JPH023742A - Speed change control device for continuously variable speed change gear - Google Patents

Abstract

PURPOSE:To improve effectiveness of an engine brake by a method wherein a full opening characteristics varying mechanism is mounted on the modulator cam side, and a full opening speed change line is suppressed to a low value in a position in the vicinity of accel full opening in a range D and on the side lower than a given change gear ratio. CONSTITUTION:In a range D, the piston of an actuator 120 is held in protruding state by means of a control oil pressure by a select position detecting valve, and backward movement of a lever 125 is constrained by a clip 135 of a full opening characteristic varying mechanism. Thus, when, with an accel brought into a full opening state, upshift is effected as a modulator action takes place, a change gear ratio is increased to a given value and the lever 125 is engaged with the clip 135. In this case, rotation of a shift cam 100 is constrained in the position togetherwith a modulator cam 134, and in the following, the number of revolutions of an engine is suppressed to a current low value togetherwith the spring load of a change gear ratio control valve 90. The action of a modulator mechanism 130 is released, and upshift is effected in a state in which the number of revolutions of an engine is kept at a specified value. This constitution enables improvement of effectiveness of an engine brake and accelerating property.

Description

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

The present invention relates to a speed change control device for a belt-type continuously variable transmission for a vehicle, and more specifically, full speed change in a drive (D) range for normal driving and a sporty drive (Ds) range for engine braking and sporty driving. Concerning control of characteristics.

[Conventional technology]

Generally, the speed change control of this type of continuously variable transmission is based on the principle that the speed is changed so that the spring force corresponding to the accelerator opening and the pitot pressure corresponding to the engine speed are balanced by a speed ratio control valve. Therefore, when the accelerator opening increases and its spring force increases, the gear shifts in the downshift direction and promotes an increase in pitot pressure along with the engine speed to achieve balance. This results in a high full-speed shifting line. , :Here, fi step change 3! The applicant has already proposed to provide a Ds range for engine braking and sporty driving in addition to the D range for normal driving as a II% speed change characteristic. Here, in the Ds range, the lowest gear shift line with the accelerator fully open is set to the higher engine speed side by downshifting, and the shift range is limited to the higher engine speed side. At high loads above the accelerator opening, the characteristics are the same as in the D range. By the way, the Ds range is used for sporty driving such as sudden acceleration in addition to engine braking, and the D range is used for normal economy driving. Therefore, considering the usability of each driving range, it is desirable to keep the engine speed low in the fully open shift line of the D range to encourage upshifts and maintain quietness. It is desirable to increase the number to the maximum in order to improve acceleration performance, etc. Conventionally, in the shift control of the continuously variable transmission described above, there is a prior art technique in which the fully open characteristics of the D range and the Ds range are changed, for example, as disclosed in Japanese Patent Laid-Open No. 60-57047. Here, a pitot pressure corresponding to the engine speed is generated by a pressure regulating valve, a solenoid valve rotation sensor, and a duty ratio setting circuit, and the characteristics of 1 and - pressure are changed by a changeover switch.
It is shown that in the power range corresponding to the Ds range, the shift range is shifted to the higher engine speed side.

[Problem to be solved by the invention]

However, in the prior art described above, the shift characteristics are changed by changing the pitot pressure characteristics, which makes the system complicated. Furthermore, since the lowest gear shift line in the power range cannot be raised much, there are problems such as poor engine braking effectiveness. The present invention has been made in view of these problems, and its purpose is to change the shift characteristics of the Ds range to one with a simple configuration that provides good acceleration when the engine brake is effective. An object of the present invention is to provide a speed change control device for a step-change transmission.

