JPS61257331A - Double-row type stepless transmission for vehicles and controlling method thereof - Google Patents

Abstract

PURPOSE:To omit a differential gear mechanism and aim at reduction in weight, by connecting plural belt-type stepless transmission mechanisms independently to respective wheels inclusive of a symmetrical part of wheels. CONSTITUTION:Stepless transmission parts R and L are parallelly installed on an input shaft and an output shaft, respectively, and each of them is provided with V-type pulley devices 10R, 20R, 10L and 20L. The stepless transmission part R is provided with fixed pulleys 11R and 21R and movable pulleys 12R and 22R at each side of the input shaft 60R and the output shaft 70R, while a transmission belt 30R is stretched across between these pulley devices 10R and 20R and thereby stepless transmission is made parformable. On the other hand, the stepless transmission part L is also constituted likewise with the stepless transmission part R. And, output shafts 70R and 70L are connected to symmetrical wheels 90R and 90L via gear parts 3R and 3L. With this constitution, these symmetrical wheels 90R and 90L can be freely driven and controlled so that a differential gear mechanism is omissible.

Description

[Detailed description of the invention] [Industrial application field]

The present invention relates to a double-row continuously variable transmission for a vehicle and a method for controlling the same, and more particularly to a novel double-row continuously variable transmission for a vehicle that can omit a so-called differential mechanism of the vehicle and a method for controlling the same. .

[Prior Art 1] A belt-driven continuously variable transmission mechanism is one of automatic transmission mechanisms for vehicles. This continuously variable transmission mechanism generally has a V-type pulley device on the input shaft and output shaft, each consisting of a fixed pulley and a movable pulley, each of which has a variable effective diameter. The rotation of the input wheel can be transmitted to the output shaft in a stepless manner using the transmission belt. This type of continuously variable transmission mechanism has fewer sudden changes in driving force during driving than an automatic transmission mechanism that consists of a combination of a so-called torque converter and a planetary gear group (therefore, there is less shift shock, and it is also highly fuel efficient). However, due to its durability, the belt's torque transmission capacity is relatively small, so it has generally been used for small-displacement vehicles.On the other hand, when a vehicle turns a curve, It is well known that a so-called differential mechanism is installed in the middle of the drive system to absorb this difference because the rotational speed of each wheel differs.This differential mechanism has a front drive system. If the engine is front drive or front engine rear drive, one each.
In the case of four-wheel drive, 2 to 32 are required, and conventionally they are installed in all vehicles without exception. [Problems to be Solved by the Invention] However, when focusing on the belt-driven continuously variable transmission mechanism as described above, the advantages such as small shift shock and high fuel efficiency are rather limited to large-displacement vehicles. Therefore, the development of a continuously variable transmission mechanism with a larger torque transmission capacity is increasing as a social demand. Technologies to meet this demand include improving the durability of the belt itself, as well as increasing the total transmitted torque by arranging two or more rows of continuously variable transmission mechanisms in parallel between the input and output shafts. This technology has been devised, and automobiles have been put into practical use that are equipped with a double-row continuously variable transmission on the rear axle that utilizes the tensile force of a dry rubber belt. On the other hand, with the differential mechanism described above, it is difficult to avoid an increase in weight due to insertion into the drive system and energy loss in the differential mechanism, and furthermore, this influence does not have a very large negative impact on the power performance of the vehicle. However, the reality is that it is equipped as a necessary evil to ensure smooth running when turning curves. Also, since this differential mechanism operates based on the balance between the driving torque from the engine and the reaction force from the ground via both axles, steering characteristics such as so-called oversteer and understeer mainly depend on the drive form and the reaction force from the ground. It is determined by hardware factors such as changes due to suspension familiarization and changes in the vehicle's center of gravity due to loaded objects, etc.
Vehicle speed, vehicle turning radius, wheels and road II! It is extremely difficult to adjust the steering performance to the intended characteristics over the entire range of use because it is affected by usage conditions such as the friction characteristics between the wheels and the gradient of the road surface (for example, reverse steering). [Object of the Invention] The present invention has been made in view of the above-mentioned conventional circumstances, and uses a plurality of continuously variable transmission mechanisms to independently control them and independently move different wheels. By omitting the conventionally required differential mechanism, the amount of Ii is reduced.
