JPH04310840A - Device for testing control valve for infinitely variable gear - Google Patents

Abstract

PURPOSE:To enable a performance test of a control valve for an infinitely variable gear to be performed independently and an operation to be simplified. CONSTITUTION:The title item is provided with a control valve fitting portion 8 where a control valve to be tested can be mounted and removed, a balance cylinder 1 which generates a load corresponding to that at a belt drive portion of an infinitely variable gear, a hydraulic pressure generation portion 11, proportional solenoid valves 12, 13, 14, and 15, and a control portion 17. The proportional solenoid valves 12, 13, 14, and 15 are controlled based on operation information which is preset by the control portion 17 and hydraulic pressure S and Pi corresponding to an operation state of an actually loaded vehicle are supplied from the hydraulic generation portion 11 to a control valve fitting portion 8 and the balance cylinder 1 based on operation information which is preset by the control porltion 17 and then hydraulic pressure P, S, Pi, and J at each portion are detected, thus enabling operation test of the control valve which is fitted to the control valve fitting portion 8 to be performed.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control valve testing device for a continuously variable transmission for testing a control valve that controls the speed change of a continuously variable transmission.

0002

[Prior Art] Automotive CVT (Continuou)
sly Variable Transmissi
For example, a belt type continuously variable transmission called JP-A-55
As disclosed in Publication No. 65755, an output shaft is arranged parallel to an input shaft connected to an engine via a clutch, and a primary pulley is provided on the input shaft, and a secondary pulley is provided on the output shaft. .

[0003] The primary pulley is equipped with a primary cylinder, which is a hydraulic cylinder, and the secondary pulley is equipped with a secondary cylinder, and a drive belt is wound around the primary cylinder to form a belt drive section. Here, the area of the pressure-receiving surface of the movable sheave that constitutes the primary cylinder is set larger than the area of the pressure-receiving surface of the movable sheave that constitutes the secondary cylinder, and the ratio of the winding diameter of the drive belt to each pulley is changed depending on the primary pressure, and the drive belt starts moving. The speed changes continuously and steplessly from to maximum speed. Further, the output shaft is configured to transmit power to the drive wheels via a reduction gear, a differential gear, etc.

The hydraulic control section of such a continuously variable transmission includes an oil pump directly driven by the engine, a control valve that controls the line pressure and speed change supplied by the oil pump, and input shaft rotation speed, accelerator opening, and speed change. It consists of an input signal that detects the ratio.

Next, the hydraulic control section will be explained with reference to FIG.

The control valve is composed of a pressure regulator valve 30 and a shift control valve 40, and the pressure regulator valve 30 is a valve that supplies optimal hydraulic pressure to the secondary pulley 60 when transmitting power via the drive belt 70. The line pressure S discharged from the oil pump 80 which is directly rotationally driven by the engine acts on the circuits 81 and 82, and the spring 3
The pressure balances with 1.

This pressure is applied by a feed bar 55 that detects the position of the movable sheave 51 of the primary pulley 50.
Spring 3 of direct pressure regulator valve 30
Change the length of set 1. Therefore, when the gear ratio is large (low state), the spring 31 is compressed, so the line pressure S is high; on the other hand, when the gear ratio is small (overdrive state), the spring 31 is returned, lowering the line pressure S. . In addition, a pitot pressure Pi proportional to the rotational speed of the primary pulley 50 is applied to the circuit 83 on the opposite side of the spring 31, so that when the engine rotational speed increases and the discharge amount of the oil pump 80 increases, the line pressure S increases. is holding down.

The shift control valve 40 is "D"
(Drive) and "Ds" (Sporty Drive) ranges, this valve controls continuous gear changes from low to overdrive. The position is used as a signal source to control the inflow and outflow of the line pressure S to the primary pulley 50, thereby controlling the positioning of the movable sheep 51 of the primary pulley 50, and therefore the pulley ratio.

In the low state, the shift control valve 40 is pushed to the left in the drawing by the spring 43, and as the engine speed increases, the pitot pressure P of the circuit 84 increases.
i becomes higher, the spool 41 moves to the right, and the circuit 85
The line pressure S flows out to the circuit 86 as the primary pressure P and is guided to the primary pulley 50. This point is the start point of the shift from the pulley ratio low state, and the engine speed Na in Figure 5, which shows the shift characteristic diagram depending on the amount of depression of the accelerator pedal.
~Nb Which engine rotation speed (required engine rotation speed)
It is determined whether to start shifting.

