signal based on signals from the speed change control section U and the engine brake control section U2, a drive circuit that amplifies the signal from the oscillator to a predetermined level, and a drive circuit that amplifies the signal from the oscillator to a predetermined level. It consists of a bridge circuit that supplies signals to the motor 100.

The target torque ratio setting means 11 of the speed change control unit U
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 the intake pipe negative pressure, the secondary pulley rotation speed No.
It may be set in response to a signal from other driving situation sensors such as utl or output gear rotation speed, and it is of course possible to set the control not only to maximum power control and best fuel economy control but also to control between maximum torque control and intermediate level. It is. Then, a dead zone of a predetermined width I 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 It is compared from time to time with the torque ratio a of the step-change transmission 12, and a predetermined speed change signal is output at a portion (shaded portion) where the torque ratio a deviates from the dead band width l.

On the other hand, as shown in the figure, the engine brake control unit U2 receives signals from each sensor and controls the motor drive circuit 12.
0 and L-H left solenoid drive circuit 121, and when an engine brake state, that is, a state where the throttle opening is zero or near zero is detected in the S range, a comparison different from the target torque ratio for maximum power control is made. It sets a high target torque ratio and applies 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 In order to reduce the shift shock that occurs when forward clutch C1 or reverse brake B2 engages when shifting from N to D range (or S range) and from N range to R range, N→D(S), N-4R When a shift is detected, the line pressure is reduced and then gradually increased to the normal position.

In addition, the shift change control unit U5 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 motor 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 controls a manual valve 132 operated by a pinion 131 connected to a stepping motor driven by a shift range change motor drive circuit 129, and a shift control solenoid drive circuit 127. regulator valve 13 operated by a linear solenoid 133 driven by
5. Lock-up control valve 137 operated by solenoid valve 136 driven by lock-up solenoid drive device 126, low/high shift valve operated by solenoid 139 driven by L-H solenoid drive port #121 140, and further includes an accumulator 141 and a low/high shift timing valve 142. The regulator valve 135 is a port b1 line pressure port to which pressure oil from the hydraulic pump 17 is supplied! , and lubricating oil Bo) Lu.

Further, the manual valve 132 is connected to the first and second line pressure ports)j2. j, port r to which line pressure is supplied in the R range, port f to which line pressure is supplied in the S and D ranges) e, port f to which line pressure is supplied in the S, N, R, and P ranges ,N.

Equipped with a port g to which line pressure is supplied in the R and P ranges, and a port e is connected to the forward clutch hydraulic servo C1.
and port e2 of the low/high shift valve 140, port f is connected to port f2 of the low/high shift valve 140, port g is connected to m chamber g2 of the lock-up control valve 137 and m'l of the four-high shift valve 140.
g3 and port r are respectively connected to reverse brake hydraulic servo B2.

The lock-up control valve 137 has a line pressure port I4, a port 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 IIJ is applied by the solenoid valve 136, and a spring is disposed in the lower chamber g2 to bias the spool upward, and line pressure is applied to the ranges other than the D and S ranges. Therefore, when the solenoid valve 136 is turned on, the Tsuchiura chamber j is drained and the spool is moved upward, and the line pressure from the port I4 is sent to the fluid coupling 13, and the D
and S range, when the solenoid valve 136 is turned off, the spool moves downward against the spring, and the line pressure from port I4 is sent to the lock-up clutch hydraulic servo CL, engaging the clutch, and N,
In the R and P ranges, line pressure acts on the lower reservoir g2, and the spool does not move downward.

In addition, the low/high shift valve 140 is connected to the port e2.
The port has ports k and m outside f2, and the port communicates with the high clutch hydraulic servo C2 via an orifice 143 with a check valve, and the port m communicates with an orifice 145 and a low/high shift timing valve 142.
Low coast and reverse brake through hydraulic servo B
It is connected to 1. Furthermore, the low/high shift valve 1
In 40, hydraulic pressure controlled by a solenoid valve 139 is applied to the upper oil chamber n, and a spring for biasing the spool upward is disposed in the lower chamber g3. Line pressure is working. In addition, the accumulator valve 141 has a spring 141a.
The accumulator chamber 141c constituted by the piston communicates with the upper oil chamber q of the high clutch hydraulic servo C2 and the low/high shift timing valve 142. , and line pressure is acting on the back pressure chamber 141d.