To provide a completely new double-row continuously variable transmission for a vehicle and its control method, which can reduce energy loss and maintain good durability even when used in a large-displacement automobile. The purpose is Furthermore, the present invention allows steering characteristics such as oversteer and understeer, which were extremely difficult to adjust in the past, to be easily and finely adjusted using computer software, and good steering characteristics can always be maintained. The object of the present invention is to provide a double-row continuously variable transmission for a vehicle and a control method thereof. Means for Solving the Problems] The first invention has a V-shaped pulley device on an input shaft and an output shaft, respectively, comprising a fixed pulley and a movable pulley and each pulley having a variable effective diameter, A belt-type continuously variable transmission mechanism that can steplessly change the speed and transmit the rotation of the input shaft to the output shaft by means of a transmission belt stretched between the type pulley devices is installed between the input shaft and the output shaft. The above objective is achieved by providing at least two rows of #1I4J in between, and by having the output shafts of each belt type continuously variable transmission mechanism independently connected to separate wheels including at least a pair of left and right wheels. This is what I did. Also, fruit 1 of the first invention! ! In an embodiment, the separate wheels include:
By using the left and right rear wheels or front wheels of the vehicle, or the left and right front and rear wheels, a drive system equivalent to conventional rear wheel drive, front wheel drive, or four wheel drive can be achieved without a differential mechanism. This is what I did. Further, in the embodiment of the first invention, an auxiliary transmission device having at least a forward/forward switching function is interposed in each connection path from the belt type continuously variable transmission mechanism to the wheels, so that the continuously variable transmission mechanism can be controlled. This improves durability and allows for direction rotation at a single point if necessary. In other words, since the belt-type continuously variable transmission mechanism cannot switch between forward and reverse by itself, it is necessary to interpose an auxiliary transmission device with the function of switching between forward and reverse in one of the transmission paths of the vehicle. When installed on the input side of a continuously variable transmission mechanism, there is an advantage that only one auxiliary transmission device is required, but since the torque is generally increased slightly in this part, this increased torque is transmitted in the forward and reverse directions. The continuously variable transmission mechanism that is input to this machine is subject to even more severe conditions in terms of durability. However, if the auxiliary transmission is provided on the output side of the continuously variable transmission mechanism, as in this actual embodiment, each device is balanced in the torque transmission path, and the belt type continuously variable transmission mechanism always rotates in the same direction. As a result, the durability of each device and the entire device can be improved. In addition, in this way, by interposing an auxiliary transmission with a forward/reverse switching function in each connection path from the belt-type continuously variable transmission mechanism to the wheels, for example, the left wheel can be rotated backwards. It is now possible to do things like rotate the right wheel forward, and because the rotational speed of each wheel can be controlled arbitrarily, it is possible to make a 180'' turn with a radius of rotation close to zero. In addition, in the embodiment of the first invention, a joint means capable of transmitting torque while allowing slippage is disposed between each V-type pulley device on the input shaft. In this way, variations in each continuously variable transmission mechanism in the manufacturing process, assembly process, etc. and variations due to aging are absorbed, and stable straight-line running and curved running are possible. has a V-shaped pulley device on the input shaft and output shaft, respectively, consisting of a fixed pulley and a movable pulley, each pulley having a variable effective diameter. At least two rows of belt-type continuously variable transmission mechanisms capable of transmitting the rotation of the input shaft side to the output shaft side in a stepless manner are provided in parallel behind the input shaft and the output shaft, and each belt The output shaft of the continuously variable transmission mechanism detects the turning angle of the steering wheel when controlling a vehicular double-row continuously variable transmission system in which the output shafts of the continuously variable transmission mechanism are each independently connected to separate wheels including at least a pair of left and right wheels. and controlling each speed ratio of the belt type continuously variable transmission mechanism so that the ratio of the speed ratio of each of the belt type continuously variable transmission mechanisms becomes at least a target value related to the turning angle of the steering wheel. The above object is also achieved by including the following steps. Also, in the embodiment of the second invention, by setting the target value as a function of the steering turning angle and the vehicle speed,
