JP5315768B2 - Belt type continuously variable transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress a risk in which a trouble occurs when a vehicle is traveling. <P>SOLUTION: A belt-type continuously variable transmission comprises a shaft rotating around a rotary shaft input by the rotation extracted from a power generating means, a stationary sieve connected to the shaft, rotating around the rotary shaft, a movable sieve installed in the shaft opposite to the stationary sieve, moving on the shaft in direction of the rotation axis, a pulley hydraulic chamber installed in the shaft, applying axial force of the rotation axis against the movable sieve by the pressure of the working fluid, and a working fluid confining means. In the working fluid confining means, when the vehicle equipped with the pulley hydraulic chamber is being suddenly braked, or when a trouble occurs in the vehicle, the working fluid is permitted to discharge from the pulley hydraulic chamber. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

The present invention relates to a belt type continuously variable transmission, and more particularly, relates to a belt type continuously variable transmission gear ratio is adjusted by the pressure of hydraulic oil in the hydraulic chamber.

  2. Description of the Related Art Conventionally, there is a belt type continuously variable transmission in which hydraulic oil is supplied to a hydraulic chamber and a gear ratio is adjusted by the pressure of the hydraulic oil. For example, Patent Document 1 discloses that a supply-side valve that permits the supply of hydraulic oil from the outside of the hydraulic chamber to the hydraulic chamber, and the movable sheave from the hydraulic chamber to the outside when the position in the axial direction with respect to the fixed sheave is constant. Discloses a belt-type continuously variable transmission including a discharge-side control valve that prohibits the discharge of hydraulic oil.

JP 2006-300270 A, paragraph number 0008

  Patent Document 1 discloses and suggests a specific case of switching between prohibiting and permitting the discharge of hydraulic oil from the hydraulic chamber, in addition to the case where the axial position of the movable sheave with respect to the fixed sheave is constant. Absent. However, in some cases, if the discharge of the hydraulic oil from the hydraulic chamber is prohibited, a problem may occur in the running of the vehicle.

  The present invention has been made in view of the above, and it is an object of the present invention to suppress the possibility of problems occurring in traveling of a vehicle.

In order to solve the above-described problems and achieve the object, a belt-type continuously variable transmission according to the present invention includes a shaft that receives rotation input from a power generation unit and rotates about a rotation shaft, and the shaft A fixed sheave connected to the shaft and rotating about the rotating shaft, a movable sheave provided on the shaft so as to face the fixed sheave and moving on the shaft in the direction of the rotating shaft, and provided on the shaft A pulley hydraulic chamber that applies a force in the direction of the rotation axis to the movable sheave by the pressure of hydraulic oil, and a vehicle on which the power generation means is mounted are being braked suddenly, or a vehicle malfunction has occurred in the vehicle. Hydraulic oil confining means for permitting discharge of the hydraulic oil from the pulley hydraulic chamber when it occurs, the hydraulic oil confining means is configured to remove the hydraulic oil from the pulley hydraulic chamber. A valve body that switches between permitting and prohibiting oil discharge, and when the vehicle is suddenly braking, from the state in which discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited, from the pulley hydraulic chamber the number of times the force for switching to a state in which the discharge of hydraulic oil is permitted is applied to the valve body, until the number of Jo Tokoro discharge of the working oil from the pulley hydraulic chamber ban The valve body is provided with a force for switching from a state where the hydraulic oil is discharged from the pulley hydraulic chamber to a state where discharge of the hydraulic oil is permitted.

  With the above configuration, the belt-type continuously variable transmission according to the present invention changes the gear ratio to the maximum value side when the vehicle suddenly brakes, for example, because the discharge of hydraulic oil from the pulley hydraulic chamber is prohibited. It is possible to suppress the possibility that the vehicle stops without being performed. As a result, the belt type continuously variable transmission according to the present invention can suppress the occurrence of problems of vehicle travel, particularly vehicle start.

  Further, in the belt type continuously variable transmission according to the present invention, it is assumed that the vehicle stops due to the malfunction when the malfunction occurs in the vehicle. In such a case, the belt-type continuously variable transmission according to the present invention is permitted to discharge hydraulic oil from the pulley hydraulic chamber when it is determined that a malfunction has occurred. Therefore, the belt-type continuously variable transmission according to the present invention can suppress the possibility that the vehicle stops without changing the gear ratio to the maximum value side because the discharge of hydraulic oil from the pulley hydraulic chamber is prohibited. As a result, the belt type continuously variable transmission according to the present invention can suppress the occurrence of problems of vehicle travel, particularly vehicle start.

  As a preferred aspect of the present invention, the hydraulic oil confining means includes a valve body that switches between permitting and prohibiting the discharge of the hydraulic oil from the pulley hydraulic chamber, and when the vehicle is suddenly braking, Switching from the state where the largest force is applied to the valve body and the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited to the state where the discharge of the hydraulic oil from the pulley hydraulic chamber is permitted It is desirable.

  As a preferred aspect of the present invention, the hydraulic oil confining means includes a valve body that switches between permitting and prohibiting the discharge of the hydraulic oil from the pulley hydraulic chamber, and when the vehicle is suddenly braking, From the state in which the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited until the vehicle speed of the vehicle becomes zero after the sudden braking of the vehicle is started, the hydraulic oil from the pulley hydraulic chamber is It is desirable that a force for switching to a state where discharge is permitted is applied to the valve body.

  As a preferred aspect of the present invention, the pulley hydraulic chamber is provided with storage means for storing information relating to an opening / closing failure of the hydraulic oil confining means, and the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited. It is desirable to store information on the opening / closing failure of the hydraulic oil confining means in the storage means when it is not possible to switch to the state where the discharge of the hydraulic oil from the hydraulic oil is permitted.

  As a preferred aspect of the present invention, the pulley hydraulic chamber is provided with a display means for displaying information relating to an opening / closing failure of the hydraulic oil confining means, and the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited. It is desirable to display information on the opening / closing failure of the hydraulic oil confining means on the display means when the operation oil cannot be switched to the state where the hydraulic oil is allowed to be discharged.

  As a preferred aspect of the present invention, when the vehicle malfunction occurs, the hydraulic oil confining means is provided between the occurrence of the vehicle malfunction and the elimination of the vehicle malfunction occurring in the vehicle. It is desirable to prohibit switching from a state in which the discharge of the hydraulic oil from the hydraulic pressure chamber is permitted to a state in which the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited.

  As a preferred aspect of the present invention, it is desirable that a storage unit that stores information related to the vehicle malfunction is provided, and that information related to the vehicle malfunction is stored in the storage unit when the vehicle malfunction occurs.

  As a preferred aspect of the present invention, it is preferable that display means for displaying information related to the vehicle malfunction is provided, and when the vehicle malfunction occurs, information related to the vehicle malfunction is displayed on the display means.

Belt type continuously variable transmission according to the present invention can suppress the possibility that problems will be caused to travel of the vehicle.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the best mode for carrying out the invention (hereinafter referred to as an embodiment). In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  FIG. 1 is a conceptual diagram showing an overall configuration of a power transmission portion of a vehicle provided with a belt type continuously variable transmission according to the present embodiment. As shown in FIG. 1, the power transmission mechanism of the vehicle 100 includes a belt type continuously variable transmission 110, an internal combustion engine 120 as power generation means, a torque converter 130, a forward / reverse switching mechanism 140, a reduction gear 150, And a differential device 160.

  The internal combustion engine 120 outputs rotation from a crankshaft 121 that reciprocates in the central axis direction of a cylinder formed in a cylindrical shape and converts the reciprocating motion of the piston into rotational motion.

  The internal combustion engine 120 is not limited to a so-called reciprocating internal combustion engine including a piston and a cylinder. The internal combustion engine 120 only needs to output a rotational force. For example, the internal combustion engine 120 may be a rotary internal combustion engine or a motor.

  The torque converter 130 is a kind of fluid clutch, and transmits the rotation extracted from the internal combustion engine 120 to the forward / reverse switching mechanism 140 via hydraulic oil. The torque converter 130 amplifies the torque extracted from the internal combustion engine 120.

  The forward / reverse switching mechanism 140 switches the rotation direction of the rotation from the torque converter 130 and transmits the rotation to the belt type continuously variable transmission 110.

