JP3376860B2 - Transmission control device for toroidal type 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 an improvement of a shift control device for a toroidal type continuously variable transmission used in a vehicle or the like.

[0002]

2. Description of the Related Art In a toroidal type continuously variable transmission adopted in a vehicle such as an automobile, shift control is performed by hydraulic pressure. As such a shift control device, Japanese Patent Application No. 8- 308331 and the like.

As shown in FIGS. 8 to 9, this is a pair of power rollers 3 (FIG. 8) sandwiched between a pair of input disks 6 and output disks (not shown) having toroidal grooves formed on opposite surfaces. The eccentricity whose base end is supported by a pair of trunnions 4 (only one of which is shown in the figure) as roller support members which are erected at predetermined intervals with the rotary shaft of the input / output disk sandwiched therebetween. It is rotatably supported by the shaft 5.

The trunnion 4 has a shaft portion 4A provided at the lower portion thereof coupled to the piston 11 of the hydraulic servo cylinder 1 and is supported so as to be displaceable in the axial direction and around the axis.

Therefore, the power roller 3 changes the rotation angle = tilt angle around the Z axis in accordance with the displacement of the trunnion 4 in the axial direction (Z axis direction in the drawing; the same applies hereinafter), so that an arbitrary gear ratio is obtained. Is set steplessly.

The piston 11 of the hydraulic servo cylinder 1 is
The shaft portion 4A is displaced in the vertical direction in the drawing in accordance with the pressure difference between the oil chambers 10H and 10L defined in the upper and lower directions, and is rotated in accordance with the tilt of the power roller 3 to continuously change the gear ratio. Transmit torque while changing.

Then, the trunnion 4 is provided at the lower end of the shaft portion 4A.
Process cam 2 for transmitting the axial displacement and the axial displacement of the shaft to the feedback link 54 (feedback member).
The guide groove 20 formed on the side surface of the precess cam 2 guides the engaging member 55a provided on the feedback link 54, and the feedback link 54 is provided on the other end via the swing shaft 57. 58 is displaced in the X-axis direction in the figure.

The ball 58 is attached to an engaging portion 90 formed at one end of a speed change link 9 that connects the speed change control valve 7 for sucking and discharging hydraulic oil to and from the hydraulic servo cylinder oil chambers 10H, 10L. Engage.

At the other end of the speed change link 9, a pin 52 protruding from a slider 52 axially driven by a step motor 50 as an actuator via a speed reduction mechanism 51.
An engaging portion 91 that engages with a is formed, and further, at a predetermined position in the middle of the speed change link 9, the pin 53 of the connecting member 53 is formed.
The rod portion 80 of the spool 8 that slides on the inner periphery of the hole portion 7a of the shift control valve 7 is connected via a.

The valve body 70 of the shift control valve 7 is shown in FIG.
As shown in 0, one end is formed with an opening 71 to allow the spool 8 to move in and out, and between the side surface 70a having the opening 71 and the connecting member 53, the outer diameter is larger than the inner diameter of the hole 7a. A large spring 30 'is interposed, and it is possible to absorb the looseness between the feedback link 54 and each link such as the speed change link 9 and the recess cam 2 by one component, and perform accurate control.

Then, the valve body 70 of the shift control valve 7
Is a supply pressure port 17P communicating with a pump (not shown).
Is formed substantially at the center in the axial direction (vertical direction in FIG. 9), and drain ports 17D, 17D are formed at both ends.
Then, between these drain ports 17D, 17D and the supply pressure port 17P, a port 17H communicating with the oil chamber 10H of the hydraulic servo cylinder 1 via an oil passage 12H and a hydraulic servo cylinder 1 of the hydraulic servo cylinder 1 via an oil passage 12L. A port 17L that communicates with the oil chamber 10L is formed. The oil passage 12L
The supply pressure to the oil roller 12 acts as a hydraulic pressure P _Lo for shifting the power roller 3 to the Lo side, and similarly, the supply pressure to the oil passage 12H is
It acts as a hydraulic pressure P _Hi for shifting the power roller 3 to the Hi side.