If the accelerator pedal is depressed while driving in an overdrive state, the force pushing the spool 41 to the left by the shift cam 90 interlocked with the accelerator pedal increases, which means that the required rotation speed increases. There is a change from point B to point C in the shift characteristic diagram shown in Figure 5, and the acceleration of the vehicle increases (kickdown).

On the other hand, if the accelerator pedal is released while the vehicle is running at full throttle, this means that the required rotational speed has decreased, so the shift characteristic diagram shown in FIG. 5 changes from point D to point E (upshift).

A modulator plunger 42 is also provided in the shift control valve 40, and a line pressure S is introduced into the chamber a.When the line pressure S decreases as the pulley ratio changes from the low state to the overdrive state, the modulator plunger 42 Spring 4 against spool 41
4 moves to the right in the figure, increasing the force received from the spring 45. This means that the required engine speed is increased while shifting from the low state to the overdrive state. This results in a shift characteristic in which the engine speed increases as the pulley ratio changes from low to overdrive.

The spool 4 is connected to the springs 43 and 45.
A compensation plunger 46 provided on the opposite side of the compensating plunger 46 is guided to a chamber b by a pitot pressure Pi, and is connected to a pin 47 via a spring 48, which is pushed in by a shift cam 90 interlocked with an accelerator pedal. The role of the plunger 46 is to prevent the spool 41 from moving to the left when the accelerator pedal is suddenly depressed, thereby preventing the hydraulic pressure of the primary pulley 50 from rapidly draining. Furthermore, if the primary cylinder 52 is not filled with oil in the low state, a time lag will occur at the start of a shift, so the lubricating oil pressure J is always guided to the primary cylinder 52.

Reference numeral 91 denotes an engine brake valve, which functions to keep the engine speed relatively high when engine braking is required on a slope or when driving on a mountain road with many twists and turns.

That is, in the "D" range, since the circuit 87 is closed by the switching plunger 92, the lubricating pressure J is guided to the circuit 88 of the engine brake valve 91, overcomes the urging force of the spring 93, and the spool 94 is pushed to the right.

On the other hand, when the select lever 75 is shifted to the "Ds" range, the switching plunger 92 moves upward, the lubricating pressure J of the circuit 87 is drained, and the spool 94 of the engine brake valve 91 is moved to the position where the spring 93 is attached. The force pushes the engine brake arm 9 to the left.
5 also moves to the left at the same time. Therefore, the spool 41 is pushed to the left by the engine brake arm 95 regardless of the movement of the shift cam 90 of the shift control valve 40.

Therefore, a shift characteristic is obtained in which the accelerator opening degree corresponds to at least the amount by which the engine brake valve 91 is depressed.

In order to test the control valve that performs hydraulic control configured as described above, it is not possible to test all the performance of the control valve alone. The vehicle is inspected by the operator's cab as a comprehensive performance test.

[0019] Also, as a prior art, Japanese Patent Application Laid-Open No. 1983-17
Japanese Patent No. 2004 discloses an online automatic diagnosis device for hydraulic control equipment for automatically diagnosing whether or not the hydraulic control equipment of a rolling mill is normal.

[0020]

The performance of the control valve can also be tested by incorporating the control valve into the continuously variable transmission and conducting a comprehensive performance test of the continuously variable transmission as described above. However, if a defect in the continuously variable transmission is discovered in the driver's cab and the cause is the control valve, remove the oil pan etc. from the continuously variable transmission, remove the control valve, adjust the control valve, and replace it. Then, attach it to the continuously variable transmission again.
The test work becomes complicated, such as installing an oil pan and performing the test again in the driver's cab, and the work requires more man-hours.

Therefore, an object of the present invention is to enable performance testing of a control valve to be performed by testing the control valve alone;
It is an object of the present invention to provide a control valve testing device for a continuously variable transmission that simplifies work.