The so-called understeer, oversteer, etc. characteristics unique to that vehicle are expressed in soft terms across all vehicle speed ranges! I! 1
This allows the vehicle to maintain neutral steering or weak understeer characteristics at all times. Further, the actual tM aspect of the second invention corresponds to the mesh plate of the respective speed ratios, and maintains the average of the respective speed ratios on the left and right sides as a function of at least the engine load and the vehicle speed, so that the normal This allows the advantages of a continuously variable transmission mechanism, such as small shift shock and high fuel efficiency, to be taken advantage of. Further, in the embodiment of the second invention, a common hydraulic pressure is supplied to the hydraulic chambers for driving both movable pulleys on either one of the input shaft side and the output shaft side, thereby preventing interference. The aim is to simplify the control system to the extent possible. Further, the embodiment of the second invention has a simple configuration by setting the oil pressure as a function of the smaller speed ratio of the respective speed ratios of the belt type continuously variable transmission mechanism and the engine torque. , and is designed to prevent the belt from slipping on the pulley. Further, in an embodiment of the second invention, the engine torque is
A torque sensor is omitted by determining the amount of accelerator depression and engine rotational speed using a map, thereby reducing costs and reducing the storage space. Further, in an actual aspect of the second invention, the oil pressure is set to the larger of the values obtained as a function of the respective speed ratios and the respective transmission torques of the belt type continuously variable transmission mechanism. This allows the belt to rotate with the minimum necessary oil pressure in accordance with the actual transmitted torque and without slipping on the pulley.

[Effect]

In the present invention, since the belt-type continuously variable transmission mechanism is provided with at least two rows in parallel between the input shaft and the output shaft, it is possible to perform torque transmission proportional to the number of rows, resulting in a large capacity It can easily be used with other engines without reducing durability. Furthermore, since the output shaft of each belt-type continuously variable transmission mechanism is independently connected to separate wheels including at least a pair of left and right wheels, the left and right wheels can be freely controlled according to computer software control. This makes it possible to omit the differential mechanism that was previously considered essential. Therefore, it is possible to reduce the weight equivalent to the differential mechanism, or to reduce the energy loss that would otherwise occur due to the insertion of the differential mechanism. Furthermore, it is now possible to tune steering performance such as understeer and oversteer, which were previously very difficult to adjust, using computer software, allowing the optimal steering function to always be demonstrated according to various situations. It is possible to do so. [Examples] Examples of the present invention will be described in detail below based on the drawings. Figures 1 to 4 show a double-row continuously variable transmission for automobiles to which the present invention is applied! ! An example of the image is shown below. This continuously variable transmission includes a fluid coupling section 1 for starting, a planetary gear section 2 for switching forward and backward, and a belt type continuously variable transmission t! IIR,
It mainly consists of L and deceleration gear parts 3R and 3L. The fluid coupling section 1 transmits the rotational power of the engine E/G to the input shaft via fluid, and even when there is a difference between the engine rotational speed and the vehicle speed when starting or stopping the vehicle, etc. It is designed to transmit power while smoothly absorbing this difference, and is equipped with a lock-up clutch (not shown). The planetary gear unit 2 for forward/reverse switching is a well-known type equipped with a Lavigneau type compound planetary gear mechanism, which obtains two forward speeds and one reverse speed by selectively operating two brakes and one clutch. It is. Belt-type continuously variable transmission parts R and L can switch between forward and backward movement by themselves! Therefore, the replacement is performed in advance using this planetary gear section 2. By arranging the forward/reverse switching planetary gear section 2 on the input side of the belt type continuously variable transmission sections R, L in this manner, only one planetary gear section 2 is required. The belt-type continuously variable transmission units R and L are arranged in parallel on the input shaft and the output shaft, and have V-type pulley devices 10R and 10R, respectively.
Each V-type pulley device 10R, 2OR of the continuously variable transmission section R including 2OR, IOL, and 2OL is a fixed pulley 11, respectively.