On the other hand, lands 8a, 8b and 8c are formed on the spool 8 from the speed change link 9 side, and at the neutral position of the spool 8, the drain ports 17D and 17D and the supply pressure port 17P are selected by the lands 8a to 8c. Are hydraulically sealed to hold the hydraulic pressure in the oil chambers 10H, 10L of the hydraulic servo cylinder 1.

When the spool 8 drives the step motor 50 from this neutral position to displace the engaging portion 91 side of the speed change link 9, hydraulic pressure is supplied from the supply pressure port 17P to one of the port 17H or the port 17L. The other side is connected to the drain port 17D, and the hydraulic servo cylinder 1 moves the trunnion 4 according to the pressure difference between the upper and lower oil chambers 10H and 10L.
Is displaced in the axial direction, the power roller 3 tilts and the gear shift is started.

The tilting of the power roller 3 and the axial displacement of the trunnion 4 are commanded to the step motor 50 by displacing the engaging portion 90 side provided at the other end of the speed change link 9 via the feedback link 54. When the target gear ratio and the actual gear ratio transmitted to the feedback link 54 match, the spool 8 can return to the neutral position again and maintain a predetermined gear ratio. Since the backlash of the engaging portion is absorbed by the spring 30 ', accurate shift control can be performed.

[0015]

By the way, during normal running due to the operation of the engine, a predetermined hydraulic pressure is applied to the shift control valve 7 and the pin 52a of the slider 52 is controlled from Lo to Hi in FIG. 9 by the control of the step motor 50. Is displaced within the range (normal control range) of the feedback link 54
The ball 58 provided at the position is also displaced in the range from Lo to Hi according to the target gear ratio of the step motor 50, and the gear control valve 7
The stroke range during normal control of the spool 8 is S1 in the figure, and the speed change link 9 swings in the range of α in the figure.

On the other hand, when the engine and the step motor 50 are towed, the output disc rotates in accordance with the rotation of the drive wheels, so that the power roller 3 also rotates and the trunnion 4 moves to a displaceable position ( For example, it is displaced in the axial direction and around the axis to a position where the displacement is regulated by a stopper (not shown). For example, as shown in FIG. 9, when the pin 52a on the step motor 50 side is on the Lo side and the ball 58 of the feedback link 54 is on the Lo side, when the vehicle is pulled in the forward direction, the feedback link is generated according to the rotation of the power roller 3. 54 swings to the Hi side, and the ball 58 displaces to the maximum displaceable Hi position. Therefore, the shift link 9 is engaged with the step motor 50 side engaging portion 91.
Oscillates about the axis and is displaced to the position of the broken line LH in the figure, and the spool 8 exceeds the normal stroke range S1 and stops at the position of the stroke S2 shown in FIG. Then, in this towed state, the spool 8 of the shift control valve 7 is displaced upward from the neutral position to the position 8'shown by the broken line. On the contrary, when the vehicle is pulled backward, the spool 8 is displaced in a direction projecting from the valve body 70 (downward in the drawing) and stopped at the lower end of the stroke S2.

However, in the above-described conventional shift control device for a toroidal type continuously variable transmission, the play generated in the engaging portion with the shift link 9 or the recess cam 2 can be absorbed by one spring 30 '. However, when the engine and the step motor 50 are towed while stopped, the feedback of the hydraulic pressure is not performed. Therefore, as described above, the displacement of the spool 8 becomes very large, and the spring 30 ′ operates. The length also has to be set very large in accordance with the spool 8 when towing, the length by which the rod portion 80 projects from the valve body 70 and the total length of the spring 30 'increase, and the shift control device becomes large. In addition to making the layout of the toroidal type continuously variable transmission difficult, the spring 30 'needs to be formed larger than the outer diameter of the spool 8. As a result, the device becomes large and the layout becomes difficult even if the outer diameter of the spring 30 ′ becomes large, and it is necessary to add a member for positioning in the radial direction.

Therefore, the present invention has been made in view of the above problems, and suppresses the increase in the size of a spring that eliminates rattling of links and cams while smoothly displacing the spool during towing, and prevents the toroidal type The purpose is to reduce the size of the gear transmission.

