WO2011092817A1

WO2011092817A1 - Power transmission device controller

Info

Publication number: WO2011092817A1
Application number: PCT/JP2010/051132
Authority: WO
Inventors: 倫生吉田; 佐野　敏成; 齋藤　達也
Original assignee: トヨタ自動車株式会社
Priority date: 2010-01-28
Filing date: 2010-01-28
Publication date: 2011-08-04
Also published as: JP5177279B2; CN102216652A; JPWO2011092817A1; CN102216652B

Abstract

Provided is a power transmission device controller capable of effectively utilizing the pressure of exhaust gas generated in an internal combustion engine. Specifically provided is a power transmission device controller provided with a power transmission device (12) to which power is inputted, a movable member (17) which is provided to be movable in order to control the power transmission state of the power transmission device (12), and a pressure chamber (18) to which pressure is transmitted to generate force to be applied to the movable member (17), said controller being provided with an internal combustion engine (2) which converts thermal energy generated when fuel is burned to kinetic energy and outputs the kinetic energy, a pressure transmission mechanism (22A) which transmits the pressure of exhaust gas generated when the fuel is burned in the internal combustion engine (2) to the pressure chamber (18), and a heat transfer control mechanism (47) which controls the amount of heat to be transferred from the exhaust gas to the pressure chamber when the pressure of the exhaust gas is transmitted to the pressure chamber (18) by the pressure transmission mechanism (22A).

Description

Power transmission control device

The present invention relates to a device for controlling a power transmission state in a device for transmitting power, and particularly to a control device for controlling a power transmission state by changing a pressure to be applied.

An example of a vehicle configured to control the power transmission state of the power transmission device by controlling the operation of the movable member by the pressure of the fluid is described in Japanese Patent Application Laid-Open No. 11-2316. The vehicle described in Japanese Patent Application Laid-Open No. 11-2316 is configured to increase or decrease the torque output from the engine and output it to the drive wheels by a transmission. The engine has the same configuration as a conventionally known internal combustion engine for a vehicle, and generates mechanical power by burning a mixture of intake air and fuel adjusted by a throttle valve inside the cylinder. It is a heat engine. Therefore, exhaust gas with high pressure is generated by the combustion of the fuel, and the exhaust gas is discharged outside the vehicle through the exhaust pipe.

On the other hand, the transmission described in JP-A-11-2316 has a drive shaft and a driven shaft, and is provided with a drive pulley that rotates integrally with the drive shaft. The drive pulley includes a first movable disk that can move in the axial direction and a first fixed disk that does not move in the axial direction. A first engagement groove is formed between the first movable disk and the first fixed disk. Further, a backup disk is fixed to the drive shaft, and a spherical weight is disposed between the first movable disk and the backup disk. The weight is configured to be movable in the radial direction of the drive shaft, and the weight moves outward in the radial direction by centrifugal force.

Furthermore, a driven pulley that rotates integrally with the driven shaft is provided, and the driven pulley includes a second movable disk that is movable in the axial direction and a second fixed disk that is not movable in the axial direction. Yes. A second engagement groove is formed between the second movable disk and the second fixed disk. In addition, a spring that pushes the second movable disk toward the second fixed disk is provided. Further, a negative pressure introduction chamber is formed in the drive pulley, and the negative pressure introduction chamber is connected downstream of the throttle valve in the intake pipe of the engine, so that the negative pressure in the intake pipe acts on the negative pressure introduction chamber. Is configured to do. A V-belt is wound around the drive pulley and the driven pulley configured as described above.

In the transmission described in Japanese Patent Application Laid-Open No. 11-2316, when the drive shaft rotates at a relatively low speed, the force by which the spring pushes the second movable disk tends to move outward by centrifugal force. The weight is greater than the force pushing the first movable disk. For this reason, the width of the second engagement groove in the driven pulley is reduced, the width of the first engagement groove in the drive pulley is increased, and the transmission gear ratio is relatively increased. On the other hand, when the drive shaft rotates at a relatively high speed, the weight by which the spring tries to move outward by centrifugal force pushes the first movable disk rather than the force by which the spring pushes the second movable disk. Becomes larger. Then, the width of the first engagement groove in the drive pulley is narrowed, and the width of the second engagement groove in the driven pulley is increased. In this way, the gear ratio of the transmission becomes relatively small.

Furthermore, in the vehicle described in Japanese Patent Application Laid-Open No. 11-2316, when the rider tries to decelerate the vehicle while the vehicle is running and the throttle valve of the engine is fully closed, an engine braking force is generated. In parallel with this action, the negative pressure of the intake pipe is introduced into the negative pressure introduction chamber. Then, this negative pressure causes the weight to move inward in the radial direction against the centrifugal force, and the force for pushing the first movable disc of the drive pulley toward the first fixed disc is reduced. The force by which the spring pushes the second movable disk becomes larger than the force by which the weight pushes the first movable disk, the width of the second engagement groove in the driven pulley is narrowed, and the first engagement in the drive pulley is reduced. The width of the groove is enlarged. In this way, the V-belt wrapping radius in the drive pulley is relatively small, and the transmission gear ratio is relatively large. As a result, the engine braking force is increased.

Note that a hydraulic control device for a transmission in a vehicle is described in Japanese Patent Laid-Open No. 61-228149, a control device for a belt-type continuously variable transmission is described in Japanese Patent Laid-Open No. 62-127550, and a hydraulic piston device is described. Japanese Patent Application Laid-Open No. 8-284905 describes a gas energy conversion device that converts the energy of exhaust gas into the energy of another medium. Japanese Patent Application Laid-Open No. 2005-9504 discloses a vending machine that uses exhaust heat. 6-162339.

In the vehicle described in JP-A-11-2316, the gear ratio of the transmission is increased by guiding the intake pipe negative pressure of the internal combustion engine to the negative pressure introduction chamber of the transmission when the vehicle is decelerated. Shifting. That is, the intake pipe negative pressure of the internal combustion engine is used for control for increasing the engine braking force when the vehicle is decelerated. However, in the vehicle described in Japanese Patent Application Laid-Open No. 11-2316, exhaust gas generated during fuel combustion is released into the atmosphere via an exhaust pipe. Conventionally, no consideration has been given to using the energy of the exhaust gas, particularly the pressure of the exhaust gas, and there is still room for improvement in effectively using the energy of the exhaust gas.

The present invention has been made paying attention to the above technical problem, and is a power transmission device capable of improving energy efficiency by effectively using the pressure of exhaust gas generated when fuel is burned in an internal combustion engine. An object of the present invention is to provide a control device.

