JP5299297B2 - Power transmission control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a power transmission which can effectively utilize pressure of exhaust gas produced in an internal combustion engine. <P>SOLUTION: A control device of a power transmission which is equipped with movable members 19 and 22 movably provided to control a power transmission state of a power transmission 14, and pressure chambers 20 and 23 for generating power to be applied to the movable members 19 and 22, consists of an internal combustion engine 2 which converts thermal energy produced during combustion in a combustion chamber 5 into kinetic energy to be output, pressure transmission mechanisms 25 and 26 for transmitting pressure of exhaust gas discharged from the combustion chamber 5 to the pressure chambers 20 and 23, and pressure control mechanisms 29, 30, 33, and 34 for controlling pressure of exhaust gas transmitted to the pressure chambers 20 and 23 by refluxing a part of exhaust gas to a suction pipe 7 on the basis of the difference between pressure of exhaust gas discharged from the combustion chamber 5 and pressure in the suction pipe 7. <P>COPYRIGHT: (C)2011,JPO&amp;INPIT

Description

  The present invention relates to a device that controls a power transmission state in a device that transmits power, and more particularly to a control device that controls a power transmission state by changing a pressure to be applied.

  Patent Document 1 describes an example of a vehicle configured to control the power transmission state of a power transmission device by controlling the operation of a movable member by the pressure of a fluid. The vehicle described in Patent Document 1 is configured to increase or decrease the torque output from the engine by a transmission and output the torque to driving wheels. 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 Patent Document 1 has a drive shaft and a driven shaft provided in parallel to each other. This drive shaft is connected to the crankshaft of the engine. A drive pulley that rotates integrally with the drive shaft is also provided. 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. The driven pulley includes a second movable disk that can move in the axial direction and a second fixed disk that does not move in the axial direction. 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 Patent Document 1, when the power of the engine is transmitted to the drive shaft and the drive shaft rotates, and the drive shaft rotates at a relatively low speed, the spring moves the second movable disk. The pushing force is greater than the pushing force of the first movable disk as the weight tries to move outward by centrifugal force. For this reason, the width of the second engagement groove in the driven pulley is narrowed, and the width of the first engagement groove in the drive pulley is expanded. In this way, the V belt winding diameter in the drive pulley is relatively small, and the transmission gear ratio of the transmission is relatively large. On the other hand, when the drive shaft rotates at a relatively high speed, the force by which the weight pushes the first movable disk in an attempt to move outward by centrifugal force is greater than the force by which the spring pushes the second movable disk. Become. 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 V-belt wrapping radius in the drive pulley is relatively large, and the gear ratio of the transmission is relatively small.

  Furthermore, in the vehicle described in Patent Document 1, 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 vehicle transmission is described in Patent Document 2, a control device for a belt-type continuously variable transmission is described in Patent Document 3, and an energy recovery device for an engine is described in Patent Document 4.

Japanese Patent Laid-Open No. 11-2316 JP-A-61-2228149 JP 62-127550 A JP 2007-85440 A

  In the vehicle described in Patent Document 1, when the vehicle is decelerated, the intake pipe negative pressure of the internal combustion engine is guided to the negative pressure introduction chamber of the transmission to change the speed ratio of the transmission. Yes. 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 Patent Document 1, exhaust gas generated when fuel is burned 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 invention of claim 1 is directed 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 a pressure chamber that generates a force to be applied to the movable member.Air is sucked through an intake pipe, and a mixture of the sucked air and fuel is discharged. An internal combustion engine that converts thermal energy generated when burned in the combustion chamber into kinetic energy and outputs it, a pressure transmission mechanism that transmits the pressure of the exhaust gas discharged from the combustion chamber to the pressure chamber, and the combustion chamber On the basis of the difference between the pressure of the exhaust gas discharged from the exhaust gas and the pressure in the intake pipe, a part of the exhaust gas discharged from the combustion chamber is recirculated to the intake pipe, so that the exhaust gas transmitted to the pressure chamber Pressure Gosuru is characterized in that it comprises a pressure control mechanism.