[0022]

[Means for Solving the Problems] A test device for a control valve for a continuously variable transmission according to the present invention which achieves the above object has an input shaft and an output shaft disposed in parallel, and a test device disposed on the input shaft and the output shaft, respectively. a primary pulley and a secondary pulley whose groove widths are variably controlled in the axial direction by hydraulic pressure, a belt drive section consisting of a drive belt wound between these pulleys, a hydraulic pressure supply section, and a hydraulic pressure from the hydraulic supply section. In a testing device for testing the control valve used in a continuously variable transmission, which has a hydraulic control unit that controls the control valve and supplies it to the primary pulley and secondary pulley of the belt drive unit, the control valve corresponds to the load on the belt drive unit. A load application section that generates a load to be tested; a control valve mounting section that functions as a hydraulic control section and removably supports the control valve to be tested; and a hydraulic pressure supply section that supplies hydraulic pressure to the load application section and the control valve mounting section. a control unit that controls the hydraulic pressure generating unit based on preset operating information and detects the hydraulic pressure acting on the load applying unit and the control valve mounting unit to detect the operating state of the control valve. It is something.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the control valve testing apparatus for a continuously variable transmission according to the present invention will be described below with reference to the drawings.

FIG. 1 is a schematic diagram illustrating this test device, and for convenience of explanation, hydraulic pressure corresponding to line pressure, primary pressure, pitot pressure, and lubricating hydraulic pressure in a continuously variable transmission are shown. The hydraulic pressures used are called line pressure, primary pressure, pitot pressure, and lubrication pressure, respectively.

Reference numeral 1 in the figure is a balance cylinder that generates a load corresponding to the load of the belt drive section in a continuously variable transmission, and the balance cylinder 1 includes a primary pulley 5.
The first piston 3 has a first pressure receiving surface 3a having an area corresponding to the pressure receiving surface receiving the primary pressure P of the movable sheave 51 of the secondary pulley 60, which corresponds to the pressure receiving surface receiving the line pressure S of the movable sheave 61 of the secondary pulley 60. Second pressure receiving surface 4a of area
A second piston 4 and a third piston 5, which will be described later, are connected by a rod 6, and each of the first, second, and third pistons 3, 4, and The rod 6 is slidably fitted into the first cylinder 3b, the second cylinder 4b, and the third cylinder 5b, and one end 6a of the rod 6 protrudes toward the control valve mounting portion 8.

The amount of movement of the rod 6 is the amount of movement of the cylinder block 2.
It is measured by the protrusion and retraction of the arm 7a of the stroke measuring device 7 installed between the outer periphery of the rod 6 and the rod 6, and is transmitted to the control unit 17, which will be described later, and the gear ratio and vehicle speed of the continuously variable transmission are calculated from this movement amount. It looks like this.

The control valve mounting section 8 performs the same function as the hydraulic control section of a continuously variable transmission, and is used for controlling the pressure regulator valve 3 which is the control valve to be tested.
0 and the shift control valve 40 are formed to be removably supported, a rod 9 is provided to be retractable to change the set length of the spring 31 of the pressure regulator valve 30, and a pin 47 of the shift control valve 40.
A throttle wire 10 is provided which is actuated by an actuator (not shown) for pushing.

Furthermore, an oil pump 11 as a hydraulic pressure generating section
is provided, and the oil pressure discharged from the oil pump 11 is
The pressure is controlled by the first proportional solenoid valve 12 according to an instruction from the control device 17, and the flow rate is controlled by the second proportional solenoid valve 13 which is further controlled by the control device 17, and the flow rate is controlled as the line pressure S by the first proportional solenoid valve 12 of the balance cylinder 1. The pressure is supplied to the cylinder 4b of No. 2 and the control valve mounting section 8 via the circuit 21S, and the pressure is detected by the detection section 20 and inputted to the programmable controller 18 of the control section 17. Moreover, the oil pressure discharged from the oil pump 11 is
The pressure is controlled by the third proportional solenoid valve 14 according to an instruction from the control unit 17, and the pressure is controlled as pitot pressure Pi in the circuit 21Pi.
The pressure is supplied to the control valve mounting section 8 via the pressure sensor 20 , and the pressure is detected by the detection section 20 and inputted to the programmable controller 18 of the control section 17 .

Hydraulic pressure generated by the oil pump 11, controlled by the first and second proportional control valves 12 and 13, and supplied as line pressure S to the control valve mounting part 8 via the circuit 21S is supplied to the control valve mounting part 8. 8
The circuit 2 is controlled by a pressure regulator valve 30 and a shift control valve 40 attached to the circuit 2.
1P of the first piston 3 of the balance cylinder 1
The pressure is supplied to the first cylinder 3b so as to act on the pressure receiving surface 3a, and the pressure is detected by the detection unit 20 and input to the programmable controller 18 of the control unit 17.