[0019]

According to a first aspect of the present invention, a roller supporting member is supported by a power roller which is sandwiched between an input / output disk and tiltable, and which is rotatable about an axis and displaceable in the axial direction. A hydraulic cylinder that drives the roller support member in the axial direction, a shift control valve that controls the hydraulic pressure to the hydraulic cylinder, and a feedback member that transmits the rotation of the roller support member around its axis and the axial displacement. ,
An actuator that drives the shift control valve at one end side,
In a shift control device for a toroidal type continuously variable transmission, which is connected to the feedback member on the other end side, and includes a swingable shift link connected to the shift control valve via a connecting member in the middle thereof. The shift control valve has a hole for accommodating the valve body opened to a side surface of the valve body, and is connected to the shift link via a shaft portion protruding from the valve body. An annular pedestal that can come into contact with and separate from the valve body side surface and can come into contact with the valve body when the vehicle is towed is inserted, and the shaft portion between the pedestal and the connecting member side urges this pedestal toward the valve body side surface. The elastic member to be inserted.

In a second aspect based on the first aspect, a concave portion for slidably accommodating the pedestal is formed on a side surface of the valve body where the hole portion is opened, and the concave portion of the vehicle. It has a predetermined depth that allows the valve body to be housed inside even when towing.

In a third aspect based on the first aspect, at least one of the pedestal and the shaft portion is provided with an oil passage communicating from the inner periphery of the hole portion on the opening side to the outside of the valve body. To do.

[0022]

Therefore, according to the first aspect of the present invention, during normal gear shift control, the valve body displaces the inner circumference of the hole according to the displacement of the actuator and the feedback member to control the hydraulic pressure to the hydraulic cylinder. Since the elastic member presses the pedestal that is in contact with the side surface of the valve body, the backlash of the speed change link and the feedback member connected to the connecting member can be absorbed to accurately perform the speed change control. On the other hand, when the valve body is pulled in the direction of coming out of the valve body when the engine is stopped and the hydraulic pressure is not applied, the valve body close to the side surface of the valve body, for example, the land while supporting the pedestal, Since it is possible to project from the side surface, it is not necessary to set the total length of the elastic member that absorbs backlash according to the stroke S2 during towing as in the above-mentioned conventional example, and at least within the normal control range stroke S1. Therefore, it is possible to shorten the total length of the elastic member for absorbing backlash as compared with the conventional example, and to promote the downsizing of the shift control device. Further, since the biasing force of the elastic member is transmitted to the side surface of the valve body via the pedestal, it is possible to set the inner diameter and the outer diameter of the elastic member regardless of the outer diameter of the valve body. Therefore, the outer diameter of the spring elastic member can be reduced as compared with the conventional example, and the elastic member can be downsized in the radial direction. The layout can be easily performed.

According to a second aspect of the present invention, the recess for slidably accommodating the pedestal on the side surface of the valve body having the opening is provided with a predetermined depth capable of accommodating the valve element on the inner circumference even when the vehicle is towed. Since the valve stick comes into contact with the pedestal and displaces to the inner circumference when the valve body is pulled in the direction in which the valve stick comes out, it is possible to prevent the valve stick from protruding from the inner circumference of the recess, so the valve stick due to adhesion of dust, etc. It is possible to improve the reliability of the shift control valve 7.

According to the third aspect of the invention, since the oil passage is formed in at least one of the pedestal and the shaft to communicate the inner circumference of the hole with the outside of the valve body, the operation leaking between the valve body and the pedestal is performed. Oil can be smoothly discharged to the outside of the valve body by preventing the damper effect from being generated by the displacement of the valve body.
The shift control can be smoothly performed.

[0025]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described below with reference to the accompanying drawings.

FIG. 1 shows an example in which the present invention is applied to a shift control valve 7 which constitutes a shift control device for a toroidal type continuously variable transmission similar to the above-mentioned conventional example. The drawing numbers are given and duplicate explanations are omitted.

The shift control valve 7 accommodates a spool 8 which is slidable in the axial direction at the inner periphery of a hole 7a having an opening 71 on a side surface 70a of a valve body 70. A connecting member 53 is provided at an end of a rod portion 80 as a shaft portion protruding from the land 8a as a body to the outside of the valve body 70.
The spool 8 is connected in the middle of the speed change link 9 in the same manner as in FIGS. Although each port of the valve body 70 is omitted in the figure, it is formed in the same manner as in the conventional example.