Consisting of R, 21R and movable pulleys 12R, 22R,
By sliding the movable pulley 12R122R along the axial direction of the right input shaft 60R or the right output shaft 70R, the width of the V groove formed between the fixed pulley and the movable pulley changes, so that the effective diameter can be changed. It has become. In addition, a transmission belt 30R is stretched between these V-type pulley devices 10R and 120R, and both V-type pulley devices are installed! ! IO
Rotational torque can be transmitted from the input shaft side to the output shaft side at a stepless gear ratio according to changes in the effective diameters of R and 2OR. On the other hand, the belt type continuously variable transmission section has basically the same structure as the belt type continuously variable transmission section R, and the left input shaft 60L.
Fixed pulleys 11L, 21L and movable pulleys 12L, 22L are installed on the side and left side output shafts 70L and 11111, respectively.
A V-type pulley system consisting of! 1F10L. Equipped with 2OL, 1-car type pulley @10L120L, and a transmission belt 30L is stretched between them to achieve continuously variable speed. Also, the V-type pulley equipment on the input shaft side f! ! 10R110L is provided with a hydraulic device having hydraulic chambers 42R, 421 for driving the movable pulleys 12R, 12L,
The V-type pulley equipment W120R, 2OL on the output shaft side has a hydraulic chamber 52 for driving the movable pulleys 22R, 22L.
A hydraulic system with R, 52L is provided. however,
As will be described later, a common line pressure is applied to this hydraulic chamber 52R152L. The input shaft is composed of a right input shaft 60R and a left input shaft 60L, each of which is spline-coupled so that they can rotate integrally. The output shaft is composed of a right output shaft 70R and a left output shaft 70L, which are arranged coaxially and can rotate independently. Moreover, the V-type pulley device 10R110L on the input shaft side is
The movable pulleys 12R112L are arranged to face each other, and are arranged opposite to the output shaft side V-type pulley devices 20R and 2OL, respectively. In this way, the axial arrangement of the fixed pulley and the movable pulley on the input/output side is set to be reversed, so that even if the effective diameter of the V-shaped pulley device changes due to the sliding of each movable pulley, each transmission belt This is because 30R130L can always maintain a state perpendicular to the input/output axis. The reduction gear parts 3R, 3L are coupled to the right and left output shafts 70R, 70L, respectively, and the output shafts 70R, 70
It has a well-known configuration for decelerating the output from L, and is connected to the left and right wheels 90R and 90L, respectively. Next, FIG. 2 shows the main parts of the hydraulic circuit of the double-row continuously variable transmission. In the figure, 1oO is a hydraulic pump for pumping up oil from an oil pan 101 through an oil strainer 103, 104 is a relief valve for regulating the output oil pressure of the hydraulic pump to line pressure, and 106R is a hydraulic chamber in the R row. 42R
Right side flow adjustment valve for adjusting the oil flow mountain to 10
6L is a left flow rate adjustment valve for adjusting the oil flow rate to the hydraulic chambers 42L in the L row. As is clear from the figure, the line pressure regulated by the relief valve 104 is
R separately and independently through the two-way flow regulating valve 106R1106L
It is supplied to the hydraulic chambers 42R and 142L on the input shaft side of the rows and the L rows. On the other hand, on the output shaft side, each hydraulic chamber 52R152
A common line pressure is supplied to L. As a result, the line pressure generated by the hydraulic pump 100 and regulated by the relief valve 104 is
It is simultaneously applied to the output side hydraulic chambers 52R and 52L through the. On the other hand, the oil of the input side hydraulic pressure v42R is the right flow 1
The flow rate is controlled by the ull regulating valve 106R, and the oil passage 112
Supplied via. As a result, the movable pulleys 12R in the R row are driven to have an effective diameter corresponding to the target speed ratio. Also, the oil in the output side hydraulic chamber 42L also flows to the left! The flow rate is controlled by the regulating valve 106L, and the oil is supplied through the oil path 114. As a result, the movable pulleys 12L in the second row are driven to have an effective diameter corresponding to the target speed ratio. In addition, the hydraulic pressure on the input shaft side! The hydraulic pressure supplied to 42R142L is slightly lower than the hydraulic pressure supplied to the hydraulic chambers 52R and 52L on the output shaft side, but the hydraulic pressure supplied to the hydraulic chamber 42R on the input shaft side
By making the pressure receiving area of 142L larger than the pressure receiving area of the hydraulic chamber 52R152 on the output shaft side, the right side and left side flow provided on the input shaft side! l Adjustment valve 106R, 106L
Each speed ratio can be controlled depending on the control of the speed ratio. Next, the control system of this continuously variable transmission will be explained. As shown in FIGS. 1, 3, and 4, the sensors include an input shaft rotation angle sensor 200, a right output shaft rotation angle sensor 202R1, a left output shaft rotation angle sensor 202L, a steering angle sensor 206, and a throttle opening sensor. A temperature sensor 208 is provided and input into the computer via an interface 300 and an analog/digital converter 302. Since the configuration of each sensor itself is well known, detailed explanation will be omitted. These input signals are subjected to arithmetic processing to be described later, and then sent to a digital/analog converter 304 and a voltage/current converter 30.