In order to achieve the above object, the present invention transmits a power to a power transmission device to which power is input, a movable member movably provided to control the power transmission state of the power transmission device, and pressure to be transmitted. An internal combustion engine for converting the thermal energy generated when the fuel is burned into kinetic energy and outputting the kinetic energy, in the control device of the power transmission device including a pressure chamber that generates a force applied to the movable member A pressure transmission mechanism that transmits the pressure of exhaust gas generated when fuel is burned in the engine to the pressure chamber, and the power transmission from the exhaust gas when the pressure of the exhaust gas is transmitted to the pressure chamber by the pressure transmission mechanism. And a heat transfer control mechanism for controlling the amount of heat transferred to the apparatus.

In addition to the above configuration, the present invention is provided with a pressure conversion mechanism that converts the pressure of the exhaust gas transmitted from the pressure transmission mechanism into the pressure of another fluid and transmits the pressure to the pressure chamber. The pressure conversion mechanism is formed in a hollow internal casing, a first fluid chamber formed in the casing, to which the pressure of the exhaust gas is transmitted from the pressure transmission mechanism, and formed in the casing. A second fluid chamber in which another fluid is sealed, and a piston mechanism that is provided in the casing and moves so as to transmit pressure between the first fluid chamber and the second fluid chamber. It is the control apparatus of the power transmission device.

In addition to the above configuration, the present invention further includes a cooling chamber in which the heat transfer control mechanism is provided in the casing and supplied with a refrigerant that exchanges heat with the piston mechanism. And when the heat of the exhaust gas is transmitted from the first fluid chamber to the piston mechanism, the heat of the piston mechanism is transmitted to the refrigerant. It is a control device.

Further, the present invention provides a control device for a power transmission device, wherein, in addition to the above configuration, the piston mechanism is configured to be hollow, and the cooling chamber is provided inside the piston mechanism. is there.

Furthermore, in addition to the above-described configuration, the present invention is provided with a passage for supplying a coolant to the cooling chamber, and the heat transfer control mechanism includes a valve for opening and closing the passage. It is a control apparatus of a power transmission device.

In addition to the above-described configuration, the present invention further includes an oil sump in which oil for lubricating the power transmission device is stored, and the valve includes a temperature of the power transmission device or an oil temperature of the oil sump. The passage is opened when the temperature is equal to or higher than a predetermined temperature, and the passage is closed when the temperature of the power transmission device or the temperature of the oil reservoir is lower than a predetermined temperature. It is the control apparatus of the power transmission device characterized by being comprised.

According to the present invention, the pressure of the exhaust gas generated when the fuel is burned in the internal combustion engine is transmitted to the pressure chamber by the pressure transmission mechanism. By moving the movable member with the pressure in the pressure chamber, the power transmission state of the power transmission device can be controlled. Therefore, the pressure of the exhaust gas discharged from the internal combustion engine can be used effectively. Further, when the pressure of the exhaust gas is transmitted to the pressure chamber by the pressure conversion mechanism, the amount of heat transmitted from the exhaust gas to the power transmission device can be controlled.

According to the present invention, in addition to obtaining the above effect, when the pressure of the exhaust gas transmitted from the pressure transmission mechanism is transmitted to the first fluid chamber, the pressure of the first fluid chamber passes through the piston mechanism. Thus, the pressure is transmitted to the other fluid in the second fluid chamber, and the pressure of the other fluid is transmitted to the pressure chamber.

Furthermore, according to the present invention, in addition to obtaining the above effect, when the heat of the exhaust gas in the first fluid chamber is transmitted to the piston mechanism, heat exchange is performed between the piston mechanism and the refrigerant, The piston mechanism is cooled.

Furthermore, according to the present invention, in addition to obtaining the above effect, the amount of heat transferred from the exhaust gas to the power transmission device can be controlled by opening and closing the passage for supplying the refrigerant to the cooling chamber by the valve.

Further, according to the present invention, in addition to obtaining the above effect, when the temperature of the power transmission device or the oil temperature of the oil sump is equal to or higher than a predetermined temperature, the passage is opened by the valve, The temperature rise of the transmission device can be suppressed. On the other hand, when the temperature of the power transmission device or the oil temperature of the oil reservoir is lower than a predetermined temperature, the passage is closed by a valve, and the heat of the exhaust gas is transmitted to the power transmission device to warm up. .

It is a schematic diagram which shows the 1st specific example which used the control apparatus of the power transmission device in this invention for control of the continuously variable transmission of a vehicle. It is a schematic diagram which shows an example of the pressure transmission mechanism used in the specific example of this invention. It is a schematic diagram which shows the 2nd specific example which used the control apparatus of the power transmission device in this invention for control of the continuously variable transmission of a vehicle. It is a schematic diagram which shows the 3rd example which used the control apparatus of the power transmission device in this invention for control of the continuously variable transmission of a vehicle. It is a schematic diagram which shows the 4th example which used the control apparatus of the power transmission device in this invention for control of the continuously variable transmission of a vehicle. It is a schematic diagram which shows the other example of the pressure transmission mechanism used with the specific example of this invention.

The control device of the power transmission device according to the present invention is a device for controlling the pressure in the pressure chamber, and in particular, the control device capable of controlling the power transmission state by transmitting the pressure of the exhaust gas of the internal combustion engine to the pressure chamber. It is. In the power transmission state of the power transmission device according to the present invention, the gear ratio between the rotating members constituting the power transmission device, the torque capacity between the rotating members constituting the power transmission device, and the one constituting the power transmission device The rotation direction of the other rotation member with respect to the other rotation member is included. Specific examples of the present invention will be described below with reference to the drawings.

(First example)
A first specific example using the present invention as a control device for a continuously variable transmission of a vehicle will be described with reference to FIG. The vehicle 1 shown in FIG. 1 has an engine 2. This engine 2 is configured in the same manner as a conventionally known engine, and is a prime mover that converts thermal energy generated when fuel is burned into kinetic energy and outputs it, and a mixture of fuel and air is a combustion chamber. The exhaust gas that is combusted (not shown) and generated during combustion of the air-fuel mixture is discharged to the exhaust pipe 9 via the exhaust valve. Further, a cooling device for cooling the engine 2 with a refrigerant is provided. The cooling device is a device that cools the engine 2 by discharging the refrigerant from the water pump and supplying the refrigerant to a water jacket and a refrigerant flow passage formed in the engine 2 to remove heat from the refrigerant. Further, the exhaust pipe is connected to the exhaust purification catalyst 11. The exhaust purification catalyst 11 is the same as a conventionally known catalyst, and includes contaminants such as carbon monoxide (CO), hydrocarbons (HC) contained in the exhaust gas discharged from the engine 2 to the exhaust pipe 9. ), Nitrogen oxide (NOx) and the like are reduced to purify the exhaust gas.