[Means to solve the problem]

In order to achieve the above object, the speed change control device of the present invention has a modulator cam of a modulator mechanism attached to the shift cam of the speed ratio control valve, a correction lever that swings according to the speed ratio, and a lever of an actuator for a sporty drive range. In the speed change control system that is configured to be interlocked with the rod of the speed ratio control valve and the modulator cam, a full-open characteristic changing mechanism is provided on the modulator cam side, and when the gear ratio is smaller than a predetermined speed ratio near the full throttle opening in the drive range, , together with the modulator cam, restricts the rotation of the shift cam to keep the fully open shift line low.

[For production]

Based on the above configuration, in the D range, the full-open characteristic changing mechanism restricts the rotation of the shift cam and the modulator cam after a predetermined gear ratio when the accelerator is fully open, and the full-open shift line is suppressed to the low engine speed at this time. Also D
When the actuator operates in the S range, the full-open characteristic changing mechanism near the fully open accelerator becomes free and becomes a full-open shift line with a higher engine speed than the D range, and the minimum shift line with the accelerator fully open is set to the engine speed by the actuator. The temperature will shift to the higher side.

【Example】

Embodiments of the present invention will be specifically described below based on the drawings. Referring to FIG. 1, a front engine/front drive (F'F) based transverse transaxle type vehicle in which an electromagnetic powder clutch is combined with a belt type continuously variable transmission will be described. Reference numeral 1 is an electromagnetic powder clutch, 2 is a forward/reverse switching device, 3 is a continuously variable transmission, and 4 is a front differential device. The electromagnetic powder type clutch 1 is housed in one side of the clutch housing 6, and the inside of the main case 7 is connected to the other side of the clutch housing 6, and the side gate 8 is connected to the side opposite to the clutch housing 6 of the main case 7. , a forward/reverse switching device 2. Continuously variable speed @3. A front differential device 4 is housed therein. The electromagnetic powder clutch 1 is connected to the crankshaft 10 from the engine.
A ring-shaped drive member 12 is integrally connected to the drive plate 11 via the drive plate 11. It has a disk-shaped driven member 14 that is integrally spline-coupled to the transmission input shaft 13 in the rotational direction. A coil 15 is built into the outer peripheral side of the driven member 14, and a gap 16 is formed along the circumference between both members 12.14.
has electromagnetic powder. In addition, a power supply brush 19 is in sliding contact with a slip ring 18 of the hub portion of the driven member 14 that includes a coil 15, and is further connected to the coil 15 through the inside of the driven member 14 from the slip ring 18 to form a clutch current circuit. ing. In this way, when the clutch current is applied to the coil 15, the drive and driven member 12.1 are connected through the gap 16.
4, electromagnetic powder is combined and accumulated in the gap 16 in a chain shape, and the resulting binding force causes the driven member 14 to slide and integrally connect to the drive member 12, resulting in a clutch connected state. . On the other hand, when the clutch current is cut off, the drive due to the electromagnetic powder and the coupling force between the driven members 12 and 14 are lost, resulting in a clutch disengaged state. If the clutch current in this case is controlled in conjunction with the operation of the forward/reverse switching device 2, it is possible to move from P (parking) or N to neutral) to forward D (drive), OS < sporty drive). or R of retreat (
Clutch 1 is automatically connected and disconnected when switching to the reverse (reverse) range, eliminating the need for clutch pedal operation. Next, the front/rear relief switching device 'l12 was disposed coaxially with the input shaft 13 from the clutch 1. It is provided between the primary shaft 20 and the primary shaft 20 . That is, the input shaft 13 is formed with a reverse drive gear 21 that also serves as a forward engaged side, and a reverse engaged side gear 22 is rotatably fitted to the primary shaft 20. 21 and 22 are the shaft 23
Counter gear supported by 24. They are meshed through an idler gear 26 supported by a shaft 25. A switching mechanism 27 is provided between the primary shaft 20 and the gears 21 and 22. The above gear 2, which is always in mesh here,