6 and is output to the relief valve 104, right side flow rate adjustment valve 106R, and left side flow rate adjustment valve 106R1106L. Interface 3
00, the analog/digital converter 302, and the digital/analog converter 304 are connected to the central processing unit i! (CPU)
308, random access memory (RAM>310), which is connected to a read-only memory (ROM) 312 by an address/data bus 314. Next, the operation of this embodiment will be explained with reference to the flowchart shown in FIG. First, in step 400, the engine rotation speed Nin. The rotation speed N0IJi of the right and left output shafts 70R170L.
f:? ,, Nout l , throttle opening θth
, steering angle θst are read. Next, in steps 402 and 404, the speed ratios eR and el for the right and left sides are calculated based on the input actual measurement values. After that, in step 406, the engine torque T
e is determined from the throttle distance θth1 and the human power shaft rotation speed Nin. This map of engine torque Te is stored in advance in read-only memory (ROM) 312. Next, in steps 408 and 410, the engine torque Te
Calculate the line pressure to prevent the drive belt 30R130L from slipping from the speed ratio e. Vout in step 410 is the output voltage corresponding to this line pressure, and the speed ratio e is in step 402.40.
The smaller of the respective speed ratios eR and eL found in step 4 is taken. The reason for this is to ensure that the intended torque transmission is performed without belt slipping even in the continuously variable transmission section which requires higher line pressure. Note that in step 410, is a constant. In step 412, each output shaft rotational speed Nout
From R and Nout L, first calculate the average output shaft rotation speed No.
ut is calculated, and the basic speed ratio e is calculated from this average output shaft rotational speed N0 (1t) and the throttle opening θth. Figure 6 shows an example of this relationship. That is, the same throttle opening At θth, as the average output shaft rotational speed Nout increases, the basic speed ratio eo increases, and at the same average output shaft rotational speed Nout, as the throttle opening θ[h increases, the basic speed ratio e. On the other hand, in step 414, wheel rotation radii rR and rl are calculated from the steering angle θst.As shown in FIG.
This is done by finding it geometrically. In steps 416 and 418, the target speed ratio eoR1θoL of each continuously variable transmission section R1L is set to the average value in step 41.
The basic speed ratio e determined in 2. and e
The target speed ratio eoRNeOL is determined so that oR/8oL-rR/rL. By setting eo R/ eo L -rR/ rl in this way, each wheel can be rotated so that no slip occurs between the wheels and the road surface when the vehicle runs on the trajectory shown in Figure 7. can. In other words, as long as the relationship eo R/eo L - rR/ rL holds true, the vehicle can travel on a curve as shown in FIG. 7 with so-called neutral steering characteristics. Note that in steps 416 and 418,
eo R/ eo L= rR/ rL and,
The target gear ratio eoR1 for the right row and the target gear ratio eoL for the left row are determined from the relationship eo=(eoR+eoL)/2. By adding the right sides and left sides of both steps 416 and 418, e o−<eoR
+e o L)/2 is established, and by dividing the right sides and left sides of both steps 416 and 418, the relationship e o R/8 o L-r R/r L is established. You can understand that. In steps 420 and 422, the right side, left side IJ
111 Output 1 to valve regulator 106R1106L [VinR,
Calculate V inl. This calculation is performed by multiplying the ratio of the deviation to the actual measured value by 2. That is, when the target speed ratio and the detected speed ratio are equal, the output voltages V inR and V inL are zero, and the larger the deviation from the target speed ratio, the output voltages V inR and V inL are zero.