On the other hand, the vehicle 1 has driving wheels (not shown), and is configured such that torque is transmitted to the driving wheels to generate driving force. In this specific example, the motive power of the engine 2 is configured to be transmitted to driving wheels, and a continuously variable transmission 12 that forms part of a power transmission path from the engine 2 to the driving wheels is provided. ing. The continuously variable transmission 12 includes a primary pulley (drive pulley) 13 and a secondary pulley (driven pulley) 14, and a belt type continuously variable transmission configured by winding a belt 15 around the primary pulley 13 and the secondary pulley 14. This is a transmission that can change the ratio between the rotation speed of the primary pulley 13 and the rotation speed of the secondary pulley 14, that is, the gear ratio steplessly (continuously).

The primary pulley 13 is provided so as to be rotatable about a rotation center axis, and the primary pulley 13 is provided with a fixed piece 16 that cannot move in a direction along the rotation center axis, and a rotation center axis. A movable piece 17 configured to be movable in the direction is provided, and a belt 15 is wound between the fixed piece 16 and the movable piece 17. In addition, a primary pressure chamber 18 is formed that generates a thrust (pressing force) in a direction in which the movable piece 17 approaches the fixed piece 16 along the rotation center axis. The primary pressure chamber 18 is constituted by a cylindrical cylinder. The pressure in the primary pressure chamber 18 may be directly transmitted to the movable piece 17, or the pressure in the primary pressure chamber 18 is transmitted to the movable piece 17 via a piston (not shown). You may be comprised so that.

On the other hand, the secondary pulley 14 is provided so as to be rotatable about the rotation center axis, and the secondary pulley 14 is arranged along the rotation center axis and a fixed piece 19 that cannot move in the direction along the rotation center axis. The movable piece 20 is configured to be movable in a predetermined direction, and the belt 15 is wound between the fixed piece 19 and the movable piece 20. In addition, a secondary pressure chamber 21 is provided that generates a force that moves the movable piece 20 closer to the fixed piece 19 along the rotation center axis. The secondary pressure chamber 21 is provided with a spring that applies a preload to the movable piece 20. Further, a pressurizing mechanism capable of changing the force applied to the movable piece 20, for example, a torque cam (not shown) is provided. The torque cam is configured so that the torque of the electric motor can be converted into a linear pressing force and applied to the movable piece 20.

In the first specific example, a pressure transmission mechanism for transmitting the pressure of the exhaust gas discharged from the engine 2 to the exhaust pipe 9 to the primary pressure chamber 18 is provided, an example of which is based on FIG. I will explain. The pressure transmission mechanism 22A is provided in an exhaust gas passage route from the exhaust pipe 9 to the exhaust purification catalyst 11. The pressure transmission mechanism 22 </ b> A has a first conduit 24 having one end connected to the exhaust pipe 9 and the other end connected to the inlet side (primary side) of the decompression mechanism 23. The pressure reducing mechanism 23 includes a known pressure reducing valve that makes the pressure on the outlet side lower than the pressure on the inlet side. Further, a second conduit 25 having one end connected to the outlet side (secondary side) of the decompression mechanism 23 and the other end connected to the exhaust purification catalyst 11 is provided. Further, a branch pipe 26 branched from the first pipe 24 is provided.

Further, the branch line 26 is provided with an orifice 27. The orifice 27 is a mechanism for reducing the flow velocity of the exhaust gas flowing from the first pipeline 24 into the branch pipeline 26. The orifice 27 is configured to have a smaller cross-sectional area than other portions in the branch pipeline 26. ing. Further, a bypass pipe 28 is provided for connecting the second pipe 25 with the downstream of the orifice 27 in the branch pipe 26. Here, downstream means downstream in the flow direction of exhaust gas. The bypass pipe 28 constitutes a path for releasing the pressure of the branch pipe 26 to the second pipe 25. Furthermore, a throttle valve 29 is provided in the bypass line 28. The throttle valve 29 is a pressure control valve that controls the pressure of the branch pipe 26 by adjusting the cross-sectional area of the bypass pipe 28, and can be configured by, for example, a butterfly valve. When the opening of the throttle valve 29 is controlled, the pressure in the branch line 26 is released to the second line 25 due to the pressure difference between the pressure in the first line 24 and the second line 25. Since the exhaust gas passes through the first conduit 24, the second conduit 25, the branch conduit 26, and the bypass conduit 28, these conduits are formed using metal tubes having excellent heat resistance and durability. ing.

Further, in the first specific example, a pressure conversion mechanism 37 that converts the pressure of the exhaust gas into the pressure of another pressure medium and transmits it to the primary pressure chamber 18 in the path from the pressure transmission mechanism 22A to the primary pressure chamber 18 is provided. Is provided. The pressure conversion mechanism 37 has

cylindrical cylinders

38 and 39. The

cylinders

38 and 39 are arranged on the same axis, and the cylinder 38 and the Linda 39 are not in contact with each other. A piston 40 is provided in the cylinder 38 so as to be movable in the direction along the axis of the cylinder 38 while being in contact with the inner peripheral surface thereof. The first fluid chamber 42 partitioned by the piston 40 is provided in the cylinder 38. Is formed. The first fluid chamber 42 is connected to the branch pipe 26 of the pressure transmission mechanism 22A. That is, the exhaust gas pressure in the branch pipe 26 is configured to be transmitted to the first fluid chamber 42. Further, since high temperature exhaust gas flows into the first fluid chamber 42, the cylinder 38 is made of a metal material having excellent heat resistance. On the other hand, a piston 41 that is movable in a direction along the axis of the cylinder 39 while being in contact with the inner peripheral surface thereof is provided in the cylinder 39. Further, the piston 40 and the piston 41 are connected by a shaft 44, and the piston 40 and the piston 41 are configured to reciprocate integrally. The piston 40, the piston 44, and the shaft 44 are made of a metal material that conducts heat, for example, iron.

Also, a second fluid chamber 43 partitioned by a piston 41 is formed in the cylinder 39, and this second fluid chamber 43 is connected to the primary pressure chamber 18. A pressure medium is sealed from the second fluid chamber 43 to the entire primary pressure chamber 18. As this pressure medium, oil, air, etc. can be used, for example. In the pressure conversion mechanism 37 configured as described above, the pressure of the exhaust gas in the first fluid chamber 42 is transmitted to the pressure medium in the second fluid chamber 43 via the piston 40 and the piston 41, and the second fluid chamber. 43 pressure is transmitted to the primary pressure chamber 18.