1.24.26.22 is connected to the driven member 14 having the coil 15 of the clutch 1, and corresponding to the fact that the inertia mass of this part is relatively large when the clutch is disengaged, the switching mechanism 27 is connected to the driven member 14 having the coil 15 of the clutch 1. The sleeve 29 spline-fitted to the hub 28 of the synchronizer 4113G,
It is configured to be meshed and connected to each of the gears 21 and 22 via 31. As a result, in the neutral position of the P or N range, the sleeve 29 of the switching mechanism 27 is fitted only with the hub 28, and the primary shaft 20 is separated from the input shaft 13. Next, when the sleeve 29 is engaged with the gear 21 side via the synchronizing mechanism 30, the primary shaft 20 is directly connected to the input shaft 13, and the forward state of the D or Ds range is established. On the other hand, when the sleeve 29 is meshed with the gear 22 side via the synchronizing mechanism 31, the input shaft 13 is connected to the gear 21°2.
4, connected to the primary shaft 20 via 26.22,
The engine power is decelerated and reversed to enter the R range reverse state. In the continuously variable transmission 3, a secondary shaft 35 is arranged parallel to the primary shaft 20, and a bridging pulley 36. One secondary pulley 37 is provided, and an endless l! The V shift belt 34 is passed over. Pulley 36.3
7 is divided into two parts, one fixed 7-513
6a and 37a, the other movable pulley 36b. The movable pulleys 36b and 37b are each equipped with a hydraulic servo device 38, 39 which also serves as a piston, and the movable pulley 37b of the secondary pulley 37 is provided with: A spring 40 is biased in a direction to narrow the pulley interval. In addition, as a hydraulic control system, an oil pump 41 as an operating source is used as a hydraulic control system.
It is installed next to the primary pulley 36. This oil pump 41 is a high-pressure gear pump, and the pump drive shaft 42 is connected to the primary pulley 36. It penetrates through the interior of the primary shaft 20 and the input shaft 13 and is directly connected to the crankshaft 10, so that hydraulic pressure is constantly generated during engine operation. Then, the oil pressure of the oil pump 41 is controlled to supply and drain oil to each hydraulic servo device 38 and 39, and the gap between the primary pulley 3G and the secondary pulley 37 is changed to an inverse relationship, and the drive belt 34 is The pulley ratios of the pulleys 36 and 37 are continuously changed, and the continuously variable power is output to the secondary shaft 35. In view of the fact that the minimum boolean ratio on the high speed side of the continuously variable transmission 3 is very small, for example 0.5, and therefore the rotational speed of the secondary shaft 35 is high, the front differential device 4 is An output shaft 44 is connected via a set of intermediate reduction gears 43 . A final gear 46 meshes with the drive gear 45 of this output shaft 44, and the axle 48 of the left and right front wheels is connected from the final gear 46 via a differential mechanism 47.
．． 49, transmission is configured. In FIG. 2, to explain the hydraulic control system of the continuously variable transmission fi3, in the primary hydraulic servo device 38,
A movable pulley 36b is fitted into a cylinder 38a that is integral with the primary shaft 20, and line pressure is introduced into the cylinder 38a. Also in the secondary hydraulic servo device 39, a movable pulley 37b is fitted into a cylinder 39a that is integral with the secondary shaft 35, and line pressure is introduced into the cylinder 39a. Here, the movable pulley 36b has a larger line pressure receiving area than the movable pulley 37b. The oil pumped up from the oil sump 70 by the oil pump 41 is guided to the line pressure regulating valve 80 via the oil passage 71, and the line pressure oil passage 72 branching from the oil passage 71 is
The line pressure is constantly introduced into the secondary cylinder 39a. In front of the oil passage, an oil passage 73 that communicates with the gear ratio control valve 90 via an oil passage 87 and supplies and drains line pressure between the gear ratio control valve 90 and the primary cylinder 38a passes through the oil passage 87. 80.90 drain oil passages 74.75 communicate with the oil sump side. In addition, a rotation speed sensor 76 is installed at the primary cylinder 38a to take out a control signal pressure of pitot pressure according to the engine rotation speed during gear change control after clutch engagement, and the pitot pressure from this rotation speed sensor 76 is , are led to multiple valves 80 and 90 via oil passages 77. Furthermore, in contrast to the D range, which performs shift control over a wide range including low engine speeds, the hydraulic pressure control is limited to a high engine speed range to obtain the Ds range, which applies engine braking when the accelerator is released. As a system, a relief valve 7 is connected to the drain oil passage 74 from the line pressure regulating valve 80.
