JP3221208B2 - Clutch control device for continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a clutch control device for a continuously variable transmission, and in particular, eliminates the supply of clutch pressure to a manual shift valve and a shift servo valve and supplies clutch pressure directly to a hydraulic clutch. The present invention relates to a clutch control device for a continuously variable transmission.

[0002]

2. Description of the Related Art A vehicle such as an automobile is equipped with a transmission in order to appropriately extract a driving force generated by an internal combustion engine in accordance with an operation state. As the transmission, there are a gear transmission that takes out the gear ratio by changing the gear ratio stepwise, and a continuously variable transmission that takes out the gear ratio by changing the gear ratio steplessly with a pulley and a belt.

[0003] Some continuously variable transmissions change the gear ratio by pressure oil. In this continuously variable transmission, the drive-side pulley and the driven-side pulley are relatively increased / decreased by the primary oil pressure and the line pressure, respectively. , The rotational radius of the belt wound around the belt is relatively increased or decreased to continuously change the gear ratio.

Such a hydraulic control device for a continuously variable transmission has already been filed by the assignee of the present invention,
There is one disclosed in Japanese Patent Application Laid-Open No. 89071. The safety device for an automatic transmission disclosed in this publication is provided with a hydraulic supply stop mechanism for stopping supply of hydraulic pressure to a hydraulic clutch,
When the shift servo valve for switching the forward / reverse switching mechanism of the starting transmission is not operated, engagement of the hydraulic clutch is prevented, and the vehicle cannot be started.

[0005]

In a conventional hydraulic circuit of a clutch control device for a continuously variable transmission, as shown in FIG. 4, a shift servo valve 364 is connected to a manual shift valve 326 for two line pressures. Passages 360, 36
2 and the clutch pressure communication passages 388 and 390 are connected to each other, and one clutch pressure communication passage 388 is connected to the hydraulic clutch 254.

At this time, the manual shift valve 326
Servo valve 364 by the line pressure supplied from
The shift servo rod 372 is moved, a shift fork 374 fixed to the shift servo rod 372 is operated, and a forward / reverse switching mechanism (not shown) is operated to switch between forward (FWD) and reverse (REV). I have.

The clutch pressure is controlled by the shift servo valve 36.
4, when the clutch pressure is in a required range, that is, when the position of the shift lever (not shown) is R, D, or L,
The oil is supplied to the hydraulic clutch 254 via the oil pressure sensor 386.

Such an operation is realized by directly connecting the manual shift valve 326 and the shift lever with a rod or a shift cable. That is, the manual shift valve 326 is moved according to the position of the shift lever, which is the range of the shift lever,
The line pressure and the clutch pressure are supplied to the shift servo valve 364.

However, as described above, in the conventional hydraulic circuit, both the line pressure and the clutch pressure are supplied from the manual shift valve into the shift servo valve, and both hydraulic pressures are controlled.

As a result, the hydraulic circuits of the manual shift valve and the shift servo valve become complicated, piping work becomes difficult, and the hydraulic circuit until the clutch pressure acts on the hydraulic clutch becomes longer, resulting in poor clutch responsiveness. There are inconveniences.

Further, the complicated shape of the manual shift valve and the shift servo valve causes the size of each valve to be increased, which may cause adverse effects such as leakage of hydraulic pressure due to its structure, and is difficult to manufacture. However, there is an inconvenience that the cost becomes large and it is economically disadvantageous.

[0012]

SUMMARY OF THE INVENTION In order to eliminate the above-mentioned disadvantages, the present invention provides a method in which each groove width of a driving side pulley and a driven side pulley is relatively controlled by hydraulic oil of a primary pressure and a line pressure, respectively. In a continuously variable transmission that changes the gear ratio by relatively increasing or decreasing the radius of rotation of the belt wound around the driving-side pulley and the driven-side pulley by changing the driven pulley and the oil pump, A first line pressure communication passage connecting the line pressure passage and the manual shift valve is provided, and a second and third line pressure communication passage connecting the manual shift valve and the shift servo valve are provided. A fourth oil passage for communicating the line pressure passage with the clutch pressure control valve; a clutch communication passage for communicating the clutch pressure control valve with the hydraulic clutch; An electromagnetic valve for opening and closing a passage in the middle Ji communication passage provided, characterized in that a control means for controlling opening and closing of the solenoid valve according to the position the position of the shift lever.