  According to the invention of claim 1, the thermal energy generated when the fuel is burned in the internal combustion engine is converted into kinetic energy, while the pressure of the exhaust gas generated when the fuel is burned is transmitted to the pressure chamber, 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. In order to control the pressure of the exhaust gas transmitted to the pressure chamber by recirculating a part of the exhaust gas to the intake pipe based on the difference between the pressure of the exhaust gas discharged from the combustion chamber and the pressure in the intake pipe It is not necessary to provide a special decompression mechanism.

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 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.

  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. The movable member in the present invention is provided so as to be movable in a direction along the rotation center axis of the rotating member constituting the power transmission device. The pressure transmission mechanism in the present invention constitutes a path for transmitting the pressure of the exhaust gas discharged from the combustion chamber to the pressure chamber, and the flow path, port, passage, valve and the like are included in the pressure transmission mechanism in the present invention. It is. The pressure control mechanism according to the present invention includes a valve provided in the exhaust gas passage and a control unit for controlling the opening of the valve. 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. The vehicle 1 may be any of a passenger car, a truck, a bus and the like. The engine 2 is a prime mover that converts thermal energy generated when fuel is burned into kinetic energy and outputs the kinetic energy. As the engine 2, an internal combustion engine such as a gasoline engine, a diesel engine, an LPG engine, or the like can be used. . The engine 2 includes a piston 4 disposed in a cylinder 3 so as to be reciprocally movable, and a combustion chamber 5 formed in the cylinder near the top surface of the piston 4 and supplied with a mixture of fuel and air. An intake pipe 7 connected to the combustion chamber 5 and provided with an electronic throttle valve 6, a fuel injection valve 8 for injecting fuel into the intake pipe 7, and the intake pipe 7 and the combustion chamber 5. An intake valve 10 for opening and closing a port 9 to be connected, an exhaust pipe 11 for discharging a gas generated by combustion of fuel in the combustion chamber 5, and an exhaust for opening and closing a port 12 for connecting the exhaust pipe 11 and the combustion chamber 5 And a valve 13. The intake pipe 7 is a path for sucking air into the combustion chamber 5, and the amount of air taken into the combustion chamber 5 via the intake pipe 7 is controlled by controlling the opening of the electronic throttle valve 6. It is configured as follows. Further, the exhaust pipe 11 is connected to an exhaust purification catalyst 13. The exhaust purification catalyst 13 is a device that purifies exhaust gas by reducing pollutants contained in the exhaust gas, for example, carbon monoxide (CO), hydrocarbon (HC), nitrogen oxide (NOx), and the like.

  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 first specific example, a continuously variable transmission 14 is provided that is configured to transmit the power of the engine 2 to drive wheels and forms a part of a power transmission path from the engine 2 to the drive wheels. ing. The continuously variable transmission 14 includes a primary pulley (drive pulley) 15 and a secondary pulley (driven pulley) 16, and a belt type continuously variable transmission configured by winding a belt 17 around the primary pulley 15 and the secondary pulley 16. This is a transmission that can change the ratio between the rotation speed of the primary pulley 15 and the rotation speed of the secondary pulley 16, that is, the gear ratio steplessly (continuously).

  The primary pulley 15 is provided so as to be rotatable about a rotation center axis, and the primary pulley 15 includes a fixed piece 18 that cannot move in a direction along the rotation center axis, and a rotation center axis. The movable piece 19 is configured to be movable in the direction, and the belt 17 is sandwiched between the fixed piece 18 and the movable piece 19. In addition, a primary pressure chamber 20 is formed that generates a thrust (pressing force) in a direction to bring the movable piece 19 closer to the fixed piece 18 along the rotation center axis. The primary pressure chamber 20 is configured to supply and discharge fluid. Here, the pressure in the primary pressure chamber 20 may be directly transmitted to the movable piece 19, or the pressure in the primary pressure chamber 20 may be applied to the movable piece 19 through a piston (not shown). It may be configured to be transmitted.