  The belt type continuously variable transmission 110 changes the rotational speed of the rotation input from the forward / reverse switching mechanism 140 to a desired rotational speed and outputs it. A detailed description of the belt type continuously variable transmission 110 will be described later.

  The reduction gear 150 reduces the rotation speed of the rotation from the belt type continuously variable transmission 110 and transmits the rotation to the differential device 160.

  The differential device 160 absorbs the difference in rotational speed between the center wheel of the turn, that is, the inner wheel 180 and the outer wheel 180 that occurs when the vehicle 100 turns.

  The power transmission mechanism of the vehicle 100 is formed by the above components. The rotation extracted from the internal combustion engine 120 is transmitted to the torque converter 130 via the crankshaft 121. The rotation whose torque is amplified by the torque converter 130 is transmitted to the forward / reverse switching mechanism 140 via an input shaft 131 as an input shaft of the belt type continuously variable transmission 110.

  The rotation whose rotation direction is switched by the forward / reverse switching mechanism 140 is transmitted to the belt-type continuously variable transmission 110 via the primary shaft 51 as the input shaft. The rotation whose rotation speed is changed by the belt-type continuously variable transmission 110 is transmitted to the speed reduction device 150.

  The rotation decelerated by the reduction gear 150 is transmitted to the differential gear 160 via the final drive pinion 151 of the reduction gear 150 and the ring gear 161 of the differential gear 160 meshing with the final drive pinion 151.

  The rotation transmitted to the differential device 160 is transmitted to the drive shaft 170. A wheel 180 is attached to the drive shaft 170 opposite to the differential device 160 side. The rotation transmitted to the drive shaft 170 is transmitted to the wheel 180. Thereby, the wheel 180 rotates, and the vehicle 100 travels when the wheel 180 transmits the rotation to the road surface.

  The belt type continuously variable transmission 110 includes a primary pulley 50, a secondary pulley 60, and a belt 80. Belt type continuously variable transmission 110 receives rotation input to primary pulley 50. The rotation input to the primary pulley 50 is transmitted to the secondary pulley 60. At this time, the rotation speed is adjusted.

  The rotation transmitted to the secondary pulley 60 is transmitted to the speed reducer 150. A value obtained by dividing the rotational speed of the primary shaft 51 as the input shaft by the rotational speed of the secondary shaft 61 as the output shaft is referred to as a gear ratio. Also, changing the gear ratio is hereinafter referred to as a gear change.

  FIG. 2 is a cross-sectional view showing the primary pulley according to the present embodiment. In the belt type continuously variable transmission 110, the primary pulley 50 and the secondary pulley 60 are configured in substantially the same manner. Therefore, in this embodiment, the primary pulley 50 will be mainly described.

  The primary pulley 50 includes a primary shaft 51, a primary fixed sheave 52, a primary movable sheave 53, a primary pulley hydraulic chamber 54, a spline 55, and a primary partition wall 56. As shown in FIGS. 1 and 2, the primary shaft 51 is supported by a bearing 81 and a bearing 82 so as to be rotatable coaxially with the rotation shaft of the input shaft 131. Here, as shown in FIG. 1, the secondary shaft 61 is supported by a bearing 83 and a bearing 84 so as to be rotatable in parallel with the primary shaft 51.

  The primary shaft 51 is formed in a cylindrical shape. As shown in FIG. 2, the primary shaft 51 rotates about the rotation axis RL. The primary fixed sheave 52 is usually formed integrally with the primary shaft 51. The primary fixed sheave 52 may be formed separately from the primary shaft 51 and fixed to the primary shaft 51. Thus configured, the primary fixed sheave 52 rotates integrally with the primary shaft 51 around the rotation axis RL. Here, a direction orthogonal to the rotation axis RL is referred to as a radial direction. The primary fixed sheave 52 is formed to protrude in the radial direction from the outer periphery of the primary shaft 51.

  Primary movable sheave 53 is formed separately from primary shaft 51. The primary movable sheave 53 has a through hole into which the primary shaft 51 is fitted. A spline 55 is formed on the inner peripheral surface of the through hole. Primary movable sheave 53 is fitted and attached to primary shaft 51 via spline 55. The primary movable sheave 53 is fitted into the primary shaft 51 so as to face the primary fixed sheave 52.

  The spline 55 supports the primary movable sheave 53 so that the primary movable sheave 53 can slide on the primary shaft 51 along the rotation axis RL of the primary shaft 51. In addition, the spline 55 transmits rotation about the rotation axis RL from the primary shaft 51 to the primary movable sheave 53. Therefore, the primary movable sheave 53 slides and moves on the primary shaft 51 by the spline 55 and rotates integrally with the primary shaft 51.

  A substantially V-shaped primary groove 80 a is formed between the primary fixed sheave 52 and the primary movable sheave 53. Further, as the primary movable sheave 53 slides on the primary shaft 51, the distance between the primary fixed sheave 52 and the primary movable sheave 53 changes. Here, as shown in FIG. 1, the secondary pulley 60 is also formed with a secondary groove 80b similar to the primary groove 80a.

  A belt 80, which is a metal endless belt, is wound between the primary groove 80a and the secondary groove 80b. The belt 80 transmits the rotation of the primary pulley 50 to the secondary pulley 60.

  As shown in FIG. 2, the primary pulley hydraulic chamber 54 is a space formed by being surrounded by a primary shaft 51, a primary movable sheave 53, and a primary partition wall 56. The primary partition 56 is formed having a through hole. The primary partition wall 56 is provided on the primary shaft 51 by fitting the primary shaft 51 into the through hole. The primary partition wall 56 is provided on the side opposite to the primary fixed sheave 52 side with the primary movable sheave 53 as a boundary.

  The primary pulley hydraulic chamber 54 pushes the primary movable sheave 53 toward the primary fixed sheave 52 side with hydraulic oil supplied to the primary pulley hydraulic chamber 54. Accordingly, the primary movable sheave 53 is pushed toward the primary fixed sheave 52 side along the primary shaft 51. As a result, the primary pulley hydraulic chamber 54 generates a clamping pressure with respect to the belt 80 wound around the primary groove 80a.

  When the distance between the primary movable sheave 53 and the primary fixed sheave 52 changes due to the clamping pressure, the distance between the secondary fixed sheave 62 and the secondary movable sheave 63 included in the secondary pulley 60 also changes so as to keep the tension of the belt 80 constant. To do. Thereby, the contact radius of the belt 80 with respect to the primary pulley 50 and the contact radius of the belt 80 with respect to the secondary pulley 60 change. Thus, belt type continuously variable transmission 110 shifts the rotation extracted from internal combustion engine 120.

  The primary shaft 51 has a first oil passage OL01. The first oil passage OL01 has one end connected to an oil tank OT that is a supply source of hydraulic oil, and the other end opened to the primary pulley hydraulic chamber 54. As a result, the first oil passage OL01 allows hydraulic oil to flow between the oil tank OT and the primary pulley hydraulic chamber 54. The first oil passage OL01 includes a plurality of axial oil passages OL01a formed in a direction along the rotation axis RL of the primary shaft 51, and a plurality of radial oil passages OL01b formed in a direction orthogonal to the rotation shaft RL. Formed.

  On the path of the first oil path OL01, in order from the oil tank OT to the primary pulley hydraulic chamber 54, an oil pump OP, a gear ratio control side regulator ORa, and a hydraulic oil confinement device as hydraulic oil confinement means. 10 are provided. The oil pump OP sends hydraulic oil from the oil tank OT toward the primary pulley hydraulic chamber 54.

  Here, the oil pump OP obtains power for operating from the crankshaft 121. Therefore, when the power consumed by the oil pump OP increases, the energy that the crankshaft 121 has is consumed. In order to compensate for this energy consumption, the internal combustion engine 120 increases the fuel injection amount. Thus, when the power consumed by the oil pump OP increases, the amount of fuel consumed by the internal combustion engine 120 increases.

  An object of the present embodiment is to suppress an increase in power consumed by the oil pump OP and suppress an increase in fuel consumption of the internal combustion engine 120. The increase in the amount of fuel consumed by the internal combustion engine 120 is equivalent to the deterioration of fuel consumption. That is, the belt type continuously variable transmission 110 suppresses deterioration of fuel consumption by suppressing an increase in power consumed by the oil pump OP.