Therefore, when the solenoid valve 139 is in the on state <3, the upper oil chamber n is drained and the spool is in the upper position, and line pressure is supplied in each range of S, N, R, and P (i.e., other than the D range). Port e2, which is supplied with line pressure in the S and D ranges, is closed. 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 C
2 is released and is in 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 is also supplied to the high clutch hydraulic servo C2, and the low clutch hydraulic servo C2.
Line pressure acts on the upper oil chamber q of the high shift timing valve 142 to move the spool downward and drain the hydraulic pressure of the brake hydraulic servo B1. Therefore, the high clutch C2 is engaged and the four-coast and reverse brake B1 is engaged.
has been released and is in fast mode.

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 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 due to the movement. In addition, in the D range, even if the solenoid valve 139 is in the on state, the port f11
Since line pressure is not supplied to , low coast & reverse brake B1 will not operate.

Next, the operation of the # control device 1U for a continuously variable transmission will be explained along the flow.

FIG. 9 is a diagram showing the main flow, and shows the shift lever
Input the positive cylinder, throttle opening θ, primary pulley rotation speed Ni, secondary pulley rotation speed N out, and vehicle speed V to control D range control, S range #i, N range control, R range fin, and P range control. Each control is set, and each solenoid 136, 13 corresponds to each control.
9 and motor 100.

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 (31), and the best fuel efficiency curve ζζ
Based on this, a target rotation speed N8 of the primary pulley corresponding to the throttle opening degree θ is set (S2). Furthermore, the primary pulley rotation speed N in and the secondary pulley rotation speed N
Torque ratio T (== N
in /Nout) is calculated (33), and step S constituting the continuously variable transmission torque ratio calculation means 108
4, 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, if the ratio of the number of teeth between the sun gear 203 and the ring gear 20R of the planetary gear device 20 (2OS/2OR) is λ, and the ratio of the number of teeth between the output sprocket 82 and the input sprocket 81 in the transfer device 80 (81/82) is i, It is calculated by aL=TX (1+λ). Furthermore, an allowable deviation width I is set for the target rotation speed to obtain the target rotation speed width N'wax, N''.
Set win (SS). Then, in step S6, the upper limit a''wax and the lower limit a of the target torque ratio a1 are determined.
"win" is calculated. That is, a"max= (N"maxX C) /
Va”a+in=(N”mjnXC)/V, where C is a constant determined by tire diameter DT and final reduction ratio 1d (60X w
00'0). Note that steps 32, 35.
36 corresponds 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, then L-H by the method shown in FIG. 12, FIG.
(SS), and if the current mode is high speed mode H, the
It is determined whether or not to perform an HL change using the method shown in FIG. 7 or FIG. 20 (311). Also, step S8
In the L→H judgment, if it is determined that an L-H change is to be performed, the L-H shift solenoid drive circuit 121
A change signal is issued (S9). On the other hand, if it is determined in step S8 that the L-4H change is not to be performed, and if it is determined in step S11 that the H-L change is not to be performed, the 21st
A shift determination of the continuously variable transmission (CVT) 30 is performed by the method shown in the figure (s i o). In addition, the above steps 87~
812 corresponds to the speed change determining means 116, steps S8 and 311 correspond to the mode switching determining means 114, and step 510 corresponds to the continuously variable speed determining 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 N'' 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 normal shift control U or engine brake control MU2. If the throttle opening θ is zero or near zero (θ≦θwin), the flow goes to engine brake control (314) and other If so, the flow goes to normal speed change control.

Next, the mode switching determination means 114 shown in FIG. 1, that is, steps 38 and 311 in FIGS. 10 and 11
Let's explain the parts.

First, Figures 12 to 15rI! I, the mode switching determination means 114 sets the target torque ratio in a region where the low speed mode L and the high speed mode H of the auxiliary transmission 20 can achieve equal torque ratios, and in a region where only the high speed mode H can achieve the same torque ratio. a'', the mode switching means 110 operates so that the high-speed mode H operates preferentially, and when the target torque ratio a1 is in a region that can only be achieved by the low-speed mode L, the low-speed mode L operates. An embodiment in which a signal is emitted will be described.