  On the other hand, the secondary pulley 16 is provided so as to be rotatable about the rotation center axis, and the secondary pulley 16 is disposed along the rotation center axis and the fixed piece 21 that cannot move in the direction along the rotation center axis. The movable piece 22 is configured to be movable in the above direction, and the belt 17 is sandwiched between the fixed piece 21 and the movable piece 22. Further, a secondary pressure chamber 23 is provided that applies a force in a direction in which the movable piece 22 approaches the fixed piece 21 along the rotation center axis. A fluid is supplied to and discharged from the secondary pressure chamber 23, and a spring 24 for applying a preload to the movable piece 22 is provided.

  In the continuously variable transmission 14 configured as described above, the gear ratio can be controlled by controlling the pressure in the primary pressure chamber 20. For example, when the pressure in the primary pressure chamber 20 is increased, the movable piece 19 is pressed and the groove width of the primary pulley 15 is narrowed, and the winding radius of the belt 17 in the primary pulley 15 is relatively increased. In parallel with this action, the movable piece 22 of the secondary pulley 16 moves away from the fixed piece 21 against the pressing force of the secondary pressure chamber 23 and the spring 24, and the belt 17 is wound around the secondary pulley 16. The radius becomes relatively small. In this way, a shift where the gear ratio of the continuously variable transmission 14 becomes relatively small, that is, an upshift is performed.

  On the other hand, when the pressure in the primary pressure chamber 20 decreases, the movable piece 22 approaches the fixed piece 21 by the pressing force applied to the movable piece 22 from the secondary pressure chamber 23 and the spring 24, and the belt 17 in the secondary pulley 16 The winding radius is relatively large. At the same time, the groove width in the primary pulley 15 increases, and the winding radius of the belt 17 in the primary pulley 15 becomes relatively small. In this way, a shift in which the gear ratio of the continuously variable transmission 14 is relatively increased, that is, a downshift is performed. If the pressure in the primary pressure chamber 20 is controlled to be constant, the wrapping radius of the belt 17 in the primary pulley 15 and the wrapping radius of the belt 17 in the secondary pulley 16 are maintained constant, and the speed of the continuously variable transmission 14 is changed. The ratio is kept constant.

  Further, in the first specific example, a pressure transmission mechanism 25 that transmits the pressure of the high-pressure exhaust gas generated in the engine 2 to the primary pressure chamber 20 is provided, and the pressure of the high-pressure exhaust gas generated in the engine 2 is secondary. A pressure transmission mechanism 26 for transmitting to the pressure chamber 23 is provided. The pressure transmission mechanism 25 has a branch pipe line 27 having one end connected to the exhaust pipe 11 and the other end connected to the primary pressure chamber 20. The branch pipe 27 is provided with an orifice 28 for reducing the flow rate of the exhaust gas flowing from the exhaust pipe 11 into the branch pipe 27. The orifice 28 is configured to have a smaller cross-sectional area in a plane perpendicular to the flow direction of the exhaust gas than other portions in the branch pipe 27.

  Further, as a mechanism for controlling the pressure of the exhaust gas transmitted to the primary pressure chamber 20, a bypass line 29 is provided so as to constitute a path for returning the exhaust gas in the branch line 27 to the intake pipe 7. One end of the bypass line 29 is connected between the orifice 28 in the branch line 27 and the primary pressure chamber 20, and the other end of the bypass line 29 is connected to the electronic throttle valve 6 and the intake port 9 in the intake pipe 7. Connected between. Further, a throttle valve 30 is provided in the bypass line 29. The throttle valve 30 adjusts the flow area of the exhaust gas in the bypass line 29 and discharges the pressure of the exhaust gas in the branch line 27 to the intake pipe 7 to control the pressure in the branch line 27. It is a valve. The throttle valve 30 is configured by a butterfly valve similar to that conventionally known, and an actuator (not shown) for controlling the opening degree of the throttle valve 30 is provided.