8 is provided, and an oil passage 79 of a lubricating hydraulic circuit branching from the upstream side of this relief valve 78 connects to the select position detection valve 11.
An oil passage 88 that communicates with the oil passage 79 and further branches from the oil passage 79 is connected to the engine brake actuator 1 of the gear ratio control valve 90.
It is connected to 20. The line pressure regulating valve 80 has a valve body 81. Spool 82° A sensor shoe 85, which has a spring 84 biased between it and a bush 83 on one side of the spool 82, and which engages with the brake movable pulley 36b to detect the actual gear ratio, also serves as a lubrication passage. It is movably supported by a shaft tube 86 and connected to the bush 83. In the valve body 81, the spool 82
There is an oil passage 77 in the boat 81a on the opposite side of the spring 84.
The pitot pressure of , and the pump oil pressure of the oil passage 71 are guided to the boat 81b. Further, the oil passage 71 and an oil passage 87 to the speed ratio control valve 90 communicate with the boat 81c. This boat 8
A boat 81e is provided between the photo 81t of the 1C spring 84Cr41 and the boats 81a and 81b to prevent leakage of the pump hydraulic pressure from affecting the pitot pressure, and leaked oil is drained into the oil sump 70. be guided. Further, the boats 81c and 81d are communicated with each other at the chamfer portion of the land 82z1 of the spool 82 to regulate the pressure. That is, the spool 82 receives pitot pressure and pump oil pressure.
It acts in the direction to open the drain boat 81d, whereas the load of the spring 84 according to the speed ratio by the sensor shoe 85 acts in the direction to close the drain boat 81d. As a result, for example, in a low gear with a large gear ratio, the boat 8
1c to avoid belt slippage, and the movable pulley 36b moves to the right in the figure.
The sensor shoe 85 moves to the right in the figure as the gear ratio shifts to a high speed gear, and the line pressure is controlled to decrease due to the decrease in the load on the gear ring 84, thereby always maintaining a pulley pressing force that does not cause belt slip. The gear ratio control valve 90 includes a valve body 91. Spool 92. A spring 94 is biased between the spool 92 and one operating plunger 93, and the pitot pressure of the oil passage 77 is guided to the boat 91a at the end of the spool 92 opposite to the spring 94 in the valve body 91. . Also intermediate boat 91
An oil passage 73 communicates with the spring side boat 91c, an oil passage 87 communicates with the spring side boat 91c, a drain oil passage 75 communicates with the opposite side boat 91d, and the groove 92a of the spool 92 communicates with the boats 91b and 91c.
Alternatively, 91d is communicated to supply and drain line pressure to the primary cylinder 38a. Spool 92
A modulator plunger 95 protrudes from the inside of the spring 94 side and is movably inserted, and an adjustment spring 97 is installed between a glue retainer 96 at the tip of the protrusion of the modulator plunger 95 and the operation plunger 93.
Between the modulator plunger 95 and the spool 92,
Modulator spring 98 is energized. Then, the line pressure boat 91C passes through the inside of the spool 92 through the small hole 99 of the spool 92, and applies line pressure to the spool 92 and the modulator plunger 95. That is, the load on the adjustment spring 97 is changed. Further, the operating plunger 93 is connected to the rod 101 separately via a weak spring 102, and has a stopper 103 to move the same stroke as the rod 101. The inside of the 1 runger 93 has a notch of 104° baud 1-9.
3a, orifice 105. Boat 9 via oil channel 1GG
A spring 107 communicating with 1a and adjusting the load of the spring 102 is biased between the end of the spool 92 and the valve body 91. In this way, the pitot pressure is applied to the spool 92, and the boat 91b
and 91c communicate the line pressure to the primary cylinder 38a.
On the other hand, the load of the spring 94 according to the degree of accelerator opening and the spring 97 adjusted by the line pressure drains the primary cylinder 38a through communication between the boats 91b and 916. This acts in the direction of downshifting, and determines the speed ratio related to the "P balance" between the two.Here, if the line pressure before the start of the shift is at its maximum,