  The gear ratio control side regulator ORa adjusts the pressure of the hydraulic oil supplied to the primary pulley hydraulic chamber 54. Further, the gear ratio control side regulator ORa is electrically connected to the ECU 40. The gear ratio control side regulator ORa returns the hydraulic oil to the oil tank OT when the hydraulic oil is discharged from the primary pulley hydraulic chamber 54.

  The hydraulic oil confinement device 10 is a device that controls the discharge of hydraulic oil from the primary pulley hydraulic chamber 54. The hydraulic oil confinement device 10 prohibits the discharge of hydraulic oil from the primary pulley hydraulic chamber 54 for a predetermined period. A state in which the discharge of hydraulic oil from the primary pulley hydraulic chamber 54 is prohibited is referred to as a closed state. In addition, a state in which the discharge of hydraulic oil from the primary pulley hydraulic chamber 54 is permitted is referred to as an open state.

  FIG. 3 is an enlarged cross-sectional view of the hydraulic oil confining device when the primary pulley hydraulic chamber is confined. FIG. 4 is an enlarged cross-sectional view of the hydraulic oil confining device with the primary pulley hydraulic chamber open. Hereinafter, an example of the hydraulic oil confining device 10 will be described.

  The hydraulic oil confinement device 10 includes a piston operation hydraulic chamber 11, a seal portion 12, a valve body 13, a piston 14, and a spring 15. The piston operating hydraulic chamber 11 applies a pressing force to the piston 14 by the pressure of the hydraulic oil in the piston operating hydraulic chamber 11. The seal portion 12 is formed having a tapered surface 12a in the first oil passage OL01. As the taper surface 12a approaches the primary pulley hydraulic chamber 54, the distance between the taper surfaces facing each other increases.

  The seal part 12 has an opening 12b. The hydraulic oil moves back and forth through the seal 12 through the opening 12b. The valve body 13 is formed in a spherical shape. The diameter of the valve body 13 is larger than the diameter of the opening 12b. The valve body 13 contacts the tapered surface 12a of the seal portion 12 from the primary pulley hydraulic chamber 54 side. Thereby, the valve body 13 closes the opening 12b from the primary pulley hydraulic chamber 54 side.

  The piston 14 includes a pressure receiving surface 14a and a rod-like portion 14b. The pressure receiving surface 14 a is disposed in the piston operating hydraulic chamber 11. The rod-like portion 14b is disposed in the first oil passage OL01. One end of the rod-like portion 14b is connected to the pressure receiving surface 14a. Further, the other end of the rod-like portion 14b passes through the opening 12b and comes into contact with or connected to the valve body 13. Accordingly, when the piston 14 moves in a direction approaching the valve body 13 due to the pressure of the hydraulic oil in the piston operating hydraulic chamber 11, the piston 14 pushes the valve body 13 in a direction away from the seal portion 12.

  The spring 15 applies a force in a direction away from the valve body 13 to the piston 14. The force is the minimum force necessary for returning the piston 14 to the previous state after moving in the direction approaching the valve body 13, that is, the closed state shown in FIG.

  Hydraulic oil is supplied to the piston operating hydraulic chamber 11. The hydraulic oil supply path will be described below. As shown in FIG. 2, the primary shaft 51 is formed with a first oil passage OL01 and another second oil passage OL02. One end of the second oil passage OL02 is connected to an oil tank OT that is a supply source of hydraulic oil, and the other end opens to the piston operating hydraulic chamber 11. As a result, the second oil passage OL02 allows hydraulic oil to flow between the oil tank OT and the piston operating hydraulic chamber 11. The second oil passage OL02 includes a plurality of axial oil passages OL02a formed in a direction along the rotation axis RL of the primary shaft 51, and a plurality of radial oil passages OL02b formed in a direction orthogonal to the rotation shaft RL. Formed.

  On the path of the first oil passage OL01, an oil pump OP, a closing control side regulator ORb, and a hydraulic oil closing device 10 are provided in order from the oil tank OT toward the primary pulley hydraulic chamber 54. The oil pump OP sends hydraulic oil from the oil tank OT toward the piston operating hydraulic chamber 11.

  The closing control side regulator ORb adjusts the pressure of the hydraulic oil supplied to the piston operation hydraulic chamber 11. Further, the closing control side regulator ORb is electrically connected to an ECU 40 described later. The closing control side regulator ORb returns the hydraulic oil to the oil tank OT when the hydraulic oil is discharged from the piston operation hydraulic chamber 11.

  Here, as shown in FIG. 3, the area of the pressure receiving surface 14 a that receives the pressure of the hydraulic oil is defined as a pressure receiving area Ap. Moreover, the part which contacts the valve body 13 of the seal | sticker part 12 is circular, and let the said circular area be seal part area Acv. Further, the pressure of the hydraulic oil in the piston operation hydraulic chamber 11 is set as a hydraulic pressure Pcv, and the pressure of the hydraulic oil in the primary pulley hydraulic chamber 54 is set as a hydraulic pressure Ps. The force generated by the spring 15 is defined as a spring force Fsp. The relationship between the hydraulic pressures in the hydraulic chambers when the primary pulley hydraulic chamber 54 is closed and the relationship between the hydraulic pressures in the hydraulic chambers when the primary pulley hydraulic chamber 54 is open will be described below.

  In the closed state, the valve body 13 contacts the seal portion 12 as shown in FIG. As a result, the hydraulic oil discharge from the primary pulley hydraulic chamber 54 is prohibited by the hydraulic oil confining device 10 regardless of the magnitude of the hydraulic pressure Ps.

  When the primary pulley hydraulic chamber 54 is opened, the closing control is performed so that the product of the hydraulic pressure Pcv and the pressure receiving area Ap is greater than the product of the hydraulic pressure Ps and the seal area Acv plus the spring force Fsp. The hydraulic pressure Pcv is adjusted by the side regulator ORb. Thereby, the valve body 13 moves in the direction away from the seal part 12 by the piston 14, as shown in FIG. When the valve body 13 is separated from the seal portion 12, the hydraulic oil in the primary pulley hydraulic chamber 54 is discharged from the primary pulley hydraulic chamber 54 through the opening 12b.

  When the primary pulley hydraulic chamber 54 is open, the hydraulic oil flows through the gap between the valve body 13 and the tapered surface 12 a of the seal portion 12 toward the primary pulley hydraulic chamber 54. If the valve body 13 is separated from the seal portion 12 due to the flow of the hydraulic oil, the open state of the primary pulley hydraulic chamber 54 is maintained even if the piston 14 is separated from the valve body 13. That is, the belt type continuously variable transmission 110 does not require the hydraulic pressure Pcv to keep the primary pulley hydraulic chamber 54 open.

  In the belt type continuously variable transmission 110, when the primary pulley hydraulic chamber 54 is closed, the product of the hydraulic pressure Pcv and the pressure receiving area Ap is equal to the product of the hydraulic pressure Ps and the seal portion area Acv. The oil pressure Ps is adjusted by the closing control side regulator ORb so as to be equal to or less than the added value.

  Here, the valve body 13 is fitted in the opening 12 b of the seal portion 12. Therefore, the belt type continuously variable transmission 110 does not require the hydraulic pressure Pcv to keep the primary pulley hydraulic chamber 54 open. That is, the belt-type continuously variable transmission 110 requires hydraulic pressure when the primary pulley hydraulic chamber 54 is switched from the closed state to the open state, and when the primary pulley hydraulic chamber 54 is switched from the open state to the closed state.

  The hydraulic oil confinement device 10 is not limited to the above-described configuration. The hydraulic oil confining device 10 may be configured to prohibit the discharge of hydraulic oil from the primary pulley hydraulic chamber 54 for a predetermined period. For example, although the hydraulic oil confinement device 10 shown in FIG. 2 is provided in the primary partition wall 56, the installation location is not limited as long as it is on the first oil passage OL01. The hydraulic oil confinement device 10 may be provided on the primary shaft 51, for example.

  Here, in the case of the belt type continuously variable transmission 110 that does not include the hydraulic oil confining device 10, the pressure of the hydraulic oil in the primary pulley hydraulic chamber 54 is maintained when the transmission ratio of the belt type continuously variable transmission 110 is kept constant. The oil pump OP is operated to keep the pressure constant. However, in the present embodiment, when the primary pulley hydraulic chamber 54 is in the closed state, the pressure in the primary pulley hydraulic chamber 54 is kept constant without operating the oil pump OP. That is, the gear ratio of the belt type continuously variable transmission 110 is kept constant without operating the oil pump OP.