  On the other hand, the pressure transmission mechanism 26 is configured in the same manner as the pressure transmission mechanism 25, and the pressure transmission mechanism 26 has a branch pipe line with one end connected to the exhaust pipe 11 and the other end connected to the secondary pressure chamber 23. 31. The branch pipe 31 is provided with an orifice 32 for reducing the flow rate of exhaust gas flowing from the exhaust pipe 11 into the branch pipe 31. The orifice 32 is configured to have a smaller cross-sectional area in a plane perpendicular to the flow direction of the exhaust gas than other portions in the branch pipe 31.

  Further, as a mechanism for controlling the pressure of the exhaust gas transmitted to the secondary pressure chamber 23, a bypass line 33 is provided so as to constitute a path for returning the exhaust gas in the branch line 31 to the intake pipe 7. One end of the bypass line 33 is connected between the orifice 32 and the secondary pressure chamber 23 in the branch line 31, and the other end of the bypass line 33 is connected to the electronic throttle valve 6 and the intake port 9 in the intake pipe 7. Connected between. Further, a throttle valve 34 is provided in the bypass line 33. The throttle valve 34 has a function of controlling the pressure in the branch pipe 31 by adjusting the flow area of the exhaust gas in the bypass pipe 33 and releasing the pressure of the exhaust gas in the branch pipe 31 to the intake pipe 7. A pressure control valve provided. The throttle valve 34 is configured by a butterfly valve similar to that conventionally known, and an actuator (not shown) for controlling the opening degree of the throttle valve 34 is provided.

  Furthermore, a control unit (electronic control unit) 35 is provided for controlling the intake air amount and fuel injection amount of the engine 2 and the opening degree of the throttle valves 30 and 34. The control unit 35 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 14, pressure in the primary pressure chamber 20, and secondary pressure chamber 23. A sensor or switch signal for detecting the pressure of the sensor is input. The control unit 35 outputs a signal for controlling the engine torque and a signal for controlling the speed ratio and torque capacity of the continuously variable transmission 14. A pressure control mechanism is configured by the bypass pipes 29 and 33, the throttle valves 30 and 34, and the control unit 35 that controls the opening degree of the throttle valves 30 and 34.

  The control and operation of the vehicle 1 configured as described above will be described. In the engine 1, when air is sucked into the combustion chamber 5 via the intake pipe 7 and the air-fuel mixture burns in the combustion chamber 5. The piston 4 is pressed by the explosion energy and torque is output from the crankshaft. This engine torque is transmitted to the drive wheels via the continuously variable transmission 14. The exhaust gas generated in the combustion chamber 5 is discharged from the combustion chamber 5 to the exhaust pipe 11 and is purified by the exhaust purification catalyst 13 and discharged into the atmosphere.

  On the other hand, in the control unit 35, the required driving force (target driving force) in 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 optimum fuel consumption line used for controlling the actual engine output is stored in the control unit 35 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. The gear ratio of the continuously variable transmission 14 is controlled in order to bring the actual engine speed close to the target engine speed. Further, the intake air amount and the fuel injection amount are controlled to bring the actual engine torque close to the target engine torque.