The modulator plunger 95 is retracted the most, reducing the load on the spring 91 to zero. From this, the shift start point is determined in equilibrium without the spring 91, and after this shift start point, the spring 91 is adjusted based on the decrease in line pressure. The engine speed increases as the gear is shifted to a higher gear with a smaller gear ratio. Further, the pitot pressure balanced in the above-mentioned relationship acts on the operating plunger 93 through the oil passage 106 etc., and cancels out the force exerted on the plunger 93 due to the pitot pressure. Note that the groove portion 92a of the spool 72 is chamfered in a predetermined shape, and is configured to change the speed change along with the flow rate of oil supply and discharge. In the select position detection valve 11G, a valve element 113 having a drain hole 112 is inserted into a valve body 111, and a cam 115 that rotates in response to a selection operation is in contact with the valve element 113. Here, in the cam 115, D, N. The range position of R is the convex portion 115a, and the P and DS at both ends
The range position is in the recessed part '1isb', as shown above. The drain hole 112 is closed in each of the N and R ranges to generate operating oil pressure. Further, an orifice 116 is provided on the upstream side of the branch part of the oil passage 88 in the oil passage 79. This prevents the oil pressure in the oil passage 74 from decreasing when the drain hole 112 opens in the Ds range. The engine brake actuator 120 has a piston 122 inserted into a cylinder 121.
A return spring 123 is biased to one side of the piston chamber 2, and the operating oil pressure of the oil passage 88 is guided to the other piston chamber 124. Further, a lever 125 at the tip of the piston 122 can engage with a pin 108 of the rod 101 of the gear ratio control valve 90, so that when there is no operating oil pressure in the P and DS ranges, the lever 125 at the tip of the piston 122. The lever 125 forcibly pushes the rod 101 through a predetermined stroke to limit the speed change range to an opening where the engine speed is high. This allows the engine to downshift and apply engine braking when the accelerator is released in the DS range. Furthermore, in order to correct the characteristics of the DS range, a pin 12 is inserted between the sensor shoe 85, which changes according to the gear ratio, and the lever 125 at the tip of the piston of the actuator 120.
A balance-type correction lever 128 supported at 7 is provided. One end of this correction lever 128 engages with the piston lever 125 only when the actuator 120 is pushed in, and in this state, the correction lever 128 is shifted to the low gear side with a large gear ratio, and the sensor shoe 85 is positioned at a predetermined gear ratio. When the lever 128 reaches the sensor shoe 85, the other end of the lever 128 engages with the sensor shoe 85. Thereafter, as the gear ratio increases, the piston 122 of the actuator 120 is pulled back, and at the maximum gear ratio, the piston 122 is returned to approximately the original standby position. 3(a) and Tb), the shift cam side modulator mechanism of the gear ratio control valve 90 will be described. First, to describe the arrangement of the above-mentioned valves, etc., a gear ratio control valve 90 is provided in the center of the valve body 60, and a line pressure regulating valve 80 and an actuator 120 are arranged adjacent to each other on both sides of the valve body 60. Sensor shoe 85 on the outside
is placed. Support arm 61.6 of valve body 60
A shaft 64 of a cam follower 63 is rotatably attached to 2, and the cam follower 63 is connected to the carburetor side by a cable 65 so as to rotate according to the opening degree of the accelerator. Head IQ1a of rod 101 of gear ratio control valve 90
A roller 109 is attached by a bin 108 to the roller 109, and a shift cam 100 of the shaft tube 66 is in sliding contact with the roller 109.
An arm 125a of a lever 125 of an actuator 120 can be engaged with the bin 108. A receiver 125b protrudes below the lever 125.
One end of the lever 128 engages with b. Here, when the actuator 120 downshifts the gear ratio control valve 90 in the Ds range, the correction lever 128 gradually releases the push of the actuator 120 in a region larger than a predetermined gear ratio and returns to its original state together with the gear ratio control valve 90. It is something that will return. Therefore, at the maximum gear ratio, the auxiliary lever 12
8, the lever 125 of the actuator 120 is forcibly pushed out to the maximum extent, and is released as the gear ratio becomes smaller. Therefore, in the above configuration, the cam follower shaft 64° and the shaft tube 6