On the outer periphery of the rod portion 80, the valve body 7
An annular retainer 31 is inserted as a pedestal that can come into contact with the side surface 70a of No. 0, and the inner circumference of the retainer 31 is set to have an inner diameter slightly larger than that of the rod portion 80, so that relative displacement occurs while slidingly contacting in the axial direction of the rod portion 80. While being capable of contacting the end surface of the land 8a, the outer periphery of the retainer 31 is set to have an outer diameter larger than the inner diameter of the hole 7a of the valve body 70 so as to contact the side surface 70a. To be done.

Then, the retainer 31 and the connecting member 53.
Between the retainer 31 and the side surface 7 of the valve body 70.
A coil-shaped spring 30 that urges toward 0a is interposed. The inner diameter of the spring 30 may be larger than the outer diameter of the rod portion 80 and smaller than the outer diameter of the retainer 31, and may be set to a value slightly larger than the outer diameter of the rod portion 80. Can function as a guide member for the spring 30.

When the spool 8 is in the neutral position as shown in FIG. 1 (or FIG. 9) and the shift control valve 7 is in the normal control range (stroke S1 in FIG. 9), the land 8a is provided.
The end surface of the land 8a is separated from the side surface 70a of the valve body 70 by a predetermined distance L so that the end surface of the valve 8 does not contact the retainer 31.
1 to form 1. And this interval L1
S2 / 2> L1 ≧ S1 / 2 That is, the displacement amount S1 / 2 from the neutral position of the stroke S1 in the normal control range shown in the conventional example is equal to or more than that, and the stroke S2 during towing is It is set to a predetermined value less than the displacement amount S1 / 2 from the neutral position.

With the above construction, the operation will be described.

During normal running by operating the engine, as shown in FIG. 9 of the conventional example, the position of the slider 52 corresponding to the target gear ratio by driving the step motor 50,
The shift link 9 drives the spool 8 of the shift control valve 7 depending on the position of the ball 58 according to the actual gear ratio, and the stroke range of the spool 8 is within S1 under normal control.

In this normal control range, the displacement amount of the spool 8 from the neutral position is S1 / 2 or less, and the spool 8
The end surface of the land 8a of the valve body 70 does not project from the side surface 70a of the valve body 70, and the spring 30 is attached to the retainer 31.
Is constantly pressed against the side surface 70a of the valve body, and the play of each engaging portion such as the speed change link 9 and the recess cam 2 can be absorbed to perform accurate speed change control.

On the other hand, when the engine and the step motor 50 are towed, the output disc rotates in accordance with the rotation of the drive wheels, so that the power roller 3 shown in the conventional example also rotates and the trunnion 4 becomes. , To a displaceable position (for example, a stopper or an engaging member 55a (not shown) is locked at the end of the guide groove 20) in the axial direction and around the axis. For example, in FIG.
0 side pin 52a is Hi side, feedback link 54
When the vehicle is towed in the reverse direction when the ball 58 ′ of No. 5 is on the Hi side, the feedback link 54 is displaced to the Lo side according to the rotation of the power roller 3 and the axial displacement of the trunnion 4, and the ball 58 can be displaced. Displaces to the maximum Lo position.

At this time, the speed change link 9 is L in FIG.
Since the spool 8 is displaced to the position L, the displacement amount of the spool 8 becomes S2 / 2, which exceeds the stroke S1 / 2 of the normal control range, and exceeds the preset distance L1 from the valve body side surface 70a. As shown, the land 8a projects from the opening 71 formed in the side surface 70a according to the stroke S2 / 2 from the neutral position during towing.

When the spool 8 is pulled from the normal control range S1 to the stroke S2 at the time of pulling in the backward direction as described above, the spool 8 housed in the hole 7a as shown in FIG. Then, it is pulled by the connecting member 53 and moves to the left in the drawing, and the end surface of the land 8a contacts the retainer 31. Further, since the connecting member 53 is pulled, the land 8
a is projected from the side surface 70a as shown in FIG.
Is separated from the valve body side surface 70a, and the spring 30 merely presses the retainer 31 against the land 8a.