  Thereby, during the closed state, the belt type continuously variable transmission 110 reduces the power consumed by the oil pump OP. As a result, in the belt-type continuously variable transmission 110, an increase in fuel consumption of the internal combustion engine 120 is suppressed.

  Here, the belt-type continuously variable transmission 110 shifts as the primary movable sheave 53 and the secondary movable sheave 63 move while the primary shaft 51 and the secondary shaft 61 rotate. Therefore, the belt-type continuously variable transmission 110 cannot change gears unless the primary shaft 51 and the secondary shaft 61 are rotating due to its structure. Therefore, when the wheel 180 is not rotating, the belt type continuously variable transmission 110 cannot shift.

  For this reason, for example, the belt-type continuously variable transmission 110 has the minimum gear ratio when the vehicle 100 starts to run next time when the vehicle 100 stops when the gear ratio is the minimum value. It becomes difficult to start. Further, when vehicle 100 travels and wheels 180 do not rotate, belt type continuously variable transmission 110 cannot change the gear ratio to the maximum value side. As described above, in the belt-type continuously variable transmission 110, when the vehicle 100 stops in a state where the gear ratio is at the minimum value, the gear ratio of the belt-type continuously variable transmission 110 is set to the minimum value. There is a risk of problems with driving.

  Therefore, when the vehicle 100 stops, the belt-type continuously variable transmission 110 normally needs to set the gear ratio to the maximum value side before the vehicle 100 stops. However, unlike normal, when the vehicle 100 is decelerated in a relatively short time, at the time of so-called sudden braking, the time from the start of braking to the stop of the vehicle 100 is shorter than normal.

  As described above, when the vehicle 100 is suddenly braked, the belt-type continuously variable transmission 110 has a relatively short time allowed to set the gear ratio from the minimum value to the maximum value side. Therefore, belt-type continuously variable transmission 110 may be difficult to set the gear ratio to the maximum value side before vehicle 100 stops, particularly when vehicle 100 is suddenly braked. As a result, the belt type continuously variable transmission 110 may cause a problem in traveling of the vehicle 100, particularly when the vehicle 100 starts to travel next, particularly during the sudden braking of the vehicle 100.

  Therefore, the belt-type continuously variable transmission 110 according to the present embodiment includes the following configuration and control procedure, thereby suppressing a possibility that a failure occurs in the travel of the vehicle 100 when the vehicle 100 starts to travel next time. . The belt type continuously variable transmission 110 includes a vehicle speed sensor D01, an acceleration sensor D02, a transmission ratio sensor D03, a hydraulic fluid flow sensor D04 shown in FIG. And a control device 20.

  The vehicle speed sensor D01 is provided on the drive shaft 170, for example. The vehicle speed sensor D01 detects the vehicle speed of the vehicle 100. The vehicle speed sensor D01 is electrically connected to the ECU 40. Thereby, ECU40 acquires the speed of the vehicle 100 from the vehicle speed sensor D01.

  The acceleration sensor D02 detects the acceleration of the vehicle 100. The installation location of the acceleration sensor D02 may be a portion that moves together with the vehicle 100 in the traveling direction of the vehicle 100. The acceleration sensor D02 is electrically connected to the ECU 40. Thereby, ECU40 acquires the acceleration of the vehicle 100 from the acceleration sensor D02.

  The speed ratio sensor D03 includes an input side rotational speed sensor D03a and an output side rotational speed sensor D03b. The input side rotational speed sensor D03a is provided on the primary shaft 51 and detects the rotational speed of the primary shaft 51. The output side rotational speed sensor D03b is provided on the secondary shaft 61 and detects the rotational speed of the secondary shaft 61. The input side rotational speed sensor D03a and the output side rotational speed sensor D03b are electrically connected to the ECU 40. Thereby, ECU40 acquires the present gear ratio of belt type continuously variable transmission 110 from gear ratio sensor D03.

  The hydraulic fluid flow sensor D04 shown in FIG. 2 is provided in the first oil passage OL01 between the gear ratio control side regulator ORa and the primary pulley hydraulic chamber 54. The hydraulic fluid flow sensor D04 detects the flow rate of the hydraulic fluid guided to the primary pulley hydraulic chamber 54. The hydraulic oil flow sensor D04 is electrically connected to the ECU 40. As a result, the ECU 40 acquires the flow rate of the hydraulic fluid guided from the hydraulic fluid flow sensor D04 to the primary pulley hydraulic chamber 54.

  FIG. 5 is a conceptual diagram showing the configuration of the transmission control apparatus according to the present embodiment. The ECU 40 is electrically connected to the internal combustion engine 120 shown in FIG. 1, the speed ratio control side regulator ORa, the close control side regulator ORb, etc. shown in FIG. 2, and the internal combustion engine 120, the speed ratio control side regulator ORa, Controls the operation of the control target such as the control side regulator ORb.

  The ECU 40 is also electrically connected to, for example, an injector of the internal combustion engine 120, a spark plug, an actuator for adjusting the opening of the electronic throttle valve, and the like. Thereby, the ECU 40 controls the fuel injection amount and fuel injection timing of the injector, the ignition timing of the spark plug, the opening degree of the electronic throttle valve, and the like. That is, the ECU 40 controls the torque extracted from the internal combustion engine 120 by controlling the injector, spark plug, electronic throttle valve, and the like.

  Further, the ECU 40 is electrically connected to the vehicle speed sensor D01, the acceleration sensor D02, the transmission ratio sensor D03 shown in FIG. 1, the hydraulic fluid flow sensor D04 shown in FIG. Various information is acquired from these detection means.

  As shown in FIG. 5, the transmission control device 20 is configured to be incorporated in a central processing unit Ep of the ECU 40. The ECU 40 includes a central processing unit Ep, a storage unit Em as storage means, an input port INp and an output port OUTp, an input interface IFin, and an output interface IFout. Note that the transmission control device 20 may be prepared separately from the ECU 40 and connected to the ECU 40.

  The transmission control device 20 includes an information acquisition unit 21, a comparison determination unit 22, a calculation unit 23, a transmission ratio control unit 24, a closing control unit 25, and a defect information handling unit. . The information acquisition unit 21 detects information stored in a storage unit Em, which will be described later, as a result of detection by detection means such as a vehicle speed sensor D01, an acceleration sensor D02, a transmission ratio sensor D03, and a hydraulic oil flow sensor D04 shown in FIG. The information etc. which the engine control part 27 has are acquired.

  The comparison determination unit 22 compares the numerical values obtained by the information acquisition unit 21 from each detection unit and the numerical values acquired from the storage unit Em. The calculation unit 23 performs a calculation on the numerical value acquired by the information acquisition unit 21. For example, the calculation unit 23 performs a calculation such as addition on a counter included in the central processing unit Ep.

  The gear ratio control unit 24 controls the gear ratio of the belt-type continuously variable transmission 110 so that the rotation speed of the primary shaft 51 becomes a target rotation speed. The closing control unit 25 controls the operation of the hydraulic oil closing device 10 shown in FIG. The malfunction special control unit 26 stores a malfunction that has occurred in the hydraulic oil confining device 10 in the storage unit Em or notifies the driver of the vehicle 100 that a malfunction has occurred.

  The central processing unit Ep includes an engine control unit 27 in addition to the transmission control device 20. The engine control unit 27 performs operation control of the internal combustion engine 120. Central processing unit Ep and storage unit Em are connected by a bus Bc. The central processing unit Ep and the input port INp are connected by a bus Ba. Central processing unit Ep and output port OUTp are connected by bus Bb.

  The information acquisition unit 21 of the transmission control device 20 acquires operation control data of the internal combustion engine 120 included in the engine control unit 27 and uses it. Further, the transmission control device 20 may interrupt a procedure for controlling the transmission ratio of the belt type continuously variable transmission 110 in an operation control routine of the internal combustion engine 120 provided in advance in the engine control unit 27.

  An input interface IFin is connected to the input port INp. The input interface IFin is connected to a vehicle speed sensor D01, an acceleration sensor D02, a transmission ratio sensor D03, a hydraulic oil flow sensor D04 shown in FIG.

  Signals output from these various detection means are converted into signals that can be used by the central processing unit Ep by the analog / digital converter ADC and the digital input buffer DIB in the input interface IFin and sent to the input port INp. Thereby, the central processing unit Ep can acquire information necessary for control of the transmission ratio of the belt type continuously variable transmission 110 and control of the internal combustion engine 120.