6. Lever 125. A modulator lens 130 is provided at a portion such as the auxiliary lever 128. That is, the shaft tube 66 is rotatably fitted to the cam follower shaft 64, the pin 132 of the cam follower shaft 64 is engaged with the gap 131 at one end of the shaft tube 66, and the cam follower shaft 64 is positioned in a predetermined position relative to the shaft tube 66. The angle can be rotated relative to each other. and cam follower shaft 64
A torsion spring 133 is biased between the shift cam 100 on the shaft tube 66 side and the shift cam 100 on the shaft tube 66 side. On the other hand, in the lever 125 of the actuator 120,
A receiver 125C is provided protrudingly on the opposite side of the arm 125a, and a modulator cam 134 is attached to the shaft tube 66.
When the accelerator opening is greater than or equal to a predetermined degree in a region where the gear ratio is large, the modulator cam 134 comes into contact with the receiver 125C and restricts the rotation of the shift cam 100. On the other hand, regarding the fully open characteristic changing mechanism for the D and Ds ranges, the actuator 120 for the Ds range, and the lever 125 attached to the tip of the piston 122. Correction lever 128. Focusing on the interlocking relationship of the modulator cam 134 of the modulator mechanism 130, a clip 1 is placed at a predetermined position behind the lever 125 of the piston 122 as a changing mechanism to prevent the lever 125 from moving backward in the D range.
35 are provided. That is, in the D range, the piston 122 of the actuator 120 protrudes, the lever 125 is pushed furthest forward by the correction lever 128 at the low speed stage where the gear ratio is maximum, and the lever 125 is pushed forward most by the correction lever 128 when the accelerator is fully open.
5 and the modulator cam 134, the rotation of the shift cam 100 is restrained. Therefore, in this state, in stroke 1 during which the predetermined gear ratio is reached and the lever 125 engages with the clip 135, the lever 125 is moved backward by the correction lever 128, and the modulator cam 134. The shift cam 100 rotates to act as a modulator cam. Therefore, after the lever 125 engages the clip 135, the modulator cam 134. shift cam 10
The 0 rotation is restricted to this state, and the engine rotation speed is suppressed to a low level when the gear shift line is fully open. Next, the operation of the shift control device configured as described above will be explained. First, before the vehicle stops or starts shifting at the start of running, the line pressure regulated by the line pressure regulating valve 80 is introduced only to the secondary cylinder 39a through the oil passage 72, and the primary cylinder 38a is used for gear ratio control. The valve 90 communicates with the drain oil passage 75 . In the continuously variable transmission 3,
The diameter of the winding of the secondary pulley 37 with respect to the primary pulley 36 of the drive belt 34 is the largest, and the maximum gear ratio is 11.
becomes the low gear. Next, after driving, the pitot pressure of the rotation speed sensor 76 increases and moves the spool 92 of the gear ratio control valve 90, causing the oil passage 87 to move.
line pressure is applied to the primary cylinder 38 via the oil passage 73.
When supplied to a, the prefill action immediately generates primary pressure and starts upshifting. Then, due to the increase in primary pressure, the first primary pulley 3 of the drive belt 34
The diameter of the winding around 6 increases, and finally, as shown in FIG. 5, the speed is continuously changed to the high speed stage with the minimum gear ratio IH. Therefore, the effect of the shift control near full throttle opening was changed to
This will be explained using the diagram and Fig. 5. First, before pressing the accelerator, the gear ratio is at its maximum as shown in Figure 4 (a).
As shown in the figure, the shift cam 100 is positioned substantially vertically and the pushing amount is zero, and the rod 101 of the gear ratio control valve 90 protrudes the most to minimize the spring load. Further, the modulator cam 134 is also substantially vertical and is in a retracted position with respect to the lever 125 of the actuator 120 that is pushed out the most by the correction lever 12B. In this state, if you step on the accelerator near full throttle, the image in Figure 4 (b) will appear.
As shown in the figure, the cam follower shaft 64 and the shaft tube 66 are connected to the spring 1.
33, and the shift cup, 1 rotates integrally with this.
006 rotation to push in the rod 101 and apply a spring load. However, when the cam 134 comes into contact with the receiver 125C of the lever 125 when the opening reaches a predetermined degree, the rotation of the shift cam 100 is restrained, and the spring load is set to be low for this flat accelerator opening. Shifting is started at a low rotational speed as shown at point P1 in FIG. On the other hand, at this time, only the cam follower shaft 64 is rotated by the pin 132 inside the groove 131 in accordance with the opening degree of the accelerator, and accordingly, a torsional torque is generated in the spring 133. Then, shift is started at the low rotation speed mentioned above, and the sensor shoe 8