[0013]

According to the invention described above, when the continuously variable transmission is driven, the control means controls the opening and closing of the solenoid valve in accordance with the position of the shift lever, and supplies the clutch pressure to the hydraulic clutch via the clutch communication passage. And good clutch response.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below in detail with reference to the drawings.

1 to 3 show an embodiment of the present invention. In FIG. 2, reference numeral 2 denotes an internal combustion engine mounted on a vehicle, 4 denotes a continuously variable transmission, and 6 denotes a transmission case. The transmission case 6 includes a right case 8 on the internal combustion engine 2 side, a left case 10 as a main case connected to the right case 8, and a side case 12 connected to the left case 10. In the right case 8, a right case wall portion 14 is provided on the joining side of the left case 10 so as to extend in the vertical direction in FIG. 2. Also, the left case 10 has a left case wall 16 on the joint side of the side case 12 and substantially parallel to the right case wall 14.
Are connected.

The continuously variable transmission 4 includes a driving pulley 18 and
A driven pulley 20, and a belt 22 wound around the driven pulley 18 and the driven pulley 20, which is hydraulically controlled to change the turning radius of the belt 22, thereby continuously changing the gear ratio. It is.

The drive pulley 18 has a drive shaft 24 connected to the internal combustion engine 2, a drive-side fixed pulley piece 26 provided integrally with the drive shaft 24, and is axially movable with respect to the drive shaft 24. And a drive-side movable pulley piece 28 provided non-rotatably. The drive shaft 24 has one end pivotally supported by the right case wall 14 and the other end pivotally supported by the left case wall 16. On the rear side of the drive-side movable pulley part 28, a drive-side housing 32 that forms a drive-side hydraulic chamber 30 in cooperation with the rear side of the drive-side movable pulley part 28 is fixed to the drive shaft 24. . The drive-side hydraulic chamber 30 is connected to a drive-shaft-side oil passage 34 formed at the other end of the drive shaft 24.

An oil pump 36 is provided on the back side of the driving-side fixed pulley portion 26. The oil pump 36 is driven by the rotation of the drive shaft 24,
It sucks oil in an oil pan (not shown) and sends it to a hydraulic control system or a lubrication system.

A damper 38 is provided in the light case 8 at one end of the drive shaft 24 on the side of the internal combustion engine 2.

The driven pulley 20 is connected to the drive shaft 24.
A driven shaft 40 disposed in parallel with the driving shaft, a driven fixed pulley portion 42 disposed corresponding to the driving movable pulley portion 28 and provided integrally with the driven shaft 40, A driven pulley part 44 is provided corresponding to the side fixed pulley part 26 and is provided on the driven shaft 40 so as to be axially movable and non-rotatable. The driven shaft 40 has one end supported by the right case wall 14 and the other end supported by the left case wall 16.
It is pivoted on. On the back side of the driven side movable pulley portion piece 44, a driven side housing 48 forming a driven side hydraulic chamber 46 in cooperation with the back side of the driven side movable pulley portion piece 44 is attached to the driven shaft 40. It is fixed. The driven-side hydraulic chamber 46 is connected to a driven-shaft-side oil passage 50 formed in the driven shaft 40.

In the driven-side hydraulic chamber 46, between the driven-side movable pulley portion 44 and the driven-side housing 48, the driven-side movable pulley portion 44 is connected to the driven-side fixed pulley portion. A spring 52 for pressing toward the side 42 is contracted. Even when the rotation of the oil pump 36 is low and the line pressure (pump pressure) is low at the time of starting the internal combustion engine 2 or the like, the spring 52 keeps the gear ratio at full low and keeps the belt 22 at a minimum for preventing the belt 22 from slipping. The force is given.

A hydraulic clutch 54 is provided on the rear side of the driven-side fixed pulley piece 42. The hydraulic clutch 54 connects and disconnects the driving force from the driven shaft 40 to a clutch output shaft 56 rotatably fitted to the driven shaft 40. A first drive gear 58 and a second drive gear 60 are fixed to the clutch output shaft 56.