  An output interface IFout is connected to the output port OUTp. A gear ratio control side regulator ORa and a closing control side regulator ORb are connected to the output interface IFout. The output interface IFout is connected to an injector of the internal combustion engine 120, a spark plug, an electronic throttle valve actuator, and other control targets in the internal combustion engine 120.

  The output interface IFout includes a control circuit IFouta, a control circuit IFoutb, a control circuit IFoutc, and the like, and operates the control target based on a control signal calculated by the central processing unit Ep. With such a configuration, based on the output signal from the detection means, the central processing unit Ep of the ECU 40 controls the transmission ratio control side regulator ORa, the closing control side regulator ORb, the injector, the spark plug, and the electronic throttle valve. The transmission ratio of the belt type continuously variable transmission 110 and the output of the internal combustion engine 120 are controlled.

  The storage unit Em stores a computer program including a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 and a control data map. The storage unit Em can be configured by a volatile memory such as a RAM (Random Access Memory), a nonvolatile memory such as a flash memory, or a combination thereof.

  The computer program may be capable of realizing a procedure for controlling the gear ratio of the belt type continuously variable transmission 110 by a combination with a computer program already recorded in the central processing unit Ep. Moreover, this transmission control apparatus 20 may implement | achieve an equivalent function using a dedicated hardware instead of the said computer program.

  FIG. 6 is a flowchart showing a procedure for controlling the hydraulic oil confining device during sudden braking. The following procedure is a procedure executed by the transmission control device 20 when the vehicle 100 is suddenly braked.

  In step ST101, the information acquisition unit 21 acquires the acceleration Ac of the vehicle 100 from the acceleration sensor D02, for example. Here, the transmission control device 20 may acquire the acceleration Ac from the vehicle speed sensor D01 by the following procedure, for example.

  First, the information acquisition unit 21 acquires the vehicle speed from the vehicle speed sensor D01. Here, the vehicle speed is stored in the storage unit Em. Next, the information acquisition unit 21 acquires the latest vehicle speed from the vehicle speed sensor D01. Next, the information acquisition unit 21 acquires the previous vehicle speed from the storage unit Em. Next, the calculation unit 23 calculates the acceleration Ac of the vehicle based on the difference between the latest vehicle speed and the previous vehicle speed and the elapsed time.

  Next, in step ST102, the comparison / determination unit 22 determines whether or not the vehicle 100 is suddenly braking based on the acceleration Ac. Specifically, the comparison determination unit 22 compares the acceleration Ac acquired by the information acquisition unit 21 in step ST102 with a predetermined value, and determines whether or not the vehicle 100 is suddenly braking. The predetermined value is a value within a range in which it can be determined that the vehicle 100 is suddenly braking, and is, for example, 0.2 to 0.3 G.

  If it is not determined that the vehicle 100 is suddenly braking (No in step ST102), the transmission control device 20 determines the contents of step ST101 and the contents of step ST102 until it is determined that the vehicle 100 is suddenly braked. Repeatedly.

  If it is determined that the vehicle 100 is suddenly braked (step ST102, Yes), the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 in step ST103. That is, the closing control unit 25 controls the closing control side regulator ORb to supply the hydraulic oil to the piston operating hydraulic chamber and apply the maximum hydraulic pressure Pcv to the piston 14. As a result, the product of the hydraulic pressure Pcv and the pressure receiving area Ap is maximized, and the piston 14 pushes the valve body 13 away from the seal portion 12 with the maximum force.

  The hydraulic oil confining device 10 is not limited to a configuration that switches between a closed state and an open state of the primary pulley hydraulic chamber 54 by hydraulic pressure of the hydraulic oil. The hydraulic oil confinement device 10 may be configured to switch between a closed state and an open state of the primary pulley hydraulic chamber 54 by, for example, electric power. In this case, for example, the piston 14 is driven by an actuator.

  In this case, the closing control unit 25 applies the maximum electric power to the actuator that drives the piston 14. As a result, the product of the hydraulic pressure Pcv and the pressure receiving area Ap is maximized, and the piston 14 pushes the valve body 13 away from the seal portion 12 with the maximum force.

  Here, the transmission control device 20 has a count N as a variable. The count N is a variable indicating the number of times that the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 in step ST103. In step ST104, the calculation unit 23 adds 1 to the count N.

  Next, in step ST105, the comparison determination unit 22 determines whether the count N is equal to or less than a predetermined value a. Here, the predetermined value a is the upper limit number of times that the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 while the vehicle 100 is suddenly braked. The predetermined value a is set to 3 to 5, for example.

  More specifically, the predetermined value a is obtained by the method described below. First, from the time required for the vehicle 100 to stop after the sudden braking of the vehicle 100 starts, the primary movable sheave 53 moves until the maximum hydraulic pressure is applied to the primary pulley hydraulic chamber 54 and the gear ratio reaches the maximum value. Subtract the time it takes to do it. The predetermined value a is the number of times that the piston 14 can apply force to the valve body 13 within the remaining time as a result of the subtraction described above.

  If the count N is less than or equal to the predetermined value a (step ST105, Yes), in step ST106, the information acquisition unit 21 acquires a gear ratio change amount Δγ that is a gear ratio change amount from the gear ratio sensor D03. Specifically, first, the information acquisition unit 21 acquires a gear ratio from the gear ratio sensor D03. Here, the gear ratio is stored in the storage unit Em. Next, the information acquisition unit 21 acquires the latest speed ratio from the speed ratio sensor D03. Next, the information acquisition unit 21 sets the previous gear ratio change amount Δγ from the storage unit Em.

  Next, in step ST107, the comparison determination unit 22 determines whether or not the speed ratio change amount Δγ is not zero. When the gear ratio change amount Δγ is not 0 (step ST107, Yes), the comparison / determination unit 22 determines that the primary pulley hydraulic chamber 54 has been opened because the gear ratio has changed. That is, step ST106 and step ST107 are procedures for determining whether or not the primary pulley hydraulic chamber 54 has been opened. Therefore, the comparison determination unit 22 may determine, for example, whether or not the primary pulley hydraulic chamber 54 has been opened by the procedure described below.

  First, the information acquisition unit 21 acquires a hydraulic fluid flow rate Qo that is the flow rate of hydraulic fluid guided from the hydraulic fluid flow sensor D04 to the primary pulley hydraulic chamber 54. Next, the comparison determination unit 22 determines whether or not the hydraulic oil flow rate Qo is not zero. When the hydraulic oil flow rate Qo is not 0, the comparison / determination unit 22 determines that the primary pulley hydraulic chamber 54 has been opened because the hydraulic oil has been introduced into the primary pulley hydraulic chamber 54.

  When it is determined that the primary pulley hydraulic chamber 54 has been opened (step ST107, Yes), the calculation unit 23 clears the count N in step ST109. Next, the transmission control device 20 repeatedly executes the above procedure. If it is determined that the primary pulley hydraulic chamber 54 is not open (No in Step ST107), the transmission control device 20 returns to Step ST103, and the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 again. Give. Next, in step ST104, the calculation unit 23 adds 1 to the count N. Next, in step ST105, the comparison determination unit 22 determines whether the count N is equal to or less than a predetermined value a.

  When the count N is less than or equal to the predetermined value a (step ST105, Yes), the transmission control device 20 determines whether or not the primary pulley hydraulic chamber 54 is in an open state in step ST106 and step ST107. Here, when the primary pulley hydraulic chamber 54 is not in an open state (No in Step ST107), the transmission control device 20 executes the procedure after Step ST103 again.

  Here, when the procedure from step ST103 to step ST107 is repeated, the count N gradually increases. When the count N becomes larger than the predetermined value a (No in step ST105), in step ST108, the malfunction special control unit 26 stores information on the malfunction that has occurred in the hydraulic oil confining device 10 in the storage unit Em. In addition, the malfunction which arose in the hydraulic oil confinement apparatus 10 is called opening / closing malfunction here.