At the time of this towing, the engine is stopped and no hydraulic pressure is applied, so the speed change link 9 and the recess cam 2 are
It is not necessary to absorb the backlash of the engaging portion such as, and therefore, even if the retainer 31 is separated from the valve body side surface 70a, traveling is not hindered.

On the other hand, when the vehicle is towed in the forward direction contrary to the above, the connecting member 53 is displaced rightward in FIG. 1 to press the rod portion 80, and the retainer 31 abutting against the valve body side surface 70a. Between the connection member 53 and the spring 30
Will only be compressed.

In this way, the retainer 3 capable of contacting the rod portion 80 with the valve body side surface 70a and the end surface of the land 8a.
1, the retainer 31 is urged toward the valve body side surface 70a by the spring 30 inserted into the rod portion 80 between the connecting member 53 and the retainer 31. By pressing to 70a, it is possible to absorb the backlash of each engaging portion such as the speed change link 9 and the recess cam 2 and accurately perform speed change control.

On the other hand, when the spool 8 is pulled in the direction of coming out of the valve body 70, the valve body side surface 7
The land 8a on the 0a side supports the retainer 31 and the side surface 70
Since it is possible to project from a, it is not necessary to set the total length of the spring 30 for absorbing backlash according to the stroke S2 at the time of towing as in the conventional example, and at least within the stroke S1 of the normal control range. Therefore, it is possible to reduce the total length of the spring 30 as compared with the conventional example, and to promote the downsizing of the shift control device, and the layout of the toroidal type continuously variable transmission. Can be easily performed.

Further, the spring 3 is inserted through the retainer 31.
Since the urging force of 0 is transmitted to the side surface 70a of the valve body, the inner diameter and the outer diameter of the spring 30 can be set regardless of the outer diameter of the land 8a of the spool 8, which is more than the conventional example. The outer diameter of the spring 30 can be reduced, the size of the spring 30 can be reduced in the radial direction, and the toroidal type continuously variable transmission can be more easily laid out by promoting the downsizing of the shift control device. Become.

FIG. 3 shows a second embodiment, in which the spool 8 is
Side 70 where the hole 7a of the shift control valve 7 for housing the
A recess 72 for slidably accommodating the retainer 31 is provided in a, and the other configurations are the same as those in the first embodiment.

The recess 72 is formed coaxially with the opening 71 of the hole 7a and extends from the side surface 70a of the valve body 70 to the bottom 73.
The bottom portion 73 having a predetermined depth L2 and having the opening 71 opened is formed so as to be able to come into contact with and separate from the retainer 31. Here, the depth L2 of the recess 72 is set to a value such that the land 8a of the spool 8 does not protrude from the side surface 70a of the valve body 70 during towing.

When the spool 8 is in the neutral position, the distance from the bottom 73 of the recess 72 to the land 8a is
The same L1 as in the first embodiment is provided.

Therefore, in the normal control range, the first
Similar to the embodiment, the land 8a is displaced on the inner circumference of the hole 7a without coming into contact with the retainer 31.

On the other hand, when the vehicle is pulled in the reverse direction, the spool 8 is pulled by the connecting member 53 and displaced in the direction of coming out of the opening 71, but the depth L2 of the recess 72 causes the land 8a to move outward from the side surface 70a. It can be prevented from protruding and prevents valve stick due to the adhesion of dust etc.
The reliability of the shift control valve 7 can be improved.

4 and 5 show the third embodiment, in which the rod portion 80 protruding from the spool 8 has an annular retainer 31.
A groove-shaped orifice 80a is formed at a position where it can face the inner circumference of the second embodiment, and the rest is the same as in the second embodiment.

The spool 8 has a stroke S within the normal control range.
The hydraulic oil leaking from the land 8a when displaced by 1 tends to flow out of the valve body 70 from the inner periphery of the rod portion 80 and the retainer 31 when the spool 8 is displaced leftward in the drawing.

Therefore, the rod portion 80, which can face the inner circumference of the retainer 31, is attached to the inner circumference of the shift control valve 7 and the valve body 7.
A groove-shaped orifice 80a capable of communicating with the outside of the retainer 31 is formed. A plurality of the orifices 80a are formed in a predetermined shape on the outer circumference of the rod portion 80, and the hydraulic oil passing between the orifice 80a and the inner circumference of the retainer 31 is discharged. , It passes smoothly.