FIG. 12 shows the judgment at the time of upshifting, that is, step S8.
is a diagram illustrating the contents of .First, the torque ratio aL in the low speed mode L calculated in step S4 is stored (S8
．． ). Then, the limit rotation speed N out wa of the secondary pulley 32 set by the limit rotation speed setting means 104
x and the current rotational speed N out of the secondary boolean, and the rotational speed N out is the limit rotational speed N out + *
If it exceeds ax, immediately switch to high speed mode H and reduce the rotation speed of the secondary pulley (SS,). Also, the rotation speed Nout of the secondary pulley is the limit rotation speed N
If it is within 5aax, as shown in FIG. 13, the maximum torque ratio aHaaX in high speed mode H and the upper limit a″wa of the target torque ratio a1 calculated in step S6
383), the target torque ratio upper limit a″l1a
If x is higher than torque ratio aHwax, mode switching is not performed and low speed mode L is maintained. On the other hand, if the target torque ratio upper limit a″maχ is lower than the torque ratio 1H111X, the actual torque ratio a and the target torque ratio upper limit a″
Compare with wax S84).

Then, in the relationship a)a''m1LX, that is, in the case of upshifting, the mode is immediately switched to high speed mode H, and in the case of downshifting, the mode switching is not performed and low speed mode L
maintain. This prevents the continuously variable transmission 30 from shifting down during a kickdown or the like and causing H switching, thereby preventing deterioration of the feeling.

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 determined by the formula a LX V / C. is calculated (S11.). Similarly, from the torque ratio aL1 vehicle speed V and the torque ratio T of the continuously variable transmission, aL×V/CX T, that is, N1nL
/T, the rotation speed N out L of the secondary pulley 32 when the low speed mode L is set is calculated (
S11°). Then, the rotation speed N1nL of the primary pulley 31 is compared with the preset limit rotation speed Nin II&X of the primary pulley 31.S11. ),
When the rotational speed N1nL exceeds the limit rotational speed Ninmaχ, the mode is not switched and the high speed mode H is maintained.

Note that in step 5116, aH is set as the actual torque ratio a.
This is because aH is used as the current torque ratio in the CVT shift determination in step 510 that follows. In addition, if the rotation speed N1nL of the primary pulley does not exceed the limit rotation speed Ninmaχ, compare the rotation speed NovtL of the secondary pulley 32 with the preset limit rotation speed N1nesaχ of the secondary pulley. L is the limit rotation speed N
If it exceeds out wax, mode switching is not performed and high speed mode H is maintained. Then, the rotational speed No.
If ut L does not exceed the limit rotation speed, as shown in Fig. 15, compare the target torque ratio lower limit a''l1In and the maximum torque ratio aHIIILX in high speed mode H.
1. ), if the target torque ratio lower limit a ”win is higher than the high speed mode maximum torque ratio a mχ, the low speed mode L
A downshift is performed. Further, when the target torque ratio lower limit a''win is lower than the torque ratio aHwax, the mode is not switched and the high speed mode H is maintained.

Further, switching from the low speed mode L to the high speed mode H,
In addition, when switching from high speed mode H to low speed mode L, the target torque ratio a is the upper limit a, the upper limit a, and the lower limit a.
There is a predetermined hysteresis between ' @in and prevents frequent mode switching near the high speed mode maximum torque ratio aHsaw.

Next, other embodiments of steps 38 and 311 will be described based on FIGS. 16 to 20.

In this embodiment, the judgment means 1.16 performs the mode switching in a region where the low speed mode L and the high speed mode H can mutually achieve equal torque ratios by a combination of mode switching and variable operation of the continuously variable transmission; This method compares and determines which one can perform a faster speed change operation with respect to a target torque ratio between the case where the change is performed only by variable operation of the continuously variable transmission. That is, the torque ratio of the continuously variable transmission 12 is set to a, and the target torque ratio setting means 1
Let the target torque ratio set in step 13 be al, and the torque ratio of the continuously variable transmission in the other mode corresponding to the current torque ratio T of the continuously variable transmission 30 be acl. If ac is the torque ratio of the low speed mode L to the torque ratio T of the continuously variable transmission 30, then la''-al ≧ I ao-a l -(
When the relationship is 11, the auxiliary transmission 120 is switched.