  Moreover, it is preferable that the special control unit 26 at the time of the failure occurrence displays the information on the opening / closing failure occurring in the hydraulic oil confinement device 10 on a display unit as a display unit provided in a part where the driver of the vehicle 100 can check. As a result, the special control unit 26 at the time of occurrence of a malfunction notifies the driver of the vehicle 100 that an opening / closing malfunction has occurred in the hydraulic oil closing device 10. Moreover, the special control unit 26 at the time of occurrence of a failure may notify the driver of the vehicle 100 that an opening / closing failure has occurred in the hydraulic oil confinement device 10 by voice.

  The transmission control device 20 applies the maximum hydraulic pressure to the piston 14 while the vehicle 100 is suddenly braked by executing the above procedure. Therefore, the transmission control device 20 can reliably open the primary pulley hydraulic chamber 54 during sudden braking. As described above, the belt-type continuously variable transmission 110 cannot change gears when the vehicle 100 stops. Therefore, the transmission control device 20 can suppress the possibility that a problem occurs in the running of the vehicle 100, particularly the start of the vehicle 100, by opening the primary pulley hydraulic chamber 54 more reliably.

  Here, when the number of times the maximum hydraulic pressure is applied to the piston 14 exceeds the predetermined value a in step ST105, the transmission control device 20 does not apply the maximum hydraulic pressure to the piston 14 thereafter. . The reason will be described below.

  While the vehicle 100 is rapidly decelerating, when the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 a predetermined value a times, the vehicle 100 is stopped. Therefore, when the number of times the maximum hydraulic pressure is applied to the piston 14 exceeds the predetermined value a, the belt type continuously variable transmission 110 loses power for shifting. For this reason, when the number of times the maximum hydraulic pressure is applied to the piston 14 exceeds the predetermined value a in step ST105, the transmission control device 20 does not apply the maximum hydraulic pressure to the piston 14 thereafter. . As a result, the transmission control device 20 can suppress an increase in power consumed by the oil pump OP.

  Here, the transmission control device 20 applies hydraulic pressure to the piston 14 even if the primary pulley hydraulic chamber 54 is in an open state, but the present embodiment is not limited to this. For example, after determining that the vehicle 100 is being suddenly braked in step ST102 (step ST102, Yes), the transmission controller 20 closes the primary pulley hydraulic chamber 54 before step ST103. You may perform the procedure which determines whether it is in a state. The transmission control device 20 executes the procedure after step ST103 when the primary pulley hydraulic chamber 54 is in the closed state.

  Thereby, the transmission control device 20 can suppress the operation of the piston 14 even though the primary pulley hydraulic chamber 54 is in an open state. As a result, the transmission control device 20 can suppress an increase in power consumed by the oil pump OP. However, this increases the number of procedures that the transmission control device 20 processes from when it is determined that the vehicle 100 is suddenly braked until the maximum hydraulic pressure is applied to the piston 14. Therefore, the transmission control device 20 increases the time required to apply the maximum hydraulic pressure to the piston 14 after determining that the vehicle 100 is suddenly braking.

  Here, in the belt type continuously variable transmission 110, it is more reliable to set the gear ratio to the maximum side than to suppress the increase in power consumed by the oil pump OP during the sudden braking of the vehicle 100. is important. Therefore, in the present embodiment, the transmission control device 20 applies the maximum hydraulic pressure to the piston 14 during the sudden braking of the vehicle 100 regardless of whether the primary pulley hydraulic chamber 54 is open or closed. As a result, the transmission control device 20 more reliably suppresses the possibility of problems occurring in traveling of the vehicle 100, particularly in starting the vehicle 100.

  FIG. 7 is a flowchart showing another procedure for controlling the hydraulic oil confining device during sudden braking. The transmission control device 20 is not limited to the above-described procedure, and may execute the procedure shown in FIG. The procedures in steps ST101 to ST109 shown in FIG. 7 are the same as the procedures in steps ST101 to ST109 shown in FIG. Therefore, description of the contents of each procedure is omitted.

  When the transmission control device 20 executes the procedure shown in FIG. 6, before determining whether or not the primary pulley hydraulic chamber 54 is in the open state in step ST106 and step ST107, the transmission control device 20 uses the piston in step ST104 and step ST105. The number of times the maximum hydraulic pressure is applied to 14 is determined.

  When the transmission control device 20 executes the procedure shown in FIG. 7, the transmission control device 20 first determines whether or not the primary pulley hydraulic chamber 54 is open, and the primary pulley hydraulic chamber 54 is open. Only when this is not the case (step ST107, No), the calculation unit 23 calculates the count N in step ST107.

  Here, normally, when the maximum hydraulic pressure is applied to the piston 14, the primary pulley hydraulic chamber 54 may be in an open state and the primary pulley hydraulic chamber 54 may be kept in a closed state. The possibility that the primary pulley hydraulic chamber 54 is opened is higher. That is, in step ST107, the comparison determination unit 22 is highly likely to make a positive determination.

  Therefore, only when the comparison determination unit 22 makes a negative determination in step ST107, the transmission control device 20 can reduce the number of procedures to be executed in the long run by executing step ST104 and step ST105. .

  FIG. 8 is a flowchart showing another procedure for controlling the hydraulic oil confining device during sudden braking. The transmission control device 20 is not limited to the above procedure, and may execute the procedure shown in FIG. The transmission control device 20 executes the procedure of step ST204 shown in FIG. 8 instead of step ST104 of the procedure shown in FIG. 6, and the procedure of step ST205 shown in FIG. 8 instead of step ST105 of the procedure shown in FIG. Run.

  When the transmission control device 20 executes the procedure shown in FIG. 6, the upper limit of the number of times of applying the maximum hydraulic pressure to the piston 14 is set based on the count N. When the transmission control device 20 executes the procedure shown in FIG. 8, the upper limit of the number of times of applying the maximum hydraulic pressure to the piston 14 is set based on the vehicle speed Cv of the vehicle 100.

  When the closing control unit 25 applies the maximum hydraulic pressure to the piston 14 in step ST103, the information acquisition unit 21 acquires the vehicle speed Cv of the vehicle 100 from the vehicle speed sensor D01 in step ST204. Next, in step ST205, the comparison / determination unit 22 determines whether the vehicle speed Cv is not zero. When the vehicle speed Cv is not 0 (step ST205, Yes), the transmission control device 20 executes the content of step ST106. If the vehicle speed Cv is 0 (step ST205, No), the transmission control device 20 executes the content of step ST108.

  The transmission control device 20 determines whether or not the vehicle 100 is in a stopped state in step ST205. When the vehicle 100 is in a stopped state, the belt-type continuously variable transmission 110 loses power for shifting. For this reason, when it is determined in step ST205 that the vehicle 100 is in the stopped state, the transmission control device 20 does not apply the maximum hydraulic pressure to the piston 14 thereafter. As a result, the transmission control device 20 can suppress an increase in power consumed by the oil pump OP.

  FIG. 9 is a flowchart showing a procedure for controlling the hydraulic oil confining device when a malfunction occurs. The following procedure is a procedure executed by the transmission control device 20 when a failure occurs in the vehicle 100. The malfunction here refers to a malfunction in reading of various detection means or a mechanical malfunction occurring in the belt type continuously variable transmission 110, the internal combustion engine 120, or the like. Moreover, the trouble which arose in the vehicle is called vehicle trouble below. The vehicle malfunction includes an opening / closing malfunction that occurs in the hydraulic oil confinement device 10.

  In step ST301, the information acquisition unit 21 acquires vehicle state information that is information on whether or not a vehicle malfunction has occurred in the vehicle 100 from the storage unit Em. Here, the transmission control device 20 generates vehicle state information according to a procedure for determining whether or not a vehicle malfunction has occurred in the vehicle 100 in advance, and the vehicle state information is stored in the storage unit Em. Below, an example of the procedure which determines whether the vehicle malfunction has arisen in the vehicle 100 is demonstrated.

  For example, first, the information acquisition unit 21 acquires the current vehicle speed from the vehicle speed sensor D01. Next, again, the information acquisition unit 21 acquires the latest vehicle speed from the vehicle speed sensor D01. Next, the calculation unit 23 subtracts the previous vehicle speed from the latest vehicle speed, and divides the calculated value by the time elapsed from when the previous vehicle speed was acquired to when the latest vehicle speed was acquired. This result is the acceleration of the vehicle 100.