Therefore, the hydraulic oil leaking between the retainer 31 and the land 8a can be smoothly discharged to the outside of the valve body 70, and the damper is generated by the hydraulic oil passing between the inner circumference of the retainer 31 and the outer circumference of the rod portion 80. It is possible to prevent the effect from occurring, perform smooth shift control, and ensure control accuracy and responsiveness.

FIGS. 6 and 7 show a fourth embodiment, in which the retainer 3 is used instead of the orifice 80a of the third embodiment.
The orifice 31a is formed on one side, and the other points are the same as in the third embodiment.

A plurality of orifices 31a are formed in a predetermined shape on the inner peripheral side of the retainer 31, and allow the working oil passing between the outer periphery of the rod portion 80 and the outer periphery thereof to pass smoothly.

Also in this case, the hydraulic oil leaked between the retainer 31 and the land 8a can be smoothly discharged to the outside of the valve body 70, and the inner periphery of the retainer 31 and the rod portion 80 can be smoothly discharged.
It is possible to prevent the damper effect from being generated by the hydraulic oil passing through the gaps, to perform smooth shift control, and to ensure control accuracy.

[Brief description of drawings]

FIG. 1 is a schematic sectional view of a shift control valve according to an embodiment of the present invention.

FIG. 2 is a schematic cross-sectional view of a shift control valve showing an operation during towing.

FIG. 3 is a schematic sectional view of a shift control valve according to the second embodiment.

FIG. 4 is a schematic sectional view of a shift control valve according to the third embodiment.

FIG. 5 is a sectional view of the rod portion.

FIG. 6 is a schematic sectional view of a shift control valve according to a fourth embodiment.

FIG. 7 is a sectional view of a rod portion and a retainer.

FIG. 8 is a schematic diagram of a shift control device for a toroidal type continuously variable transmission, showing a conventional example.

FIG. 9 is a schematic plan view of a shift control device, similarly showing a conventional example.

FIG. 10 is a schematic sectional view of a shift control valve, similarly showing a conventional example.

[Explanation of symbols]

1 hydraulic servo cylinder 2 Precessum 3 power rollers 4 trunnions 6 input disk 7 Shift control valve 8 spools 8a, 8b, 8c land 9 speed change link 30 spring 31 retainer 31a Orifice 50 step motor 53 Connection member 54 Feedback Link 70 valve body 70a side 71 opening 80 Rod 80a orifice

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Claims (3)

(57) [Claims] 1. A roller support member which is supported by an input / output disk and which is tiltable and tiltable, and which is rotatable about an axis and displaceable in the axial direction; and the roller support member in the axial direction. A hydraulic cylinder to be driven, a speed change control valve for controlling the hydraulic pressure to the hydraulic cylinder, a feedback member for transmitting the rotation around the axis of the roller support member and an axial displacement, and a speed change control valve driven at one end side. Actuator to
In a shift control device for a toroidal type continuously variable transmission, which is connected to the feedback member on the other end side, and includes a swingable shift link connected to the shift control valve via a connecting member in the middle thereof. The shift control valve has a hole for accommodating a valve body opened on a side surface of the valve body, and is connected to the shift link via a shaft portion protruding from the valve body. An annular pedestal that can come into contact with and separate from the valve body side surface and can come into contact with the valve body when the vehicle is towed is inserted, and the shaft portion between the pedestal and the connecting member side urges this pedestal toward the valve body side surface. A transmission control device for a toroidal type continuously variable transmission, characterized in that an elastic member is inserted therethrough. 2. A concave portion for slidably accommodating the pedestal is formed on a side surface of the valve body where the hole is opened, and the concave portion enables accommodating the valve element on an inner periphery even when the vehicle is towed. The shift control device for a toroidal type continuously variable transmission according to claim 1, wherein the shift control device has a predetermined depth. 3. The toroidal according to claim 1, wherein at least one of the pedestal and the shaft portion is formed with an oil passage that communicates from the inner circumference of the opening-side hole portion to the outside of the valve body. Type continuously variable transmission shift control device.