FIG. 16 shows the judgment at the time of upshifting, that is, step S8.
is a diagram showing the contents of the lower limit a″win of the target torque ratio.
Compare the torque ratio aH (see 34) of high-speed mode H corresponding to the actual torque ratio T581), a″win≦
If the relationship is aH, a signal is sent to the L-H shift solenoid drive H path 121, and the low speed mode L is switched to the high speed mode H (see 39). On the other hand, the above a ” m
If the relationship ain≦aH does not hold, the above-mentioned mode switching is not performed. Note that aL is stored as the actual torque ratio a in step S87, but this is because aL is used as the current torque ratio in the CVT shift determination in step 510 that follows. In addition, step s8 described below
．． .

The same is true.

FIG. 17 shows the judgment at the time of downshifting, that is, step 31.
1, and is a diagram showing the contents of 1, and the upper limit a of the target torque ratio.
Compare IIIIX and the actual torque ratio T (corresponding torque ratio aL of low speed mode L (see 84).S111
), a''+ux≧aL, the mode is not switched.In step 5118, the actual torque ratio a is aHrtfil! This is to use as the current torque ratio.The same applies to step 311.5, which will be described later.

On the other hand, if the above relationship is a''wax≧aL, first, the rotation speed N1nL of the primary pulley 31 and the rotation speed N o of the secondary pulley 32 when the low speed mode L is set.
vt L is calculated in step 5119 as follows, where DT is the tire diameter and id is the final reduction ratio.

Then, the calculated rotational speed N1 of the primary pulley 31
Whether nL exceeds the preset limit rotation speed Ninmax of the primary pulley 31 (NinL≧N in
wax) is determined (S111o), and if it exceeds, the mode is not switched. Further, the rotation speed N out L of the secondary pulley 32 when the low speed mode L is set is the preset limit rotation speed N out of the secondary pulley 32.
whether it exceeds wax (N out L≧N out
+max) (S11.,), and if it exceeds, mode cutting is not performed. This prevents damage to the continuously variable transmission M30 due to high speed rotation. If neither of them exceeds the limit rotation speed, a signal is sent to the L-H shift solenoid drive circuit 121 to downshift from high speed mode H to low speed mode L.

Next, according to FIGS. 18 to 20, step ss
, sii portions will be explained.

In the other embodiments described above, 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 30 based on the sensors 111a and 111b. The positions of the movable sheaves 31b and 32b of the pulley 32 are detected, and the torque ratio is determined from the detected positions.

From the torque ratio TL of the continuously variable transmission when achieving the target torque ratio a' in the low speed mode and the torque ratio T of the continuously variable transmission when achieving the target torque ratio a' in the high speed mode H, the target primary pulley 31 is determined. (or the position i of the movable sheave 31b (or 32b) of the secondary pulley 32)! ! SL, SN
Find each of them. and the low speed and high speed modes L,
The target movable sheave positions SL and SH of H are compared with the current movable sheave position S, and l5L-31<l5H-8t...(
In case 2), if the current mode is high-speed mode H, the mode is switched from H to L, and if the current mode is low-speed mode,
Shifting is performed only by variable control of the continuously variable transmission f30 (first
Figure 8 (see al).

Also, +5L-sl > l5H-8l...
・At the time of (3), if the current high speed mode is H, the gears are changed only by the variable # control of the continuously variable transmission [30], and if the current is the low speed mode L, the mode is switched from L to H. (See FIG. 18(b)).

Furthermore, 13L-31=l5H-3l...(
In case 4), speed change control is performed only by the continuously variable transmission.

Note that the method based on the sheave position described above changes the sheave position from S to S when mode switching time and shift time are taken into consideration.
Time DU to move to L and time D to release clutch C2
The relationship with 0 is a predetermined relationship, for example, Du<D. When the following relationship is satisfied, it is preferable to switch from high speed mode H to low speed mode L.

Next, a specific example based on the above method will be explained with reference to FIGS. 19 and 20.

FIG. 19 shows the judgment at the time of upshifting, that is, the above-mentioned first
This is a diagram showing the same contents as Figure 6, in which the current movable sheave position S is input (SS), and the target sheave position S is determined from the upper and lower target torque ratios a'1laX and a''win.
Calculate Lwin and SHmay (88.).

And l5-8. m1nl ≧ l SH+max
-S l It is important to judge whether there is a relationship like S
, 0), when the relationship exists, the low speed mode L is switched to the high speed mode H, and when the relationship does not exist, the speed is changed to the target torque ratio a only by the continuously variable transmission 30 without mode switching.