5 moves to the side with a smaller gear ratio, the auxiliary lever 128
swings to gradually release the lever 125 from being pushed out. Therefore, the shift cam 100 moves the lever 125 backward by the torsional torque of the spring 133, and rotates further to increase the spring load as the rod 101 is pushed in. In this way, the gear shift rotation speed gradually increases and upshifts. Acts as a modulator. Here, in the D range, the piston 122 of the actuator 120 is held in the protruding state by introducing the operating hydraulic pressure from the select position detection valve 11G into the piston chamber 124, and accordingly, the backward movement of the lever 125 is caused by the fully open characteristic changing mechanism. It will be restrained by the clip 135 of. Therefore, when upshifting with the accelerator fully open and the modulator acting as described above, when the predetermined gear ratio e1 is reached, the lever 125 moves to the clip 135 as shown in FIG. 4(C).
When engaged, rotation of the shift cam 100 together with the modulator cam 134 is restrained in that position. Therefore, from this point on, the engine speed is suppressed to the low value at this time together with the spring load of the gear ratio control valve 90, and the above-mentioned modulator action is canceled and upshifting is performed at a substantially constant engine speed. In this way, the fully open gearshift line 'DH' as shown by the solid line in FIG. 5 is obtained. Further, at a smaller accelerator opening near full throttle opening, the modulator cam 134 is not engaged with the lever 125, and no action is performed by the modulator mechanism 130. Therefore, the shift cam 100 rotates in accordance with the accelerator opening, and the resulting spring load is applied to the gear ratio control valve 9.
0 while acting as a modulator with the plunger 95 to control the speed change. When the accelerator is fully closed, the spring load applied by the shift cam 100 is at its minimum, and the lowest shift line in this case is as indicated by the solid line 1, 1 in FIG. Therefore, the shift control area of the D range is a wide area between the above-mentioned fully open shift lines 1 and 11 and the lowest shift line O and 1. Next, when the Ds range is selected, the piston chamber 124 of the actuator 12G is connected to the select position detection valve 110.
The piston 122 is then allowed to move back a full stroke, or is forcibly retracted by the spring 123. Therefore, in the above-mentioned upshift with the accelerator fully open, the lever 125 does not engage the clip 135 at the gear ratio e1 due to the retraction of the piston 122.
The modulator cam 134 and the shift cam 1GG are further rotated by the torsional torque of the spring 133, increasing the spring load of the gear ratio control valve 90. Therefore, compared to the D range, the gear shift rotation speed is further increased while acting as a modulator. As shown in Fig. 4(d), the predetermined gear ratio e
2, when the correction lever 128 and lever 125 are disengaged, the shift cam 100 rotates to full throttle and the modulator action is released, and from this point on, the shift is substantially fully open as shown by the broken line in FIG. It becomes line 'Sll' and the maximum vehicle speed can be obtained. Furthermore, when the accelerator is fully closed in this Ds range, the piston 122 of the actuator 120 is retracted, so that
The rod 101 of the gear ratio control valve 90 is pushed in regardless of the shift cam 100 to increase the spring load by a certain amount. Therefore, in this case, the lowest gear shift line 23F is shifted toward the higher engine speed as shown by the broken line in FIG. This will result in a downshift and engine braking. Then, when the gear ratio e2 is reached, the correction lever 128 is moved to the lever 125. , the piston 122 and the rod 1 are engaged by the correction lever 128 as the gear ratio increases.
The push of 01 is returned, the gear change speed gradually decreases, and at the maximum gear ratio i, the lowest gear shift line is reached! . Return to the same point P as in 1 and return to 2. Therefore, the shift control region of the Ds range is limited between the full-open shift line t, which has a higher engine speed than the D range, and the lowest shift line λ81, which has a slightly lower engine speed than the full-open shift line i□. become. Although one embodiment of the present invention has been described above, it is not limited thereto.