Furthermore, in this specific example, a heat transfer control mechanism for controlling the amount of heat transferred from the exhaust gas in the first fluid chamber 42 to the continuously variable transmission 12 is provided, and the configuration will be described. A cooling chamber A1 is formed between the piston 40 and the piston 41 inside the cylinder 38 and the cylinder 39, and the shaft 44 is disposed in the cooling chamber A1. A passage 52 that connects the cooling chamber A1 and the outside of the

cylinders

38 and 39 is formed between the opening end of the cylinder 38 and the opening end of the cylinder 39. That is, the passage 52 is formed over the entire circumference of the

cylinders

38 and 39. The refrigerant is supplied from the outside of the

cylinders

38 and 39 to the cooling chamber A1 via the passage 52, and is also discharged to the outside of the

cylinders

38 and 39 via the passage 52. . The refrigerant supplied to the cooling chamber A1 includes air, oil, water, and alcohol. For example, the air flow when the vehicle 1 travels can be configured to pass through the cooling chamber A1. Or it can also comprise so that the cooling water which cools the engine 2 may be supplied to cooling chamber A1.

Furthermore, a shutter 45 that opens and closes the passage 52 is provided outside the

cylinders

38 and 39. In this specific example, the shutter 45 is formed in a cylindrical shape, and the shutter 45 is attached to the outer periphery of the

cylinders

38 and 39. The shutter 45 is movable in a direction along the axis of the

cylinders

38 and 39. In addition, an actuator 46 that reciprocates the shutter 45 in the direction along the axis of the

cylinders

38 and 39 and stops the shutter 45 is provided.

As the actuator 46, an actuator configured to convert the torque of the electric motor into a reciprocating motion of the plunger, or an actuator configured to reciprocate the plunger by controlling energization to the electromagnetic solenoid can be used. A shutter 45 is connected to the plungers of these actuators. When the shutter 45 moves to open the passage 52, the cooling chamber A1 communicates with the outside of the

cylinders

38 and 39, and the refrigerant can pass through the cooling chamber A1. On the other hand, when the shutter 45 moves and closes the passage 52, the cooling chamber A1 formed between the cylinder 38 and the cylinder 39 is blocked from the outside of the

cylinders

38 and 39. That is, the shutter 45 and the actuator 46 function as valves that open and close the passage 52. The cooling chamber A1, the shutter 45, and the actuator 46 constitute a heat transfer control mechanism 47.

On the other hand, the continuously variable transmission 12 is provided in a hollow casing (not shown), and an oil reservoir is formed at the bottom of the casing. The casing is provided with a gear that is rotated by the power of the engine 2 being transmitted, and the rotation of the gear causes the oil in the oil reservoir to be scraped up and supplied to the lubricated part. Thus, the lubricated part is lubricated. These parts to be lubricated include bearings for rotatably supporting the primary pulley 13 and the secondary pulley 14, meshing portions of the planetary gear mechanisms constituting the forward / reverse switching device, the belt 15 of the continuously variable transmission 12 and the primary A contact portion with the pulley 13 or the secondary pulley 14 is included.

A control unit (electronic control device) 30 for controlling the engine 2, the continuously variable transmission 12, the pressure transmission mechanism 22A, and the actuator 46 is provided. The control unit 30 includes various information on the vehicle 1 such as accelerator opening, vehicle speed, engine speed, input speed and output speed of the continuously variable transmission 12, pressure in the primary pressure chamber 18, and secondary pressure chamber 21. The sensor and switch signals for detecting the pressure, the temperature of the continuously variable transmission 12, the oil temperature information of the oil reservoir, and the like are input. The control unit 30 outputs a signal for controlling the engine torque and a signal for controlling the gear ratio and torque capacity of the continuously variable transmission 12.

Describing the operation and control of the engine 1, the heat energy when the air-fuel mixture burns in the combustion chamber is converted into kinetic energy, and torque is output from the crankshaft. This engine torque is transmitted to the drive wheels via the continuously variable transmission 12. In the control unit 30, the required driving force of the vehicle 1 is obtained based on the vehicle speed and the accelerator opening, and the target engine output is obtained based on the required driving force. Based on the target engine output, the optimal fuel consumption line used for controlling the actual engine output is stored in the control unit 30 in advance. Then, the target engine speed and the target engine torque are obtained so that the actual engine output is along the optimum fuel consumption line. Then, the gear ratio of the continuously variable transmission 12 is controlled in order to bring the actual engine speed close to the target engine speed. Further, the opening degree of the electronic throttle valve, the fuel injection amount, and the like are controlled in order to bring the actual engine torque close to the target engine torque.

Among the above controls, the control of the gear ratio of the continuously variable transmission 12 will be described more specifically. The exhaust gas generated in the combustion chamber of the engine 2 reaches the first conduit 24 of the pressure transmission mechanism 22A via the exhaust pipe 9. In the process where the exhaust gas reaches the second pipeline 25 from the first pipeline 24 via the pressure reducing mechanism 23, the pressure p2 of the second pipeline 25 becomes lower than the pressure p1 of the first pipeline 24. Then, the exhaust gas flowing into the second pipe 25 is purified by the exhaust purification catalyst 11 and discharged into the atmosphere. Further, due to the pressure difference between the pressure p <b> 1 of the first pipe 24 and the pressure p <b> 2 of the second pipe 25, a part of the exhaust gas passing through the first pipe 24 flows into the branch pipe 26 through the orifice 27. When passing through the orifice 27, the flow rate of the exhaust gas decreases, and the static pressure in the branch pipe 26 is transmitted to the primary pressure chamber 18. Here, by controlling the opening degree of the throttle valve 29, the pressure of the exhaust gas transmitted from the branch pipe 26 to the primary pressure chamber 18 can be controlled.

Specifically, when the opening degree of the throttle valve 29 is relatively narrowed, the pressure in the branch pipe 26 and the pressure in the first fluid chamber 42 increase, and the pressure passes through the piston 40, the shaft 44 and the piston 41. Is transmitted to the second fluid chamber 43. The pressure in the second fluid chamber 43 is transmitted to the primary pressure chamber 18 and the pressure in the primary pressure chamber 18 increases. Then, the groove width in the primary pulley 13 is narrowed, and the winding radius of the belt 15 in the primary pulley 13 is relatively increased. In this way, an upshift occurs in which the gear ratio of the continuously variable transmission 12 becomes relatively small.