V 1nl- also increases proportionally. In step 424, the calculated output voltage Vout to the relief valve, the right and left flow regulating valves 106R, 1
Output voltages V inR and V inL to 06L are output. The flow from steps 400 to 424 is executed at predetermined time intervals, and thereby both axles 90R19
0L is continuously controlled to the intended rotational speed. Next, a second embodiment of the present invention is shown in FIGS. 8 and 9. This second embodiment will be explained with emphasis on the differences from the first embodiment. First, as shown in FIG. 8, a right side belt transmission torque sensor 21OR1 and a left side belt transmission torque sensor 210L are newly added as input sensors. In this second example, the method for determining the output voltage vout to the relief valve 104 is different. That is, in FIG. 9, in step 400A, in addition to the above-mentioned sensor input, the right belt transmission torque sensor 21OR provided at the
The output TR and the lower output of the left belt transmission torque sensor 21OL are taken in. Also, in steps 406A, 408A, 410A,
The respective detected torques TR, TL and step 40
2. Output voltage to the relief valve 104 according to the speed ratios eR and eL found in 404 ■ outRSV similar It L
are calculated, the larger one, ie, the one with the higher line pressure, is selected, and the selected larger one is output from step 424 as the actual control output voltage Vout. The reason for selecting the higher line pressure is to prevent belt slip, as described above. By determining the output voltage vout to the relief valve 104 using the actually detected transmission torques TR and TL in this way, for example, the total transmission torque (engine torque') Te -4ONra , TTR when the vehicle is traveling straight, etc. −
In the case of 2ON and TL-2ONra, the previous embodiment does not take into account the torque sharing between both continuously variable transmission parts, so twice the line pressure as in the second embodiment is applied, which reduces the transmission efficiency accordingly. , leading to a reduction in belt life. In other words,
This second embodiment allows the minimum necessary line pressure to be applied so that the belt does not slip. Of course, regarding the line pressure control of the valve 104,
Needless to say, it is best to provide two such relief valves 104, connect them separately to the hydraulic valves 52R152L on the output side of the continuously variable transmission section, and then output the output voltages VoutR and VoutL independently. However, such control has a problem in that the configuration becomes complicated. Furthermore, the difference from the previous embodiment is the target speed ratio e. This is a method for determining R,eoL. That is, step 414Δ
In addition to the steering angle θsr, the average output shaft rotational speed (vehicle speed) Nout is considered, and 8oR/eoL is calculated based on this. FIG. 10 shows an example of this relationship. In this example, for the same steering angle θS (the average output shaft rotational speed rIIN out increases, 8oR/
+3oL (or 6o L/6o R) increases, and at the same average output shaft rotational speed Nout, as the steering angle θst increases, 6o R/6o L (or f3o L/eo R) increases. It is. By adjusting this map, it is possible to change and adjust the steering performance of the vehicle to neutral steering, a tendency to oversteer, or a tendency to understeer. In addition, f3oR/e. As L decreases, the car becomes more likely to understeer. In general, it is desirable for passenger cars to be adjusted to slightly understeer, especially at high speeds. At step 416A1418A, the basic speed ratio eo
Using the fact that = (8o R+f3o L)/2, the respective target speed ratios eoR and eoL are calculated. By adding the right sides and the left sides of steps 416A and 418A, eo −< 6o
It can be confirmed that the relationship R+(3o L)/2 holds true. The other configurations and operations are the same as those in the previous embodiment, so repeated explanations will be omitted. According to this second embodiment, it is possible to arbitrarily adjust the steering characteristics using computer software programming. In general, military steering performance such as understeer or oversteer is determined by hardware such as suspension, drive form, and vehicle center of gravity, and can vary greatly depending on usage conditions such as vehicle speed and vehicle turning radius. Many (reverse steer). Therefore, it is extremely difficult to tune the steering performance to an ideal state only on the hard side. According to this second embodiment, the vehicle speed,