FIG. 20 shows the judgment at the time of downshifting, that is, the first
This is a diagram showing the same contents as Figure 7, and first, step S1.
112. At S11,3, step S88°S8.
Similarly, the lower limit target sheave position [S
LIlin, upper limit target sheave position 5HIIIaχ is set, and further in step 311.4, is-315-3L ≦ l SHwax -S l
Determine whether there is a relationship. If the above relationship does not exist, mode switching is not performed and the continuously variable transmission 3
Only 0 is downshifted and the target torque ratio a-ζ is shifted,
Further, when the above relationship exists, the high speed mode H is switched to the low speed mode L. At this time, as described above, if the limit rotation speed Ninmax of the primary pulley and the limit rotation speed N out maχ of the secondary pulley are to be exceeded,
Do not switch modes (S 11, 7゜S 11.,
).

Next, the continuously variable transmission determination means 115 related to the continuously variable transmission (CVT), ie, step 10rIA and step 810 in FIG. 11 will be explained along with FIG. 21.

First, when the input rotation speed is low, the current vehicle speed V is set to an extremely low vehicle speed (V + m
in), the gear shift operation is blocked (S10.)
. When the vehicle speed is not extremely low, and when the actual torque ratio a is larger than the target torque ratio 81 (S102), the continuously variable transmission 3o is activated during upshifting (S103), and when the actual torque ratio a is larger than the target torque ratio 81 (S102), the continuously variable transmission 3o When the torque ratio of S is small (S
104) The continuously variable transmission 30 should not downshift.
106), and in other cases, the continuously variable transmission 30 does not perform a speed change operation (S106). In this embodiment, the target torque ratio a1 is set to the upper limit a ''
It has a predetermined width consisting of 1aX and a lower limit a'win.

In addition, when the speed change operation of the continuously variable transmission device 30 is performed together with the mode switching signal, step 34 (specifically, step 38., Sl 1., 387.811ap 581
Since the torque ratios aL and aH in low-speed mode L or high-speed mode H with the mode switching completed (completed engagement or disengagement of clutch C2) at 1# S” “Is” have been read, this is not necessary. In determining the speed change of the step-change transmission 30, the continuously variable speed calculation means 108 calculates a target torque ratio a1 based on the torque ratio aL in the low-speed mode L or the torque ratio aH in the high-speed mode H after mode switching is completed.
The amount of shift of the continuously variable transmission 30 is calculated by comparing with .

Therefore, by using the torque ratio aL or aH after mode switching as the torque ratio a, the continuously variable transmission 30 can perform speed change control in advance for the state after mode switching even during mode switching. Therefore, it is possible to quickly approach the target torque ratio a1. In addition, the actual torque ratio T is the lower limit (T win ) and upper limit (T ahaχ
), and if it does, the continuously variable transmission will stop shifting (Sl 07. S 10.).

Next, control in the R range will be explained along FIG. 22.

First, as in step 101 above, to prevent gear shifting at extremely low vehicle speeds (523), and the rotational speed N of the primary pulley.
To prevent the in from increasing excessively, please set the upper limit of the rotation speed N.I.
IILll is suppressed (324), and if it exceeds it, 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 upper limit of the torque ratio T 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 (828),
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 continuously variable transmission 30
By the combination of the auxiliary transmission 20 and the auxiliary transmission 20, the speed change range is expanded, and the determination means 116 consisting of the mode change determination means 114 and the continuously variable transmission determination means 115 determines whether the mode of the auxiliary transmission or the continuously variable transmission is changed. Although the entire continuously variable transmission 12 can be automatically controlled by performing variable control as appropriate, when mode switching is provided, it is possible to control the entire continuously variable transmission 12 automatically. Calculate the torque ratio in the mode of Ill I-
Since the speed change control of the continuously variable transmission is performed with respect to the torque ratio, in parallel with the mode switching means 110 switching the mode, the continuously variable transmission 30 is directed toward the target torque ratio a7 based on the torque ratio after switching. As a result, even when the amount of displacement toward the target torque ratio a1 is large, such as during kickdown, the target torque ratio a@ can be quickly responded and the continuously variable transmission 12 can be operated. You can shift quickly and eliminate response delays.

Further, the continuously variable speed operation means 100 is composed of an electric motor,
When the rotation based on the electric motor is converted into thrust force by the screw device 35, 36 to operate the movable sheave, t
The JR injury signal from the JIt1 section U1 can be directly transmitted to the operating means 100 for control without converting it into hydraulic pressure, which simplifies the structure of the control device U, and also reduces the response of the continuously variable transmission [30]. can improve sexual performance.