A counter shaft 62 is supported by the right case wall portion 14 and the left case wall portion 16.

A reduction drive gear 66 of a reduction gear mechanism 64 is fixedly provided at one end of the counter shaft 62.
The reduction drive gear 66 includes a reduction driven gear 68.
Are engaged. The reduction driven gear 68 is fixed to the differential case 72 of the differential section 70. The left and right wheel shafts 74 are connected to the differential unit 70.

At the other end of the counter shaft 62, a reverse gear 78, a forward gear 80, a reverse gear 78 and a ford gear 8
A synchronous meshing mechanism 82 is provided between the zero. The reverse gear 78 is connected to the first drive gear 58 via a reverse idler gear 86 of a reverse idler gear mechanism 84. Further, the forward gear 80 is directly meshed with the second drive gear 60.

A valve body 88 is mounted on one side wall surface of the left case wall 16 on the side case 12 side via a separate plate (not shown). The valve body 88 includes a first line pressure control valve 90, a second line pressure control valve 92, and a ratio pressure control valve 9 as various hydraulic control valves.
4, a clutch pressure control valve 96, and a cooling control valve 98 are provided at predetermined positions, a solenoid regulator valve 100 and a lube regulator valve 102 are provided at predetermined positions, and a line solenoid valve 104 and a ratio solenoid valve 106 are provided. And a clutch solenoid valve 108 are provided at predetermined positions.

A body mounting surface (not shown) of the valve body 88 that contacts a separate plate (not shown) includes
Various hydraulic passages of the hydraulic control circuit 110, which will be described later, and body-side oil passages (not shown) that constitute a part of the various oil passages are formed to be concave.

On a side wall surface of the left case wall 16 of the left case 10 which is in contact with a separate plate (not shown) on the side case 12 side, various hydraulic passages of the hydraulic control circuit 110 and other parts of the various oil passages are formed. A case-side oil passage (not shown) is formed to be concave.

Next, the hydraulic control circuit of the continuously variable transmission 4 will be described. That is, as shown in FIG.
Numeral 0 has a plurality of hydraulic passages and oil passages for guiding oil from the oil pump 36. The hydraulic passage and the oil passage are constituted by the body-side oil passage, the case-side oil passage, and the plate-side oil hole (not shown).

That is, one end of the line pressure passage 112 is connected to the oil pump 36. Oil pump 3
Numeral 6 is for generating a line pressure by feeding oil sucked from an oil strainer 114 in the oil pan to the line pressure passage 112. The other end of the line pressure passage 112 is connected to the driven hydraulic chamber 46 of the driven pulley 20.
Is communicated to.

The line pressure passage 112 has a first oil passage 1
16 communicates with the first line pressure control valve 90,
The second line pressure control valve 92 is connected via an oil passage 118, the ratio pressure control valve 94 is connected via a third oil passage 120, the clutch control valve 96 is connected via a fourth oil passage 122, A manual shift valve 126 is connected via a fifth oil passage 124 which is a first line pressure communication passage, a solenoid regulator valve 100 is connected via a sixth oil passage 128, and a relief is provided via a seventh oil passage 130. Valve 132
Has been contacted.

The first line pressure control valve 90 and the second line pressure control valve 92 are connected by an eighth oil passage 134. The first line pressure control valve 90 is connected to a line-side oil passage 136 as a ninth oil passage provided with the line solenoid valve 104.

In the middle of the line-side oil passage 136, an orifice 138 for suppressing hydraulic pulsation when the oil temperature is high.
Is provided. The orifice 138 is provided in a line pressure hole of a separate plate (not shown).

The tenth oil passage 140 provided with the ratio solenoid valve 106 is connected to the ratio pressure control valve 94. Line side oil passage 136 and tenth oil passage 14
0 is connected at the connection section 142.

The ratio pressure control valve 94 is connected to one end of the body ratio pressure oil passage 144 formed in the valve body 88. The other end of the body ratio pressure oil passage 144 communicates with the drive side hydraulic chamber 30 of the drive pulley 18. In the middle of the body ratio pressure passage 144, an eleventh oil passage 146 communicating with the cooling control valve 98 is connected.