On the other hand, when the opening of the throttle valve 29 is relatively wide, the pressure in the branch pipe 26 is reduced. Then, the pressure transmitted to the primary pressure chamber 18 via the piston 40, the shaft 44, and the piston 41 decreases. Therefore, in the secondary pulley 14, the movable piece 20 moves toward the fixed piece 19 by the force of the spring, the winding radius of the belt 15 in the secondary pulley 14 becomes relatively large, and the winding of the belt 15 in the primary pulley 13 is increased. The hanging radius becomes smaller. Further, since the movable piece 17 moves away from the fixed piece 16, the pressure in the primary pressure chamber 18 rises, the pressure is transmitted to the second fluid chamber 43, and the

pistons

40 and 41 face the left side in FIG. Move. In this way, a downshift occurs in which the gear ratio of the continuously variable transmission 12 becomes relatively large. In addition, the opening degree of the throttle valve 29 can be controlled, the pressure of the primary pressure chamber 18 can be maintained constant, and the transmission ratio of the continuously variable transmission 12 can be controlled constant.

Further, control of the torque capacity of the continuously variable transmission 12 will be described. When the force applied to the movable piece 20 from the pressurizing mechanism is increased, the clamping force applied from the secondary pulley 14 to the belt 15 increases, and the torque capacity of the continuously variable transmission 12 increases. On the other hand, when the force applied to the movable piece 20 from the pressurizing mechanism is reduced, the torque capacity of the continuously variable transmission 12 is reduced. The force applied to the movable piece 20 from the pressurizing mechanism can be kept constant, and the torque capacity of the continuously variable transmission 12 can be controlled to be constant.

As described above, in this specific example, the energy of the exhaust gas generated by the combustion of fuel, specifically, the pressure is transmitted to the primary pressure chamber 18, and the pressure of the primary pressure chamber 18 is controlled, The transmission gear ratio of the continuously variable transmission 12 can be controlled. For this reason, in order to generate the pressure transmitted to the primary pressure chamber 18, it is not necessary to provide a hydraulic source such as a hydraulic pump having a large leakage loss. In addition, since the power of the engine 2 can be prevented from being consumed for driving the hydraulic pump, fuel efficiency is improved. Further, since the pressure transmission mechanism 22A is not provided with a bearing that supports a rotating portion like a hydraulic pump, power loss of the engine 2 can be suppressed. Further, as in the case of using a hydraulic pump, it is not necessary to provide a valve body that forms an oil passage leading to the primary pressure chamber 18, and the continuously variable transmission 12 can be downsized.

By the way, since a part of the exhaust gas passing through the exhaust pipe 9 is configured to be supplied to the first fluid chamber 42 via the pressure transmission mechanism 22A, the heat of the exhaust gas is transferred to the piston 40, the shaft 44, There is a possibility of being transmitted to the continuously variable transmission 12 via the piston 41 and the pressure medium. Therefore, in this specific example, the amount of heat transferred from the exhaust gas to the continuously variable transmission 12 can be controlled by controlling the heat transfer control mechanism 47. First, the case where the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is lower than a predetermined temperature will be described. In this case, the viscosity of the oil that lubricated the continuously variable transmission 12 is relatively high, and agitation loss occurs when the gear scoops up the oil in the oil reservoir. Further, when oil in the oil reservoir is supplied to the lubricated portion including the rotating element, there is a possibility that the power loss of the rotating element increases.

For this reason, when the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is lower than a predetermined temperature, the shutter 45 is controlled to be closed. Thus, when the shutter 45 is closed, the cooling chamber A1 is closed, and the temperature of the shaft 44 is less likely to decrease. Then, the heat of the shaft 44 is transmitted to the continuously variable transmission 12 via the piston 41 and the pressure medium, and warming up of the continuously variable transmission 12 is promoted. Thus, when the warming-up of the continuously variable transmission 12 is promoted, the temperature of the oil that has lubricated the continuously variable transmission 12 rises, and the viscosity of the oil relatively increases, and the stirring loss and Power loss can be suppressed.

On the other hand, when the temperature of the continuously variable transmission 12 or the temperature of the oil reservoir is equal to or higher than a predetermined temperature, that is, when the continuously variable transmission 12 is warmed up, the continuously variable transmission is performed. There is no need to warm the machine 12 any further. Therefore, the shutter 45 is opened to allow the refrigerant to pass through the cooling chamber A1. Then, even if the heat of the exhaust gas is transmitted from the piston 40 to the shaft 44 and the temperature of the shaft 44 rises, heat transfer by forced convection occurs between the shaft 44 and the refrigerant, and the temperature of the shaft 44 decreases. The temperature rise of the continuously variable transmission 12 can be suppressed. Thus, in the first specific example, the amount of heat transferred from the exhaust gas to the continuously variable transmission 12 is controlled by opening and closing the shutter 45 based on the temperature of the continuously variable transmission 12 or the oil temperature of the oil reservoir. can do.

(Second specific example)
Next, a second specific example of the control device for the power transmission device of the present invention will be described with reference to FIG. When the second specific example is compared with the first specific example, the configuration of the heat transfer control mechanism is different. The heat transfer control mechanism 48 in the third specific example includes an actuator 49 that controls opening and closing of the shutter 45 in addition to the cooling chamber A1 and the shutter 45. The actuator 49 has a cylindrical cylinder 50 formed continuously with the shutter 45. The cylinder 50 is provided so as to surround the outside of the cylinder 39, and the cylinder 39 and the cylinder 50 are arranged coaxially. The cylinder 50 has an L-shaped cross section in a plane in the direction along the axis. The cylinder 39 also has a portion whose cross-sectional shape in the plane in the direction along the axis is L-shaped, and a gas chamber 51 is formed between the cylinder 39 and the cylinder 50. Further, the cylinder 50 is attached to the cylinder 39 so as to be movable in the direction along the axis, and a stopper (not shown) for restricting the movement range of the cylinder 50 is provided.

Further, a sealing device (not shown) is provided between the cylinder 39 and the cylinder 50, so that the gas chamber 51 is kept airtight. The gas chamber 51 contracts when the temperature of the continuously variable transmission 12 or the oil temperature of the oil reservoir is lower than a predetermined temperature, while the temperature of the continuously variable transmission 12 or the oil temperature of the oil reservoir is reduced. Is filled with an inert gas having a characteristic of expanding. Furthermore, a heat transfer member (not shown) for transmitting the heat of the oil reservoir or the heat of the continuously variable transmission 12 to the gas chamber 51 can be provided. As the heat transfer member, aluminum, an aluminum alloy, or the like can be used. In addition, you may comprise so that the heat | fever of an oil reservoir or the heat | fever of the continuously variable transmission 12 may be transmitted to the gas chamber 51 via air, without providing such a heat transfer member.