Furthermore, a planetary gear device 20 is used as an auxiliary transmission device, and the gear device functions as a reduction mechanism to achieve low speed mode L.
, and 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 in the high speed mode H is small, and the frictional force with the belt etc. Since the axial force for holding the belt is small, high transmission efficiency can be obtained, and the clamping force acting on the belt can be reduced to improve durability.

[Brief explanation of drawings]

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 diagram showing the continuously variable transmission. FIG. 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. and,
FIG. 7 is a diagram showing a control device for a continuously variable transmission according to the present invention;
FIG. 8 is a diagram showing the hydraulic control device. Furthermore, Fig. 9 shows the main flow, 1st (17 is the D range flow, 1st
Figure 1 shows the S range flow. FIG. 12 is a flowchart showing the determination at the time of upshift showing the content of mode switching, 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 flowchart showing the determination at the time of upshift in another embodiment, and FIG. 17 is a flowchart showing the determination at the time of downshift. Furthermore, Fig. 18 (a), (b
1 is a diagram showing judgment at the time of shifting in another embodiment;
9 and 20 are diagrams showing a flow embodying the embodiment. FIG. 21 is a flowchart showing the contents of the continuously variable speed determination means, and FIG. 22 is a flowchart showing the opening of the R range. 12...Continuously variable transmission, 20...Auxiliary transmission (
single planetary gear device), 20C...second element (carrier), 20R...first element (ring gear), 20S...third element (sun gear), 30...(belt type) None gear transmission
, 30a... Output section (shaft), 30b... Human power section (
shaft), 31...Primary pulley, 32.
...Secondary pulley, 33...Belt, 7Q
...Output mH, 100...Continuously variable transmission operation means (electric motor), 108...Continuously variable transmission torque ratio calculation means, 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, 116... Judgment means, 130... Hydraulic control device, Bl, F...
・Latching means, Bl...Low coast & reverse brake, B2...Reverse brake, C1...Forward clutch, C2...High clutch,
CL...Lock-up clutch, F...
Row one-way clutch, H...high speed mode,
L: Low speed mode, U: Continuously variable transmission control device, U: (speed change) control unit.

Claims (6)

[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 target torque ratio setting means for setting a target torque ratio of the continuously variable transmission determined based on the driving situation; a continuously variable transmission determining means; and a mode switching determining means. , a determining means for appropriately comparing and determining the signals from the mode detecting means and the target torque ratio setting means and issuing a signal to the continuously variable transmission operating means and the mode switching means; continuously variable transmission torque ratio calculation means for calculating the torque ratio of the continuously variable transmission achieved by the current torque ratio of the continuously variable transmission in the mode selected by the mode switching determination means, based on the signal; , wherein the continuously variable transmission determining means sends a signal to the continuously variable transmission operating means so as to achieve the target torque ratio based on the torque ratio calculated by the continuously variable transmission torque ratio calculating means. A control device for a continuously variable transmission characterized by: (2) The scope of the claim that the continuously variable transmission is a belt-type continuously variable transmission comprising primary and secondary pulleys each having two sheaves whose effective diameters can be changed, and a belt wound around these pulleys. 2. The control device for a continuously variable transmission according to item 1. (3) The determination means is performed by a combination of mode switching and variable operation of the continuously variable transmission in a region where the low speed mode and the high speed mode can achieve an equal torque ratio; When using only variable operations,
2. A control device for a continuously variable transmission according to claim 1, which compares and determines which one can perform a faster speed change operation with respect to a target torque ratio. (4) If the target torque ratio is in a region where the low speed mode and the high speed mode can achieve the same torque ratio and a region where only the high speed mode can achieve the same torque ratio, the mode switching determination means determines that the high speed mode is If the target torque ratio is in a region that can be achieved only by the low speed mode, a signal is issued to the mode switching means to operate the low speed mode with priority, and the continuously variable transmission The continuously variable transmission according to claim 1, wherein the determining means issues a signal to the continuously variable transmission determining means so that the target torque ratio is achieved in the mode selected by the mode switching determining means. Aircraft control equipment. (5) the continuously variable speed operation means comprises an electric motor;
3. The control device for a continuously variable transmission according to claim 2, 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. (6) 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.