  By the way, a part of the exhaust gas passing through the exhaust pipe 11 flows into the branch pipe 27, and when the exhaust gas passes through the orifice 28, the flow rate of the exhaust gas decreases, and the pressure of the exhaust gas in the branch pipe 27 (static pressure). Is transmitted to the primary pressure chamber 20. In the first specific example, the transmission ratio of the continuously variable transmission 14 is controlled by controlling the pressure of the exhaust gas supplied to the primary pressure chamber 20. Since the exhaust gas in the branch pipe 27 has a high temperature and a high pressure, and the intake pipe 7 has a negative pressure, the pressure in the branch pipe 27 is upstream of the connecting portion between the bypass pipe 29 and the branch pipe 27. The pressure p2 downstream of the throttle valve 30 in the bypass line 29 is lower than p1. In addition, upstream and downstream mean upstream and downstream in the flow direction of exhaust gas. For this reason, a part of the exhaust gas in the branch pipe 27 is recirculated into the intake pipe 7 via the bypass pipe 29 and the opening degree of the throttle valve 30 is controlled, so that the primary from the branch pipe 27 The pressure p3 of the exhaust gas transmitted to the pressure chamber 20 can be controlled.

  For example, when the opening degree of the throttle valve 30 is relatively reduced, the pressure in the primary pressure chamber 20 increases. Then, as described above, the movable piece 19 moves toward the fixed piece 18, and the winding radius of the belt 17 in the primary pulley 15 becomes relatively large. In this way, an upshift occurs in which the gear ratio of the continuously variable transmission 14 becomes relatively small. On the other hand, when the opening degree of the throttle valve 30 is relatively increased, the pressure in the primary pressure chamber 20 decreases. As described above, when the pressure in the primary pressure chamber 20 decreases, the movable piece 22 of the secondary pulley 16 moves toward the fixed piece 21 by the pressure in the secondary pressure chamber 23 and the force of the spring 24, and the belt 17 in the primary pulley 15. The winding radius of becomes relatively small. That is, a downshift occurs in which the gear ratio of the continuously variable transmission 14 is relatively increased. It should be noted that the opening of the throttle valve 30 can be controlled to keep the pressure in the primary pressure chamber 20 constant, and the speed ratio of the continuously variable transmission 14 can be controlled to be constant.

  On the other hand, part of the exhaust gas flowing through the exhaust pipe 11 also flows into the branch pipe 31, and the pressure of the exhaust gas in the branch pipe 31 is transmitted to the secondary pressure chamber 23. Here, when the exhaust gas passes through the orifice 28, the flow rate of the exhaust gas decreases, and the pressure (static pressure) of the exhaust gas in the branch pipe 27 is transmitted to the primary pressure chamber 20. Further, since the exhaust gas in the branch pipe 31 is high temperature and high pressure and the intake pipe 7 is negative pressure, the pressure in the branch pipe 31 is higher than the pressure p1 upstream with respect to the connection portion of the bypass pipe 33. In the bypass line 33, the pressure p2 downstream of the throttle valve 34 is lower. For this reason, a part of the exhaust gas in the branch pipe 31 is recirculated into the intake pipe 7 via the bypass pipe 33 and the opening of the throttle valve 34 is controlled, so that The pressure p3 of the exhaust gas transmitted to the pressure chamber 23 can be controlled.

  Specifically, when the opening degree of the throttle valve 34 is made relatively small, the pressure in the secondary pressure chamber 23 rises and the force for pinching the belt 17 is increased, and the torque capacity of the continuously variable transmission 14 is increased. On the other hand, when the opening degree of the throttle valve 34 is relatively increased, the pressure in the secondary pressure chamber 23 decreases. Then, the force for pinching the belt 17 by the secondary pulley 16 is weakened, and the torque capacity of the continuously variable transmission 14 is reduced. It is also possible to control the opening of the throttle valve 34 to keep the pressure in the secondary pressure chamber 23 constant and to control the torque capacity of the continuously variable transmission 14 constant.