In this second specific example, when the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is lower than a predetermined temperature, the inert gas contracts. At this time, the atmospheric pressure is higher than in the gas chamber 51, and the shutter 45 is pushed by the atmospheric pressure to move in the direction along the axis of the cylinder 39, and the passage 52 is closed. Then, the refrigerant is confined in the cooling chamber A1, the temperature of the shaft 44 rises, and the heat of the exhaust gas is transmitted to the continuously variable transmission 12 and warmed up by the same action as in the first specific example. On the other hand, when the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is equal to or higher than a predetermined temperature, the inert gas expands and the pressure in the gas chamber 51 is higher than the atmospheric pressure. become. Then, the shutter 45 is pushed by the pressure of the inert gas, the passage 52 is opened, and the refrigerant enters and exits the cooling chamber A1 through the passage 52. Therefore, as in the first specific example, the heat of the shaft 44 is transmitted to the refrigerant, the shaft 44 is cooled, and the temperature increase of the continuously variable transmission 12 is suppressed. Thus, in the second specific example, the shutter 45 and the actuator 49 function as a valve that opens and closes the passage 52, whereby the amount of heat transmitted from the exhaust gas to the continuously variable transmission 12 can be controlled.

(Third example)
Next, a third specific example of the control device for the power transmission device of the present invention will be described with reference to FIG. The pressure transmission mechanism 22A shown in the third specific example is configured like the pressure transmission mechanism 22A shown in FIG. When the third specific example and the first specific example are compared, the configuration of the heat transfer control mechanism is different. The heat transfer control mechanism 53 in the third specific example includes the shutter 45 described in the first specific example, and a movable piece 54 provided continuously to the shutter 45 and movable in a direction along the axis of the cylinder 39. The movable piece 54 and the cylinder 39 are connected by a shape memory member 55. The shape memory member 55 has a relatively long length in the direction along the axis of the cylinder 39 when the temperature is equal to or higher than a predetermined temperature (transformation temperature), and the axis of the cylinder 39 when the temperature is lower than the predetermined temperature. It has shape memory characteristics such that the length along the direction is relatively short. As the shape memory member 55, for example, a shape memory alloy or a shape memory resin can be used. This shape memory alloy includes a Ni—Ti alloy and a Cu—Zn—Al alloy. Shape memory resins include polyisoprene and styrene / butadiene copolymers. The heat of the oil reservoir or the heat of the continuously variable transmission 12 is transmitted to the shape memory member 55. Note that a bimetal may be used in place of the shape memory member 55. This bimetal is obtained by joining two metal plates having different thermal expansion coefficients.

In the third specific example, the same operational effects as those of the first specific example can be obtained with respect to the same components as the first specific example. In the third specific example, the opening / closing action of the shutter 45 is different from that of the first specific example. In the third specific example, when the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is lower than a predetermined temperature as described above, the length of the shape memory member 55 is relatively long. Since the length is shorter, the passage 52 is closed by the shutter 45. Then, the refrigerant is confined in the cooling chamber A1, the temperature of the shaft 44 rises, and the heat of the exhaust gas is transmitted to the continuously variable transmission 12 and warmed up by the same action as in the first specific example. On the other hand, when the temperature of the continuously variable transmission 12 becomes equal to or higher than a predetermined temperature as described above, the shape memory member 55 expands and the length in the direction along the axis of the cylinder 39 is relatively long. It becomes long. Then, the shutter 45 connected to the shape memory member 55 moves to open the passage 52, and the refrigerant passes through the cooling chamber A1. Therefore, the heat of the shaft 44 is transmitted to the refrigerant as in the first specific example, and the temperature increase of the continuously variable transmission 12 is suppressed. Thus, in the third specific example, the heat transfer control mechanism 53 functions as a valve that opens and closes the passage 52, whereby the amount of heat transferred from the exhaust gas to the continuously variable transmission 12 can be controlled.

(Fourth specific example)
Next, a fourth specific example of the control device for the power transmission device of the present invention will be described with reference to FIG. The pressure transmission mechanism 22A shown in the fourth specific example is configured like the pressure transmission mechanism 22A shown in FIG. The pressure conversion mechanism 37 shown in FIG. 5 is basically configured in the same manner as the first specific example. When the fourth specific example and the first specific example are compared, the configuration of the heat transfer control mechanism is different. The heat transfer control mechanism 56 in the fourth specific example has a cooling chamber 57 formed with the shaft 44 hollow, and an inlet 58 and an outlet 59 formed on the shaft 44 and connected to the cooling chamber 57. is doing. A passage 60 is connected to the inlet 58. The passage 60 is a passage for introducing the refrigerant into the cooling chamber 57, and a valve 61 for opening and closing the passage 60 is provided. The valve 61 is configured to be opened and closed based on the temperature of the continuously variable transmission 12 or the oil temperature of the oil reservoir.

More specifically, when the temperature of the continuously variable transmission 12 or the oil temperature in the oil reservoir is lower than a predetermined temperature, the valve 61 is closed, while the temperature of the second fluid chamber 43 or the oil The valve 61 is configured to be opened when the oil temperature in the pool is equal to or higher than a predetermined temperature. For example, while the shape memory member is connected to the valve body of the valve 61, the heat of the continuously variable transmission 12 or the heat of the oil sump is transmitted to the shape memory member, and the shape of the shape memory member changes, What is necessary is just to comprise so that a valve body may operate | move. Here, as the shape memory member, those mentioned in the third specific example can be used. Alternatively, a solenoid valve is used as the valve 61, and the heat of the continuously variable transmission 12 or the heat of the oil reservoir is detected by a sensor, and the control unit 30 controls the opening / closing of the valve 61 based on the detection result. You can also

On the other hand, a pipe line 62 is connected to the outlet 59 so that the refrigerant in the cooling chamber 57 goes out of the

cylinders

38 and 39 via the pipe line 62. Since the shaft 44 moves in the direction along the axis of the

cylinders

38 and 39 together with the

pistons

40 and 41, the pipes forming the

passages

60 and 62 are constituted by flexible hoses having flexibility. Further, the refrigerant for cooling the engine 2 is configured to be supplied to the passage 60. The shaft 44, the cooling chamber 57, the

passages

60 and 62, and the valve 61 constitute a heat transfer control mechanism 56.

Other components in the fourth specific example are the same as those in the first specific example, and the same operational effects as those in the first specific example can be obtained for the same components in the fourth specific example as in the first specific example. That is, also in the fourth specific example, the exhaust gas generated in the engine 2 passes through the pressure transmission mechanism 22A, and the pressure and the exhaust gas pressure passes through the pressure transmission mechanism 22A by the same operation and control as in the first specific example. It is transmitted to the fluid chamber 42. The pressure in the first fluid chamber 42 is transmitted to the second fluid chamber 43 via the piston 40, the shaft 44, and the piston 41, and the pressure in the second fluid chamber 43 is transmitted to the primary pressure chamber 18. That is, also in the fourth specific example, the speed of the continuously variable transmission 12 can be controlled by converting the pressure of the exhaust gas into the pressure of another fluid.