The steering performance can always be maintained at the intended characteristics depending on factors such as the turning radius of the vehicle. Moreover, the line pressure on the output shaft side can be supplied rationally. This is as described above. In addition, in the above embodiment, as shown in FIG. 1, an example was shown in which the left and right front wheels of the vehicle are independently driven using two continuously variable transmission mechanisms, but the present invention is not limited to this. It is obvious that the present invention is not limited to this and can be applied to automobiles that drive the rear wheels of the vehicle. Furthermore, it is also possible to provide four rows of continuously variable transmission mechanisms to drive the left and right front and rear wheels of the vehicle independently. In the case of four-wheel drive, it is also possible to provide a drive system in which only two rows of continuously variable transmission mechanisms are provided and the device according to the present invention is combined with a device using a conventional differential mechanism. Further, in the above embodiment, the auxiliary transmission device for switching between forward and backward travel is arranged on the input side of the continuously variable transmission section, so that only one auxiliary transmission device is required, but the present invention is not limited to this. Instead, one auxiliary transmission device may be interposed in each connection path to each wheel. By doing so, the input to the continuously variable transmission section is always in the same direction, and since torque amplification is not performed, the durability of the continuously variable transmission section can be increased. Furthermore, since the rotation direction of the left and right wheels can be reversed and the rotation speed thereof can be set arbitrarily, it is also possible to change direction on the spot, for example, while the vehicle is stopped. Furthermore, in the above embodiment, the two continuously variable transmission sections were designed to be ideally controlled without variation, but in the present invention, for example, a By arranging joint means that can transmit torque and ri while allowing slippage, variations in power transmission in each continuously variable transmission section can be absorbed, and straightness can be more stabilized. It's not a hindrance. (Effects of the Invention) As explained above, according to the present invention, the continuously variable transmission mechanism can be easily applied to large-displacement automobiles, and
An excellent effect can be obtained in that the differential mechanism, which was conventionally essential, can be omitted. Another great feature is that steering performance, which has traditionally been extremely difficult to adjust, can now be adjusted arbitrarily and easily using computer software, taking into consideration usage conditions such as vehicle speed and vehicle turning radius. Effects can also be obtained.

[Brief explanation of the drawing]

FIG. 1 is an overall schematic skeleton diagram showing an embodiment of a double-row continuously variable transmission for a vehicle according to the present invention, FIG. 2 is a partial schematic diagram of a hydraulic control circuit in the above embodiment, and FIG. Similarly, FIG. 4 is a side view showing the arrangement positions of the steering angle sensor and throttle opening sensor, FIG. 4 is a block diagram showing the input/output relationship to the computer, and FIG. 5 is the control routine used in the above embodiment. 6 is a diagram showing an example of the map between average output shaft rotational speed and throttle opening, and FIG. 7 is a diagram showing the principle of geometrically determining the wheel rotation radius. , FIG. 8 is a block diagram equivalent to FIG. 4 showing the input/output relationship to the computer according to the second embodiment of the present invention, FIG. 9 is a flowchart equivalent to FIG. 5, and FIG. 10 is a flowchart equivalent to FIG. , is a miniature map showing an example of a map of steering turning angle and average output shaft rotation speed. 1...Fluid joint part, 2...Easy wheel for forward/reverse switching! IiI car part, 3R...
Right side reduction gear part, 3L...Left side reduction gear part, 10R12OR...Right side V-type pulley device, 10m, 2
OL...Left side V-type pulley device, 11R, 21R...
Right side fixed pulley, 11m, 21L...Left side fixed pulley, 12R, 22R...Right side movable pulley, 12L, 22
L...Left side movable pulley, 30R...Right side transmission belt, 30L...Left side transmission belt, 42R...Input shaft right side hydraulic chamber, 42L...Input shaft left side hydraulic chamber, 52R...Output shaft Right side hydraulic chamber, 52L...Output shaft left side hydraulic chamber, 60R...Right side input shaft, 60L...Left side input shaft, 70R...Right side output shaft, 70L...Left side output shaft, 90R... Right front axle, 90L...Left front wheel, 100...Hydraulic pump, 104...Right side, left side common relief valve, 106R...