  As described above, in the first specific example, the pressure of the exhaust gas is transmitted to the primary pressure chamber 20 to control the transmission ratio of the continuously variable transmission 14, and the pressure of the exhaust gas is transmitted to the secondary pressure chamber 23. The torque capacity of the continuously variable transmission 14 can be controlled. Therefore, it is possible to effectively use the pressure of exhaust gas generated when fuel is burned in the engine 2 and to improve energy efficiency. Further, in the first specific example, in controlling the gear ratio and torque capacity of the continuously variable transmission 14, it is not necessary to provide an oil pump for discharging oil supplied to the primary pressure chamber 20 and the secondary pressure chamber 23. Since it is not necessary to drive the oil pump by the power of the engine 2, the power loss of the engine can be suppressed and the fuel consumption can be improved.

  Further, in the first specific example, in controlling the pressure of the primary pressure chamber 20 or the secondary pressure chamber 23, the difference between the pressure in the branch pipe and the pressure in the intake pipe 7 is used, that is, between the fluids The exhaust gas in the branch pipe is recirculated to the intake pipe 7 using the pressure difference. Therefore, it is not necessary to newly provide a decompression mechanism in order to recirculate the exhaust gas in the branch pipe line to the intake pipe 7. Further, in the first specific example, the exhaust gas discharged from the combustion chamber 5 to the exhaust pipe 11 is recirculated to the intake pipe 7 via the bypass pipe, and the exhaust gas is taken into the intake air. When mixed, the oxygen concentration decreases, so that the effect of suppressing the generation of nitrogen oxides, the so-called exhaust gas recirculation (EGR) effect can be obtained. Furthermore, since the exhaust gas that returns to the intake pipe 7 via the bypass pipe 29 returns downstream from the electronic throttle valve 6, air passes between the electronic throttle valve 6 and the inner surface of the intake pipe 7. The pumping loss that occurs is not increased.

  Although not specifically shown, the exhaust gas pressure is transmitted to one of the primary pressure chamber 20 and the secondary pressure chamber 23, and the exhaust gas pressure is transmitted to the other pressure chamber. It can also be configured not to be performed. In the case of such a configuration, the pressing force applied to the movable piece can be controlled by providing an actuator such as a torque cam or a spring in the pressure chamber to which the exhaust gas pressure is not transmitted.

(Second specific example)
A second specific example in which the present invention is used as a control device for a continuously variable transmission of a vehicle will be described with reference to FIG. In the configuration shown in FIG. 2, the same components as those in the first specific example are denoted by the same reference numerals as in the first specific example. In FIG. 2, a branch line 27 that mainly supplies exhaust gas in the exhaust pipe 9 to the primary pressure chamber 20 and a pressure transmission mechanism 25 are shown. The second specific example is compared with the first specific example in that an exhaust gas recirculation device 36 that recirculates the exhaust gas in the exhaust pipe 9 to the intake pipe 7 is provided in addition to the bypass pipe 29. The exhaust gas recirculation device 36 is configured in the same manner as conventionally known, and a recirculation passage 37 connecting the intake pipe 7 and the exhaust pipe 11, and a flow control valve provided in the recirculation passage 37. 38. Regarding the configuration of the exhaust gas recirculation device 36, the method for obtaining the target recirculation amount of the exhaust gas returned from the exhaust pipe 11 to the intake pipe 7, the control of the opening degree of the flow control valve 38 corresponding to the target recirculation amount, etc., for example, Since it is known as described in Japanese Patent Application Laid-Open No. 2000-205054, Japanese Patent Application Laid-Open No. 2004-036413, Japanese Patent Application Laid-Open No. 2009-068403, etc., detailed description is omitted.

  In the second specific example, the same operational effects as those of the first specific example can be obtained for the same components as those of the first specific example. In the second specific example, the control unit 35 obtains the target recirculation amount of the exhaust gas to be returned from the exhaust pipe 11 to the intake pipe 7, and from the target recirculation amount via the bypass line 29, the intake pipe The flow rate of the exhaust gas returned to 7 is subtracted. Here, when the target recirculation amount is larger than the flow rate of the exhaust gas returned to the intake pipe 7 via the bypass pipe 29, the recirculation amount of the exhaust gas corresponding to the difference passes through the recirculation passage 37. Then, the opening degree of the flow control valve 38 is controlled so as to be returned to the intake pipe 7.