In the fourth specific example, the amount of heat transferred from the first fluid chamber 42 to the continuously variable transmission 12 can be controlled by controlling the heat transfer control mechanism 56. For example, the valve 61 is closed when the temperature of the second fluid chamber 43 or the oil temperature of the oil reservoir is lower than a predetermined temperature. Then, since the refrigerant is not supplied to the cooling chamber 57, the temperature drop of the shaft 44 is suppressed, and the heat of the shaft 44 is transmitted to the pressure medium in the second fluid chamber 43 via the piston 41. The heat of the pressure medium in the second fluid chamber 43 is transmitted to the continuously variable transmission 12. In this way, warming up of the continuously variable transmission 12 is promoted, it is possible to suppress a decrease in power transmission efficiency of the continuously variable transmission 12, and it is possible to suppress a decrease in fuel consumption of the engine 2.

On the other hand, when the temperature of the second fluid chamber 43 or the oil temperature of the oil reservoir is lower than a predetermined temperature, the valve 61 is opened. Then, the refrigerant is supplied to the cooling chamber 57 via the passage 60 and the inlet 58, and the refrigerant in the cooling chamber 57 is discharged to the pipe line 62 via the outlet 59. For this reason, the heat of the shaft 44 is taken away by the refrigerant, the shaft 44 is cooled, and the temperature rise of the shaft 44 is suppressed. Therefore, the temperature rise of the continuously variable transmission 12 is suppressed.

Next, another example of the pressure transmission mechanism that can be used in each specific example will be described with reference to FIG. The pressure control mechanism 22B shown in FIG. 6 includes a first pipe 63 connected to the exhaust pipe 9, a second pipe 64 connected to the first pipe 63, and the second pipe 64. And a third pipe 65 connected to the exhaust purification catalyst 11. That is, the first pipe 63 is provided at the most upstream in the exhaust gas flow direction, the second pipe 64 is provided at the downstream of the first pipe 63, and the third pipe at the downstream of the second pipe 64. 65 is provided. The first pipe line 63, the second pipe line 64, and the third pipe line 65 have a circular cross section in a plane perpendicular to the flow direction of the exhaust gas. The inner diameter of the first pipe 63 is configured to be constant in the flowing direction of the exhaust gas, and the inner diameter of the third pipe 65 is configured to be constant in the flowing direction of the exhaust gas.

Further, the inner diameter of the first pipeline 63 is configured to be larger than the inner diameter of the third pipeline 65. For this reason, the cross-sectional area A1 of the first pipe line 63 is larger than the cross-sectional area A2 of the third pipe line 65 in a plane perpendicular to the flow direction of the exhaust gas. Further, in the plane cross section along the flow direction of the exhaust gas, the second pipe 64 is tapered such that the inner diameter becomes smaller as the second pipe 64 approaches the third pipe 65 from the first pipe 63. That is, the inner diameter of the second pipe 64 is narrowed along the exhaust gas flow direction. Thus, the cross-sectional area A1 of the first pipe 63 is larger than the cross-sectional area A2 of the third pipe 65.

Furthermore, a branch pipe 66 is provided, one end of which is connected to the first pipe 63 and the other end of which is connected to the primary pressure chamber 18. The branch pipe 66 is a path for supplying the pressure of the exhaust gas discharged from the engine 2 to the primary pressure chamber 18. The branch pipe 66 is provided with an orifice 67. The orifice 67 is a mechanism for reducing the flow rate of the exhaust gas flowing from the first pipe 63 into the branch pipe 66. The orifice 67 is configured to have a smaller cross-sectional area than other portions in the branch pipe 66. ing. Further, a return pipe 68 is provided between the orifice 67 and the primary pressure chamber 18 in the branch pipe 66 and connecting the third pipe 65. The return pipe 68 constitutes a path for returning the exhaust gas flowing into the branch pipe 66 from the first pipe 63 to the third pipe 65.

Furthermore, a throttle valve 69 is provided in the return pipe 68. The throttle valve 69 is a pressure control valve that controls the pressure of the branch pipe 66 by adjusting the cross-sectional area through which exhaust gas flows in the return pipe 68. The throttle valve 69 can be constituted by, for example, a butterfly valve whose opening degree is adjusted by a solenoid. The energizing current value for the solenoid is controlled by the control unit 30. Therefore, when the energization current value for the solenoid is controlled, the opening degree of the throttle valve 69 is controlled. Since the exhaust gas passes through the first pipe 63, the third pipe 65, the branch pipe 66, and the return pipe 68, these pipes are formed using metal pipes having excellent heat resistance and durability. be able to.

Control and operation when the pressure control mechanism 22B shown in FIG. 6 is used will be described. The exhaust gas generated in the combustion chamber of the engine 2 reaches the first pipe 63 of the pressure transmission mechanism 22B via the exhaust pipe 9. When the exhaust gas flows from the first pipe 63 to the third pipe 65 via the second pipe 64, the flow rate of the exhaust gas in the third pipe 65 is higher than the flow speed of the exhaust gas in the first pipe 63. As a result, the pressure in the third pipe 65 becomes lower than the pressure p1 in the first pipe 63. This is clear from Bernoulli's theorem. This Bernoulli's theorem is a law of conservation of energy that holds along the flow of fluid, and the behavior of the fluid can be expressed by the following equation.
(1/2) · ρv ² + ρgz + p = constant In the above equation, v is the flow velocity of the exhaust gas, g is the acceleration of gravity, z is the height, p is the pressure, and ρ is the density of the exhaust gas. The exhaust gas flowing into the third pipe 65 is purified by the exhaust purification catalyst 11 and discharged into the atmosphere.

As described above, when the pressure transmission mechanism 22B shown in FIG. 6 is used, a pressure difference is generated between the first pipeline 63 and the third pipeline 65, and a part of the exhaust gas in the first pipeline 63 is converted into the orifice 67. Flows into the branch line 66. Then, by controlling the opening degree of the throttle valve 69, in the pressure control mechanism 22B as well as the pressure control mechanism 22A shown in FIG. 2, the exhaust gas transmitted from the branch line 66 to the primary pressure chamber 18 is controlled. The pressure can be controlled. That is, when the opening degree of the throttle valve 69 is relatively wide, the pressure transmitted to the primary pressure chamber 18 is reduced, and the gear ratio of the continuously variable transmission 12 is relatively increased. On the other hand, when the opening degree of the throttle valve 69 is relatively narrowed, the pressure transmitted to the primary pressure chamber 18 increases, and the gear ratio of the continuously variable transmission 12 becomes relatively small.