【Effect of the invention】

As described above, according to the present invention, in the shift control of the Kei-stage transmission, the shift rotation speed for full open gear shifting and in gear shifting is kept low in the normal range, so upshifting is promoted, reducing fuel consumption and quietness. Sexuality, etc. improves. In addition, in the sporty 10-row Ds range, the fully open shift line is higher than the D range, which expands the shift range and improves acceleration, and the lowest shift line is also high, so engine braking can be sufficiently effective. The Ds range actuator and mechanical modulator mechanism are used as a fully open characteristic changing mechanism, and J and 7 are added, so the structure is in-cylinder.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing an example of the continuously variable transmission of the present invention, FIG. 2 is a circuit diagram of the hydraulic control system, and FIG. 3(a) is a plan view of the modulator mechanism. (b) is a cross-sectional view taken along line bb in Figure 3 (a), and (C) is a cross-sectional view taken along line c- in Figure 3 (a).
4(a) to 4(d) are sectional views showing each operating state, and FIG. 5 is a diagram showing a shift pattern in the D range and the Ds range. 3... Continuously variable transmission, 90... Gear ratio control valve, 100
...Shift cam, 101...Rod, 120...
Actuator for Ds range, 125... Actuator lever 128... Correction lever, 130... Modulator a structure, 134... Modulator cam, 13
5...Full-open characteristic changing mechanism (clip) Figure 5! -L Oh

Claims (2)

[Claims] (1) Attach the modulator cam of the modulator mechanism to the shift cam of the gear ratio control valve, and connect the correction lever that swings according to the gear ratio to the rod of the gear ratio control valve and the modulator via the lever of the sporty drive range actuator. In a speed change control system that is configured in conjunction with a cam, a full-open characteristic changing mechanism is provided on the modulator cam side, and when the gear ratio is smaller than a predetermined gear ratio near full throttle in the drive range, the rotation of the shift cam is restrained together with the modulator cam. A shift control device for a continuously variable transmission, which is characterized by keeping the fully open shift line low. (2) The full-open characteristic changing mechanism is characterized in that a clip is provided in the actuator at a location where the lever is positioned at a predetermined gear ratio, so that rotation of the modulator cam and the shift cam is restrained by the actuator. (1) A speed change control device for a continuously variable transmission as described in (1).