An oil cooler 150 is connected to the cooling control valve 98 via a twelfth oil passage 148, and the clutch pressure control valve 96 is connected to the cooling control valve 98 via a thirteenth passage 152 where a clutch pressure is applied. In the middle of the thirteenth passage 152, the fourteenth passage communicating with the clutch pressure control valve 96 is formed.
An oil passage 156 is connected. This fourteenth oil passage 156
Functions as a clutch communication passage described later, and is connected to the hydraulic clutch 54.

A clutch solenoid valve 108 is connected to the clutch pressure control valve 96 via a fifteenth oil passage 158.

The manual shift valve 126 has a second
The third line pressure communication passages 160 and 162 communicate with a shift servo valve 164 of the shift mechanism.

The shift servo valve 164 includes a servo cylinder 166, a servo piston 170 that moves within the servo cylinder 166 to form a hydraulic chamber 168, a shift servo rod 172 fixed to the servo piston 170, The shift fork 17 fixed to the shift servo rod 172 and operating the forward / reverse switching mechanism 76
And 4.

A lube pressure passage 176 is connected between the oil pump 36 and the second line pressure control valve 92. The lube pressure regulator valve 102 is provided in the middle of the lube pressure passage 176.

Further, the clutch pressure control valve 96 is connected to the hydraulic clutch 54 by a fourteenth oil passage 156, which is a clutch communication passage, and is provided with an electromagnetic valve 178 for opening and closing the passage in the middle of the fourteenth oil passage 156. The solenoid valve 17 is operated in accordance with the position of the shift lever (not shown).
8 is provided with control means 180 for controlling opening and closing.

More specifically, the control means 180 opens the solenoid valve 178 when the position of the shift lever (not shown) is the R, D, or L position, and sets the position of the shift lever (not shown) to P, N In the case of the position, the solenoid valve 178 is controlled to be closed. The manual shift valve 126 is configured as a line pressure only circuit, and a forward / backward switching mechanism (not shown) is operated to perform only forward (FWD) and reverse (REV) switching.

Further, a control means (ECU) 180 is provided as an electronic control unit for inputting various conditions such as the throttle opening of a carburetor (not shown) and the engine rotation of the vehicle, changing the duty ratio, and performing shift control. 1
80 controls the opening and closing operations of the line solenoid valve 104, the ratio solenoid valve 106, and the clutch solenoid valve 108.

The various signals input to the control means 180 and the functions of the input signals will be described in detail. The following description is based on the detection signals of the shift lever position... Control of line pressure, belt ratio and clutch required for each range, detection signal of carburetor throttle opening …… Detects engine torque from memory input in advance in the program, and determines target belt ratio or target engine speed. Detection signal of carburetor idle position …… Improvement of accuracy in correction and control of carburetor throttle opening sensor, Accelerator pedal signal …… Detects the driver's will based on the depression of the accelerator pedal, and determines the control direction when driving or starting. Decision, brake signal …… Detects whether the brake pedal is depressed or not, and Determining the control method such as disconnection of the switch, the power mode option signal ...... The performance of the vehicle is sporty (or economy)
Is used as an option (see Fig. 3).

A drive shaft rotation detecting gear (not shown) is provided outside the drive housing 32, and a drive shaft side rotation detector 18 is provided near an outer peripheral portion of the drive shaft rotation detecting gear.
2 are provided. Further, a driven shaft rotation detection gear (not shown) is provided outside the driven side housing 48, and an output shaft side rotation detector 184 is provided near an outer peripheral portion of the driven shaft rotation detection gear. The drive shaft side rotation detector 18
2 and the detection signal of the driven shaft side rotation detector 184 are output to the control means 180 and used to grasp the engine speed and the belt ratio.

Reference numeral 186 denotes the fourteenth oil passage 156.
Is provided between the hydraulic clutch 54 and the solenoid valve 178 to detect a clutch pressure.

Next, the operation of this embodiment will be described.