  Next, the information acquisition unit 21 acquires the current acceleration of the vehicle 100 from the acceleration sensor D02. The comparison determination unit 22 compares the acceleration of the vehicle 100 calculated by the calculation unit 23 with the acceleration of the vehicle 100 acquired by the information acquisition unit 21 from the acceleration sensor D02. Here, when there is a difference between the acceleration of the vehicle 100 calculated by the calculation unit 23 and the acceleration of the vehicle 100 acquired by the information acquisition unit 21 from the acceleration sensor D02, the comparison determination unit 22 determines the vehicle speed It is determined that at least one of the sensor D01 and the acceleration sensor D02 has a vehicle malfunction.

  For example, the information acquisition unit 21 acquires the current gear ratio from the gear ratio sensor D03. Next, again, the information acquisition unit 21 acquires the latest speed ratio from the speed ratio sensor D03. Next, the calculation unit 23 subtracts the previous speed ratio from the latest speed ratio. This result is the amount of change in the gear ratio.

  Next, the information acquisition unit 21 detects the flow rate of the hydraulic fluid guided to the primary pulley hydraulic chamber 54 from the hydraulic fluid flow sensor D04. Next, the calculation unit 23 calculates the current volume of the primary pulley hydraulic chamber 54 based on the flow rate of the hydraulic oil guided to the primary pulley hydraulic chamber 54, and based on the result, the calculation unit 23 The change amount of the gear ratio is calculated.

  Next, the comparison / determination unit 22 compares the amount of change in the speed ratio calculated from the result detected by the speed ratio sensor D03 with the amount of change in the speed ratio calculated from the result detected by the hydraulic oil flow sensor D04. . Here, there is a difference greater than the allowable range between the change amount of the speed ratio calculated from the result detected by the speed ratio sensor D03 and the change amount of the speed ratio calculated from the result detected by the hydraulic oil flow sensor D04. If there is, the comparison / determination unit 22 determines that a vehicle malfunction has occurred in at least one of the transmission ratio sensor D03 and the hydraulic oil flow sensor D04.

  The above two examples are examples when a vehicle malfunction occurs in various detection means. In addition to this, for example, the comparison determination unit 22 is assumed to deviate from a range in which the temperature of the cooling water for cooling the internal combustion engine 120 is assumed, or the temperature of the hydraulic oil of the belt type continuously variable transmission 110 is assumed. Also when the vehicle deviates from the range, it is determined whether the vehicle 100 has a vehicle malfunction. In this way, the transmission control device 20 generates vehicle state information in advance.

  Next, in step ST302, the comparison determination unit 22 determines whether or not the vehicle 100 has a problem based on the vehicle state information. If it is determined that there is no vehicle malfunction in vehicle 100 (No in step ST302), transmission control apparatus 20 repeatedly executes the contents of step ST301 and the contents of step ST302 until a vehicle malfunction occurs in vehicle 100.

  If it is determined that the vehicle 100 has a vehicle malfunction (step ST302, Yes), in step ST303, the information acquisition unit 21 is information indicating whether the primary pulley hydraulic chamber 54 is in a closed state or an open state. Opening / closing information is acquired from the storage unit Em. Next, in step ST304, the comparison determination unit 22 determines whether or not the primary pulley hydraulic chamber 54 is in an open state based on the opening / closing information acquired by the information acquisition unit 21 in step ST303.

  When the opening / closing information is not stored in the storage unit Em, the comparison / determination unit 22 determines whether the primary pulley hydraulic chamber 54 is based on the flow rate of the hydraulic oil guided to the primary pulley hydraulic chamber 54 detected by the hydraulic fluid flow sensor D04. You may determine whether it is an open state. For example, when the flow rate of the hydraulic fluid guided to the primary pulley hydraulic chamber 54 is 0, the comparison determination unit 22 determines that the primary pulley hydraulic chamber 54 is in a closed state.

  When the opening / closing information is not stored in the storage unit Em, the comparison / determination unit 22 determines whether or not the primary pulley hydraulic chamber 54 is in an open state based on a change in the transmission ratio acquired by the transmission ratio sensor D03. May be. For example, when there is no change in the gear ratio, that is, when the gear ratio is fixed, the comparison determination unit 22 determines that the primary pulley hydraulic chamber 54 is in a closed state.

  However, even if the gear ratio is fixed, the primary pulley hydraulic chamber 54 is not necessarily closed. Therefore, the comparison / determination unit 22 determines whether or not the primary pulley hydraulic chamber 54 is in an open state based on both the flow rate of hydraulic oil guided to the primary pulley hydraulic chamber 54 and the change in the gear ratio. Therefore, the open / close state of the primary pulley hydraulic chamber 54 can be determined more accurately.

  When the primary pulley hydraulic chamber 54 is in a closed state (step ST304, Yes), the closing control unit 25 opens the primary pulley hydraulic chamber 54. Specifically, the closing control unit 25 controls the closing control side regulator ORb so that the product of the oil pressure Pcv and the pressure receiving area Ap adds the spring force Fsp to the product of the oil pressure Ps and the seal part area Acv. The hydraulic pressure Pcv is adjusted to be larger than the above value. As a result, the primary pulley hydraulic chamber 54 is opened.

  As described above, when a vehicle malfunction occurs in the vehicle 100, the transmission control device 20 opens the primary pulley hydraulic chamber 54 in preparation for an unexpected situation. This is because, when a vehicle malfunction occurs in the vehicle 100, priority is given to maintaining the traveling of the vehicle 100 and the safety of the vehicle 100 and the driver driving the vehicle 100, rather than reducing the fuel consumption of the internal combustion engine 120. Because.

  For example, it is assumed that the vehicle 100 has stopped due to a vehicle malfunction that has occurred in the vehicle 100. At this time, if the primary pulley hydraulic chamber 54 is closed and the gear ratio is not set to the maximum value, even if the vehicle malfunction is resolved, the gear ratio is not set to the maximum value. In addition, there is a possibility that problems may occur in the running of the vehicle 100, particularly in starting.

  However, the transmission control device 20 opens the primary pulley hydraulic chamber 54 when a vehicle malfunction occurs in the vehicle 100. Therefore, even if the vehicle 100 is temporarily stopped due to the vehicle malfunction, the transmission control device 20 can set the gear ratio to the maximum value before the vehicle 100 stops. As a result, the transmission control device 20 can suppress the possibility that a problem occurs in the running of the vehicle 100, particularly in the start.

  Next, transmission control apparatus 20 executes the contents of step ST305. Here, when the primary pulley hydraulic chamber 54 is not in the closed state (step ST304, No), the transmission control device 20 omits step ST305 and executes the contents of step ST306. The procedure executed by the transmission control device 20 in step ST306 will be described below.

  In step ST <b> 306, the trouble occurrence special control unit 26 performs special control when a vehicle trouble occurs in the vehicle 100. Here, an example of special control when a vehicle malfunction occurs in the vehicle 100 will be described. For example, when the trouble occurs, the special control unit 26 causes a trouble in a detecting unit that detects a value necessary for controlling the belt-type continuously variable transmission 110 or a trouble occurs in the belt-type continuously variable transmission 110 itself. In this case, the width of change in the gear ratio of the belt type continuously variable transmission 110 is regulated.

  In addition, for example, when a failure occurs in the acceleration sensor D02, the special controller 26 when a failure occurs performs control such as substituting acceleration calculated from the vehicle speed detected by the vehicle speed sensor D01.

  Next, in step ST307, the trouble occurrence special control unit 26 prohibits the primary pulley hydraulic chamber 54 from being switched to the closed state until the vehicle trouble is resolved. As described above, the transmission control device 20 maintains the traveling of the vehicle 100 and drives the vehicle 100 and the vehicle 100 rather than reducing the fuel consumption of the internal combustion engine 120 when a vehicle malfunction occurs in the vehicle 100. Give priority to driver safety. Thereby, the transmission control apparatus 20 can suppress suitably the possibility that troubles may occur in the running of the vehicle 100, particularly in starting.

  Next, in step ST308, the trouble occurrence special control unit 26 stores information on the vehicle trouble occurring in the vehicle 100 in the storage unit Em. Moreover, it is preferable that the special control unit 26 at the time of occurrence of failure displays information on the vehicle failure that has occurred in the vehicle 100 on a display unit serving as a display unit provided at a site where the driver of the vehicle 100 can check. As a result, the special control unit 26 at the time of occurrence of the malfunction is notified to the driver of the vehicle 100 that the vehicle 100 has malfunctioned. Moreover, the special control unit 26 at the time of occurrence of a failure may notify the driver of the vehicle 100 that a vehicle failure has occurred in the vehicle 100 by voice.