  As shown in FIG. 1, the exhaust gas circulation device 36 shown in FIG. 2 can be provided in the vehicle 1 in which the branch lines 27 and 31 are provided and the bypass lines 29 and 33 are provided. is there. Further, the exhaust gas circulation device 36 shown in FIG. 2 is provided to a vehicle (not shown) in which the branch pipeline 31 and the bypass pipeline 33 are provided and the branch pipeline 27 and the bypass pipeline 29 are not provided. It is also possible to provide it. In this case, since the exhaust gas that returns to the intake pipe 7 via the bypass pipe 33 returns downstream from the electronic throttle valve 6, air passes between the electronic throttle valve 6 and the inner surface of the intake pipe 7. The pumping loss that occurs is not increased.

  Here, the correspondence between the configuration described in the above specific example and the configuration of the present invention will be described. The continuously variable transmission 14 corresponds to the power transmission device of the present invention, and the gear ratio of the continuously variable transmission 14 is as follows. The torque capacity corresponds to the power transmission state of the present invention, the movable pieces 19 and 22 correspond to the movable member of the present invention, and the primary pressure chamber 20 and the secondary pressure chamber 23 correspond to the pressure chamber of the present invention. The intake pipe 7 corresponds to the intake pipe of the present invention, the combustion chamber 5 corresponds to the combustion chamber of the present invention, the engine 2 corresponds to the internal combustion engine of the present invention, and the exhaust pipe 11 corresponds to the present invention. A control unit that corresponds to the exhaust pipe and the pressure transmission mechanisms 25 and 26 correspond to the pressure transmission mechanism of the present invention, and controls the opening of the bypass pipes 29 and 33, the throttle valves 30 and 34, and the throttle valves 30 and 34. 35 is the pressure control of the present invention. It corresponds to the structure.

  Although not specifically shown, the exhaust gas discharged from the combustion chamber of the engine is used to control the gear ratio and torque capacity of a continuously variable transmission other than the 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 A pressurizing chamber for controlling the torque capacity by applying a clamping pressure to the disk and the output disk. A pressure chamber is provided in which the pressure is controlled in order to reciprocate the trunnion linearly. Therefore, if the exhaust gas supplied via the pressure transmission mechanism is configured to be supplied to the pressure chamber and the pressurizing chamber, the same effects as those of the first specific example and the second specific example can be obtained.

  Further, although not particularly shown, the exhaust gas discharged from the combustion chamber of the engine can be used for a power transmission device other than the continuously variable transmission, for example, a control device for controlling 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 pressure of the exhaust gas supplied by the pressure transmission mechanism can be transmitted to at least one pressure chamber of the clutch pressure chamber or the brake pressure chamber.

  DESCRIPTION OF SYMBOLS 2 ... Engine, 5 ... Combustion chamber, 7 ... Intake pipe, 11 ... Exhaust pipe, 14 ... Continuously variable transmission, 19, 22 ... Movable piece, 20 ... Primary pressure chamber, 23 ... Secondary pressure chamber, 25, 26 ... Pressure Transmission mechanism, 29, 33 ... Bypass line, 30, 34 ... Throttle valve, 35 ... Control unit.

Claims (1)

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 in which air is taken in via an intake pipe, and heat energy generated when a mixture of the sucked air and fuel is burned in a combustion chamber is converted into kinetic energy and output;
A pressure transmission mechanism for transmitting the pressure of the exhaust gas discharged from the combustion chamber to the pressure chamber;
Based on the difference between the pressure of the exhaust gas discharged from the combustion chamber and the pressure in the intake pipe, a part of the exhaust gas discharged from the combustion chamber is recirculated to the intake pipe to be transmitted to the pressure chamber. And a pressure control mechanism for controlling the pressure of the exhaust gas.

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