In the continuously variable transmission 2, as shown in FIG. 2, an oil pump 36 located on the drive shaft 24 operates in accordance with the rotation of the drive shaft 24. Inhaled through a filter (not shown). The line pressure, which is the pump pressure, is controlled by first and second line pressure control valves 90 and 92, and the amount of leakage from the first and second line pressure control valves 90 and 92, that is, the first and second line pressure control valves 90 and 92.
If the relief amount of the line pressure control valves 90 and 92 is large, the line pressure will be low, and if it is small, the line pressure will be high.

By the way, in this embodiment, the manual shift valve 126 is a circuit using only the line pressure, and the manual shift valve 126 operates a forward / reverse switching mechanism (not shown) to move forward (FWD) and reverse (REV). ) Only.

When the position of the shift lever (not shown) is the R, D, or L position, the control means 18
The solenoid valve 178 is opened by 0, and the clutch pressure is supplied to the hydraulic clutch 54 through the fourteenth oil passage 156 which is a clutch communication passage.

On the other hand, when the position of the shift lever (not shown) is at the P or N position, the electromagnetic valve 178 is closed by the control means 180 and the supply of the clutch pressure to the hydraulic clutch 54 is cut off.

Thus, the clutch pressure control valve 96 is connected to the hydraulic clutch 54 via the fourteenth oil passage 156, which is the clutch communication passage, so that the clutch pressure can be controlled independently, and the clutch responsiveness can be improved. This is practically advantageous.

Further, as shown in FIG. 1, the hydraulic circuit can be simplified as compared with the conventional art, so that the hydraulic circuit can be shortened, the material cost can be reduced, the cost can be reduced, and the piping work can be reduced. This facilitates the mounting and improves the mounting workability.

Further, by independently controlling only the clutch pressure, the shapes of the manual shift valve 126 and the shift servo valve 164 can be simplified, and the manual shift valve 12
6 and the size of the shift servo valve 164 can be reduced, contributing to space saving.

Further, by opening and closing the middle of the fourteenth oil passage 156, which is the clutch communication passage, by a solenoid valve 178, the fourteenth oil passage 156 can be electrically opened and closed accurately and hydraulically and pneumatically. As compared with the opening / closing mechanism according to the above, there is no restriction in the piping arrangement, which is practically advantageous, and there is no fear that the arrangement of the solenoid valve 178 is restricted.

Further, as shown in FIG.
By controlling the opening and closing operation of the solenoid valve by the control means 180, the solenoid valve 178 can be reliably opened and closed.
This can improve the reliability of the control operation.

Further, the solenoid valve 178 is controlled to open and close by a position position of a shift lever (not shown), so that a position position requiring a clutch pressure, that is, R,
In the case of the D and L positions, the solenoid valve 178 can be opened by operating the solenoid valve 178 ON, and the clutch pressure can be reliably supplied to the hydraulic clutch 54.

[0058]

As described above in detail, according to the present invention, the drive is performed by relatively increasing or decreasing the groove widths of the driving side pulley and the driven side pulley by the hydraulic oil of the primary pressure and the line pressure, respectively. In a continuously variable transmission that changes the gear ratio by relatively increasing or decreasing the radius of rotation of a belt wound around a side pulley and a driven side pulley, a line pressure passage that connects the driven pulley and the oil pump is provided. A first line pressure communication passage connecting the line pressure passage and the manual shift valve; a second and a third line pressure communication passage connecting the manual shift valve and the shift servo valve; A fourth oil passage communicating with the pressure control valve is provided, a clutch communication passage communicating the clutch pressure control valve with the hydraulic clutch is provided, and the passage is opened and closed in the middle of the clutch communication passage. Since the magnetic valve is provided and the control means for opening and closing the electromagnetic valve according to the position position of the shift lever is provided, the clutch pressure control valve is connected to the hydraulic clutch through the clutch communication passage, and the clutch pressure is independently controlled. And the clutch responsiveness can be improved, which is practically advantageous. Also, since the hydraulic circuit can be simplified as compared with the conventional case, the hydraulic circuit can be shortened, the material cost can be reduced, the cost can be reduced, the piping work can be simplified, and the mounting workability can be improved. Gain.
Furthermore, by independently controlling only the clutch pressure,
The shape of the manual shift valve and the shift servo valve can be simplified, and the dimensions of the manual shift valve and the shift servo valve can be reduced, contributing to space saving. Furthermore, by opening and closing the clutch communication passage halfway by a solenoid valve,
The clutch communication passage can be opened and closed accurately, and it is practically advantageous, compared to the opening and closing mechanism using hydraulic pressure or pneumatic pressure, and there is a possibility that the arrangement of the solenoid valve is limited. There is no such thing. Further, by controlling the opening and closing operation of the solenoid valve by the control means, the solenoid valve can be reliably opened and closed, and the reliability of the control operation can be improved.