・Right flow! Regulating valve, 106L... Left side flow rate regulating valve, θsr... Steering turning angle, θth... Throttle opening degree, "R... Right wheel rotation radius, rl-... Left wheel rotation radius, eR・... (detected) right side speed ratio, el... (detected) left side speed ratio, e, ... basic speed ratio, eoR... right side target speed ratio, eoL... left side target speed ratio , Nin...engine rotation speed, Te...(required) engine torque, lower R...
(Detected) right side engine torque, TL... (Detected) left side engine torque, VOLIt... Output voltage to the relief valve, V inR... Right side flow 1! ! Output voltage to the regulating valve, V 1nl-...left side flow! Output voltage to regulating valve.

Claims (13)

[Claims] (1) A V-shaped pulley device consisting of a fixed pulley and a movable pulley and each pulley having a variable effective diameter is provided on the input shaft and the output shaft, respectively, and a power transmission belt is stretched between the V-shaped pulley devices. At least two rows of belt-type continuously variable transmission mechanisms are provided in parallel between the input shaft and the output shaft, and the belt type continuously variable transmission mechanism is capable of transmitting the rotation of the input shaft side to the output shaft side in a stepless manner. The output shaft of the belt type continuously variable transmission mechanism is
1. A double-row continuously variable transmission for a vehicle, characterized in that the double-row continuously variable transmission is each independently connected to separate wheels including at least a pair of left and right wheels. (2) The double-row continuously variable transmission for a vehicle according to claim 1, wherein the separate wheels are left and right rear wheels of the vehicle. (3) The double-row continuously variable transmission for a vehicle according to claim 1, wherein the separate wheels are left and right front wheels of the vehicle. (4) The double-row continuously variable transmission for a vehicle according to claim 1, wherein the separate wheels are left and right front and rear wheels of the vehicle. (5) An auxiliary transmission device having at least a forward/reverse switching function is interposed in each connection path from the belt type continuously variable transmission mechanism to the wheels.
The double-row continuously variable transmission for a vehicle according to any one of Item 4. (6) A joint means capable of transmitting torque while allowing slippage is disposed between each V-type pulley device on the input shaft. a double-row continuously variable transmission for a vehicle according to any one of the above; (7) A V-shaped pulley device consisting of a fixed pulley and a movable pulley and each pulley having a variable effective diameter is provided on the input shaft and the output shaft, respectively, and a power transmission belt is stretched between the V-shaped pulley devices. At least two rows of belt-type continuously variable transmission mechanisms are provided in parallel between the input shaft and the output shaft, and the belt type continuously variable transmission mechanism is capable of transmitting the rotation of the input shaft side to the output shaft side in a stepless manner. The output shaft of the belt type continuously variable transmission mechanism is
A procedure for detecting a turning angle of a steering wheel when controlling a vehicular double-row continuously variable transmission device each independently connected to separate wheels including at least a pair of left and right wheels; and the belt type continuously variable transmission mechanism. The ratio of the respective speed ratios of
A double-row continuously variable transmission device for a vehicle, comprising: a step of controlling each speed ratio of the belt type continuously variable transmission mechanism so as to reach a target value related to at least the turning angle of the steering wheel. control method. (8) The method for controlling a double-row continuously variable transmission for a vehicle according to claim 7, wherein the target value is set as a function of a steering angle and a vehicle speed. (9) In controlling the speed ratios, the average of the left and right speed ratios is maintained as a function of at least engine load and vehicle speed. A control method for a double-row continuously variable transmission for a vehicle. (10) A common hydraulic pressure is supplied to a hydraulic chamber for driving both movable pulleys on either one of the input shaft side and the output shaft side. 9
A method for controlling a double-row continuously variable transmission for a vehicle according to any one of the items. (11) The vehicle according to claim 10, wherein the oil pressure is set as a function of the smaller of the respective speed ratios of the belt-type continuously variable transmission mechanism and engine torque. A control method for a double-row continuously variable transmission. (12) The method for controlling a double-row continuously variable transmission for a vehicle according to claim 11, wherein the engine torque is determined from a map based on an accelerator depression amount and an engine rotation speed. (13) Claim 10, wherein the oil pressure is set to the larger of values determined as a function of the respective speed ratios and the respective transmission torques of the belt type continuously variable transmission mechanism. A method of controlling a double-row continuously variable transmission for a vehicle as described in .