  Here, when the transmission control device 20 is different from the normal case, for example, when the vehicle 100 is suddenly braked or when a vehicle malfunction occurs in the vehicle 100, at least the primary pulley hydraulic chamber 54 must be opened. Good. As a result, the transmission control device 20 can suppress the occurrence of a malfunction of the vehicle 100, particularly the start of the vehicle 100 due to the vehicle 100 stopping without the speed ratio being set to the maximum value, for example.

  Further, when the vehicle 100 is suddenly braked, the transmission control device 20 can open the primary pulley hydraulic chamber 54 more quickly by applying the maximum hydraulic pressure to the piston 14. As a result, the transmission control device 20 can suppress the possibility that a problem occurs in the running of the vehicle 100, particularly in the start.

  Further, when a vehicle malfunction occurs in the vehicle 100, the transmission control device 20 prohibits the primary pulley hydraulic chamber 54 from being switched to the closed state after the primary pulley hydraulic chamber 54 is opened. As a result, the transmission control device 20 can suppress a possibility that a failure occurs in the travel of the vehicle 100. Further, the transmission control device 20 can ensure the safety of the vehicle 100 and the driver who drives the vehicle 100 more reliably.

  As described above, the belt-type continuously variable transmission according to the present invention is suitable for a belt-type continuously variable transmission including a hydraulic oil confining device and a transmission control device that controls the belt-type continuously variable transmission, It is suitable for suppressing the possibility that troubles occur in the running of the vehicle.

It is a mimetic diagram showing the whole composition in the power transmission portion of vehicles provided with the belt type continuously variable transmission concerning this embodiment. It is sectional drawing which shows the primary pulley which concerns on this embodiment. It is sectional drawing which expands and shows the hydraulic oil confinement apparatus in a primary pulley hydraulic chamber being closed. It is sectional drawing which expands and shows the hydraulic-oil confinement apparatus in a primary pulley hydraulic chamber being an open state. It is a conceptual diagram which shows the structure of the transmission control apparatus which concerns on this embodiment. It is a flowchart which shows the procedure which controls a hydraulic-oil confinement apparatus during sudden braking. It is a flowchart which shows the other procedure which controls a hydraulic-oil confinement apparatus during sudden braking. It is a flowchart which shows the other procedure which controls a hydraulic-oil confinement apparatus during sudden braking. It is a flowchart which shows the procedure which controls a hydraulic-oil confinement apparatus at the time of malfunctioning.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Hydraulic oil confinement apparatus 11 Piston operation | movement hydraulic chamber 12 Seal part 12a Tapered surface 12b Opening 13 Valve body 14 Piston 14a Pressure receiving surface 14b Rod-shaped part 15 Spring 20 Transmission control apparatus 21 Information acquisition part 22 Comparison determination part 23 Calculation part 24 Gear ratio control unit 25 Enclose control unit 26 Special control unit when trouble occurs 27 Engine control unit 40 ECU
DESCRIPTION OF SYMBOLS 50 Primary pulley 51 Primary shaft 52 Primary fixed sheave 53 Primary movable sheave 54 Primary pulley hydraulic chamber 55 Spline 56 Primary partition wall 60 Secondary pulley 61 Secondary shaft 62 Secondary fixed sheave 63 Secondary movable sheave 80 Belt 81-84 Bearing 100 Vehicle 110 No belt type Step transmission 120 Internal combustion engine 121 Crankshaft 130 Torque converter 131 Input shaft 140 Forward / reverse switching mechanism 150 Reduction gear 151 Final drive pinion 160 Differential gear 161 Ring gear 170 Drive shaft 180 Wheel D01 Vehicle speed sensor D02 Acceleration sensor D03 Gear ratio sensor D04 Hydraulic oil flow sensor ADC Analog / digital converter Ba, Bb Bc bus DIB digital input buffer Em storage unit Ep central processing unit IFin input interface IFout output interface IFouta to IFoutc control circuit INp input port OL01 first oil passage OL01a axial oil passage OL01b radial oil passage OL02 second oil passage OL02a axial direction Oil path OL02b Radial direction oil path OP Oil pump ORa Gear ratio control side regulator ORb Closed control side regulator OT Oil tank OUTp Output port RL Rotating shaft a Predetermined value Acv Sealing area Ac Acceleration Ap Pressure receiving area Cv Vehicle speed N Count Fsp Spring force Pcv Hydraulic pressure Ps Hydraulic pressure Qo Hydraulic oil flow rate

Claims (8)

A shaft that receives the rotation extracted from the power generation means and rotates about the rotation axis;
A fixed sheave coupled to the shaft and rotating about the rotation axis;
A movable sheave provided on the shaft so as to face the fixed sheave and moving on the shaft in the rotational axis direction;
A pulley hydraulic chamber that is provided on the shaft and applies a force in the direction of the rotation axis by the pressure of hydraulic oil to the movable sheave;
Hydraulic oil confining means for permitting the hydraulic oil to be discharged from the pulley hydraulic chamber when the vehicle on which the power generation means is mounted is suddenly braked or when a vehicle malfunction occurs in the vehicle; ,
With
The hydraulic oil confining means includes a valve body that switches between permitting and prohibiting discharge of the hydraulic oil from the pulley hydraulic chamber, and the operation from the pulley hydraulic chamber when the vehicle is suddenly braking. from a state in which the discharge of oil is prohibited, the number of times the force for switching to the state of discharge of the hydraulic oil is permitted from the pulley hydraulic chamber is imparted to the valve body, the number of Jo Tokoro Until the hydraulic oil is discharged from the pulley hydraulic chamber until the hydraulic oil is discharged from the pulley hydraulic chamber. A belt type continuously variable transmission.   The hydraulic oil confining means includes a valve body that switches between permitting and prohibiting the discharge of the hydraulic oil from the pulley hydraulic chamber, and when the vehicle is suddenly braked, the largest force is exerted on the valve body. 2. The operation is switched from a state in which the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited to a state in which the discharge of the hydraulic oil from the pulley hydraulic chamber is permitted. The belt type continuously variable transmission described in 1.   The hydraulic oil confining means includes a valve body that switches between permitting and prohibiting discharge of the hydraulic oil from the pulley hydraulic chamber, and when the vehicle is suddenly braking, the sudden braking of the vehicle starts. From the state in which the discharge of the hydraulic oil from the pulley hydraulic chamber is prohibited until the vehicle speed of the vehicle becomes zero, the discharge of the hydraulic oil from the pulley hydraulic chamber is permitted. The belt-type continuously variable transmission according to claim 1, wherein a force for switching to the valve body is applied to the valve body. Storage means for storing information relating to the opening / closing failure of the hydraulic oil confinement means is provided, and the hydraulic oil is discharged from the pulley hydraulic chamber from a state where the hydraulic oil discharge from the pulley hydraulic chamber is prohibited. If you are unable to switch to the permitted state, any one of claims 1 to 3, characterized by storing information relating to the closing failure of the means confinement said hydraulic fluid in said storage means one The belt type continuously variable transmission described in the item.   Display means for displaying information on the opening / closing failure of the hydraulic oil confining means, and from the state where the hydraulic oil discharge from the pulley hydraulic chamber is prohibited, the hydraulic oil is discharged from the pulley hydraulic chamber. 5. The information on the opening / closing failure of the hydraulic oil confining means is displayed on the display means when switching to a permitted state is not possible. The belt type continuously variable transmission described in the item. When the vehicle malfunction occurs, the hydraulic oil confinement means discharges the hydraulic oil from the pulley hydraulic chamber between the occurrence of the vehicle malfunction and the elimination of the vehicle malfunction occurring in the vehicle. The belt according to any one of claims 1 to 5, wherein switching from a permitted state to a state in which discharging of the hydraulic oil from the pulley hydraulic chamber is prohibited is prohibited. Type continuously variable transmission. The belt-type continuously variable transmission according to claim 6 , further comprising storage means for storing information relating to the vehicle malfunction, wherein when the vehicle malfunction occurs, information relating to the vehicle malfunction is stored in the storage means. Machine. Comprising a display means for displaying information relating to the vehicle malfunction, when the vehicle malfunction occurs, belt according to claim 6 or claim 7, characterized in that display information about the vehicle malfunction on the display means Type continuously variable transmission.

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