In each specific example, a configuration is described in which a spring that provides preload to the movable piece 20 of the secondary pressure chamber 21 is provided and a pressurizing mechanism that can change the force applied to the movable piece 20 is provided. However, the pressure control mechanism and the heat transfer control mechanism may be used instead of the pressurizing mechanism. In this way, the pressure of the exhaust gas can be controlled by the pressure control mechanism, and the pressure can be transmitted to the secondary pressure chamber 21 via the heat transfer control mechanism. In each specific example, the power of the engine 2 is configured to be transmitted to the continuously variable transmission 12, but the power of any one of an electric motor, a flywheel, or a hydraulic motor is transmitted to the continuously variable transmission. The present invention can also be applied to a vehicle that is configured to be input to. In this case, the engine 2 and the continuously variable transmission are not connected to transmit power.

The pressure transmission mechanism and the heat transmission control mechanism described in the above specific examples are controls that control the gear ratio and torque capacity of a continuously variable transmission other than a belt type continuously variable transmission, for example, a toroidal continuously variable transmission. It can also be used in an apparatus. The toroidal-type continuously variable transmission includes an input disk and an output disk, a power roller interposed between the input disk and the output disk, a trunnion for controlling a gear ratio by controlling a tilt angle of the power roller, an input And a pressurizing device that applies a clamping pressure to the disk and the output disk to control the torque capacity. A pressure chamber that reciprocates the trunnion linearly is provided, and the pressure chamber can be connected to the second fluid chamber of the heat transfer control mechanism. Further, the pressure chamber of the pressurizing device can be connected to the second fluid chamber of the heat transfer control mechanism.

Furthermore, the pressure transmission mechanism and the heat transmission control mechanism described in each specific example can also be used in a power transmission device other than a continuously variable transmission, for example, a control device that controls a forward / reverse switching device. The forward / reverse switching device is used in a vehicle having a continuously variable transmission, and the continuously variable transmission and the forward / reverse switching device are arranged in series on a path from a power source to a drive wheel. The forward / reverse switching device includes, for example, a planetary gear mechanism, a clutch that connects the rotating elements of the planetary gear mechanism, and a brake that controls the fixing or rotation of the rotating element. A switching device can be used. This planetary gear mechanism type forward / reverse switching device includes a clutch pressure chamber that controls engagement and disengagement of a clutch, and a brake pressure chamber that controls engagement and disengagement of a brake. This planetary gear mechanism type forward / reverse switching device is configured to be able to switch the rotation direction of the output member relative to the input member in the forward and reverse directions by controlling the engagement and release of the clutch and brake. The rotation direction of the output member relative to the input member of the forward / reverse switching device corresponds to the power transmission state of the power transmission device of the present invention. The heat transfer mechanism described in each specific example is connected to at least one pressure chamber of the clutch pressure chamber or the brake pressure chamber to control the pressure of the clutch pressure chamber or the brake pressure chamber. can do.

Furthermore, the pressure transmission mechanism and the heat transmission control mechanism described in each specific example can also be used in a power transmission device other than a continuously variable transmission, for example, a control device that controls a stepped transmission. The stepped transmission is provided, for example, on a path from the power source of the vehicle to the drive wheels, and the stepped transmission includes a planetary gear mechanism type stepped transmission. This planetary gear mechanism type stepped transmission has a planetary gear mechanism, a clutch for connecting or releasing the rotating elements of the planetary gear mechanism, and a brake for fixing or releasing the rotating element of the planetary gear mechanism. . The gear ratio of the planetary gear mechanism stepped transmission is changed stepwise (discontinuously) by controlling engagement and release of the clutch and brake. The planetary gear mechanism type stepped transmission includes a clutch pressure chamber that controls engagement and release of the clutch, and a brake pressure chamber that controls engagement and release of the brake. Then, the pressure transmission mechanism and the heat transmission control mechanism described in the specific example are connected to at least one of the pressure chamber for the clutch and the pressure chamber for the brake to control the pressure of the pressure chamber for the clutch or the pressure chamber for the brake Can be configured to. In the above specific example, the present invention is applied to a vehicle. However, the present invention can also be used for a machine tool, a construction machine, or the like.

Claims

A power transmission device to which power is input; a movable member movably provided to control a power transmission state of the power transmission device; and a pressure chamber for generating a force to which the pressure is transmitted to the movable member In the control device of the power transmission device comprising:
An internal combustion engine that converts the thermal energy generated when the fuel is burned into kinetic energy and outputs it,
A pressure transmission mechanism for transmitting the pressure of exhaust gas generated when fuel is burned in the internal combustion engine to the pressure chamber;
A power transmission device comprising: a heat transmission control mechanism for controlling an amount of heat transmitted from the exhaust gas to the power transmission device when the pressure of the exhaust gas is transmitted to the pressure chamber by the pressure transmission mechanism. Control device.
A pressure conversion mechanism is provided for converting the pressure of the exhaust gas transmitted from the pressure transmission mechanism into the pressure of another fluid and transmitting the pressure to the pressure chamber;
The pressure conversion mechanism is formed in the casing having a hollow interior, a first fluid chamber formed in the casing, to which the pressure of the exhaust gas is transmitted from the pressure transmission mechanism, and formed in the casing. A second fluid chamber in which other fluid is sealed, and a piston mechanism that is provided in the casing and moves so as to transmit pressure between the first fluid chamber and the second fluid chamber. The control device for a power transmission device according to claim 1, wherein the control device is a power transmission device.
The heat transfer control mechanism has a cooling chamber that is provided in the casing and is supplied with a refrigerant that exchanges heat with the piston mechanism.
3. The structure according to claim 2, wherein when the heat of the exhaust gas is transmitted from the first fluid chamber to the piston mechanism, the heat of the piston mechanism is transmitted to the refrigerant. Control device for power transmission device.
4. The control device for a power transmission device according to claim 3, wherein the piston mechanism is hollow, and the cooling chamber is provided in the piston mechanism.
A passage for supplying a coolant to the cooling chamber is provided;
The power transmission device control device according to claim 3 or 4, wherein the heat transfer control mechanism includes a valve for opening and closing the passage.
An oil sump in which oil for lubricating the power transmission device is stored;
The valve opens the passage when the temperature of the power transmission device or the oil temperature of the oil sump is equal to or higher than a predetermined temperature, while the temperature of the power transmission device or the oil temperature of the oil sump. 6. The control device for a power transmission device according to claim 5, wherein the passage is closed when the temperature is lower than a predetermined temperature.