Control means for controlling the solenoid valve to open when the shift lever position is at the R, D, or L position and to close the solenoid valve when the shift lever position is at the P or N position. Then, opening and closing control of the solenoid valve by the position position of the shift lever, that is, the position position where clutch pressure is required, that is, R, D, L
In the case of the position, the solenoid valve can be opened by turning on the solenoid valve, and the clutch pressure can be reliably supplied to the hydraulic clutch.

[Brief description of the drawings]

FIG. 1 is a hydraulic circuit diagram of a continuously variable transmission showing an embodiment of the present invention.

FIG. 2 is a schematic sectional view of a continuously variable transmission.

FIG. 3 is a control block diagram of a clutch control device of the continuously variable transmission.

FIG. 4 is a schematic hydraulic circuit diagram of a manual shift valve and a shift servo valve portion showing the prior art of the present invention.

[Explanation of symbols]

 Reference Signs List 2 internal combustion engine 4 continuously variable transmission 6 transmission case 18 drive pulley 20 driven pulley 22 belt 24 drive shaft 28 drive side movable pulley piece 36 oil pump 40 driven shaft 54 hydraulic clutch 62 counter shaft 70 differential portion 74 wheels Shaft 76 Forward / reverse switching mechanism 82 Synchronous meshing mechanism 84 Reverse idler gear mechanism 90 First line pressure control valve 92 Second line pressure control valve 94 Ratio pressure control valve 96 Clutch pressure control valve 98 Cooling control valve 100 Solenoid regulator valve 102 Lube regulator Valve 104 Line solenoid valve 106 Ratio solenoid valve 108 Clutch solenoid valve 110 Hydraulic control circuit 112 Line pressure passage 116 First oil passage 118 Second oil passage 120 Third oil passage 122 Fourth oil passage 124 Fifth oil passage 126 Manual shift valve 128 6 oil passage 130 seventh oil passage 132 relief valve 134 eighth oil passage 136 line-side oil passage 138 orifice 140 10 oil passage 144 body ratio pressure oil passage 146 eleventh oil passage 148 twelfth oil passage 152 thirteenth passage 154 cooling oil Passageway 156 Fourteenth oil passage 158 Fifteenth oil passage 160 Second line pressure communication passage 162 Third line pressure communication passage 164 Shift servo valve 178 Solenoid valve 180 Control means

──────────────────────────────────────────────────続 き Continued on the front page (58) Field surveyed (Int. Cl. ⁷ , DB name) F16D 48/00-48/12

Claims (2)

(57) [Claims] 1. The drive pulley and the driven pulley are wound around the drive pulley and the driven pulley by relatively increasing and decreasing respective groove widths of the drive pulley and the driven pulley by hydraulic oil of a primary pressure and a line pressure, respectively. In a continuously variable transmission that changes the gear ratio by relatively increasing or decreasing the radius of rotation of the belt, a line pressure passage that connects the driven pulley and the oil pump is provided, and the line pressure passage and the manual shift valve are connected. A first line pressure communication passage for communication is provided, and second and third line pressure communication passages for connecting the manual shift valve and the shift servo valve are provided. The line pressure passage and the clutch pressure control valve are connected.
A fourth oil path is provided for the clutch pressure control valve and the hydraulic clutch.
Way clutch walkway provided with a clutch communication passage for communicating the pitch to provide a solenoid valve for opening and closing the passage, characterized in that a control means for controlling opening and closing of the solenoid valve according to the position the position of the shift lever Control device for a continuously variable transmission. 2. The control means opens the solenoid valve when the shift lever is in the R, D, L position and closes the solenoid valve when the shift lever is in the P, N position. The clutch control device for a continuously variable transmission according to claim 1, which is control means for controlling the transmission.