Further, a part of the hydraulic pressure supplied to the control valve mounting part 8 as the line pressure S is guided from the control valve mounting part 8 to the detection part 20 as the lubricating oil pressure J by the circuit 21J, and the pressure is detected. The signal is input to the programmable controller 18 of the control section 17.

Third cylinder 5b of balance cylinder 1
In this example, the centrifugal force and frictional force that the drive belt in an actual continuously variable transmission acts on the primary pulley 50 and the secondary pulley 51, as well as the centrifugal force caused by the rotation of each pulley itself, are transferred to the third piston. 5, the hydraulic pressure generated from the oil pump 11 is controlled by the fourth proportional electromagnetic valve 15, which operates based on information from the programmable controller 18 set in advance, as a control pressure C. supply. The control pressure C is detected by the detection unit 16 and transmitted to the programmable controller 18.

The control section 17 consisting of the programmable controller 18 and the computer 19 is connected to the stroke measuring device 7.
, has a function of giving operation instructions to each proportional solenoid valve 12, 13, 14, 15, etc. in accordance with preset conditions based on information from detection units 16, 20, and displaying and storing each pressure, etc.

Next, the operation of the control valve testing apparatus for a continuously variable transmission constructed as described above will be explained with reference to the flowcharts shown in FIGS. 2 and 3.

In step 1, the pressure regulator valve 30 and shift control valve 40, which are the control valves to be tested, which have been previously assembled into one body, are attached to the control valve mounting portion 8.

When the start switch (not shown) of this device is turned on in the next step 2, the control valves such as the pressure regulator valve 30 and the shift control valve 40 are set to predetermined values in step 3 according to the information inputted in advance to the programmable controller 18. Clamp in position.

In the subsequent step 4, the shift is set to the "D" range, and in step 5, the throttle wire 10 is fully returned, and the throttle cam 90 is shown by the dashed line in FIG. 4, and the balance cylinder shown in FIG. The oil pump 11 is operated from the state where the first, second, and third pistons 3, 4, and 5 in the piston 1 are located on the left side, and the first
The second proportional solenoid valves 12 and 13 are controlled by instructions from the control unit 17 so that the rotational speed of the vehicle-mounted oil pump increases by R1 per second to achieve the same oil pressure and flow rate as in the discharge line S. At the same time, the control unit 17 controls the third proportional solenoid valve 14 so that the pitot pressure Pi increases at the same rate as the on-vehicle engine speed increases by R1 per second.
controlled by.

These first, second and third proportional solenoid valves 12
, 13 and 14 to reach the line pressure S and pitot pressure Pi corresponding to the line pressure S and pitot pressure Pi when the input shaft rotational speed determined by the engine rotational speed is N1. The detection unit 20 detects the line pressure S acting on the pressure receiving surface 4a of the piston 4, and the control unit 17 checks whether it is an appropriate pressure, for example, S1 or higher, and whether the lubricating oil pressure J is at least a predetermined pressure J1.

In this step 6, the oil pump 1
1 and the first and second proportional control valves 12, 13
The line pressure S controlled by increases, and the line pressure S acts on the pressure receiving surface 4a of the second piston 4, moving the rod 6 to the right in the figure. At this time, the primary pressure P and the control pressure C are each 0, and the stroke of the stroke measuring device 7 indicating the gear shift state is also 0, so that the continuously variable transmission is in a low state.

Further, according to instructions from the control unit 17, the input shaft is controlled to increase line pressure S and pitot pressure P at a rate of R2 per second.
i. When the first, second, third, and fourth proportional control valves 12, 13, 14, and 15 are controlled so that the control pressure C is obtained,
Shift control valve 40 and throttle wire 1
0, the primary pressure P is raised in a controlled manner and acts on the pressure receiving surface 3a of the first piston 3, and the rod 6 starts moving to the left in the figure. This point corresponds to the shift point, and in step 7, the line pressure S at this time is detected by the detection unit 20, and the control unit 17 calculates and stores the input shaft rotation speed corresponding to this time, and in step 11, which will be described later. The shift point is confirmed by determining whether the difference between the input shaft rotation speed and the input shaft rotation speed is within a predetermined range.

Next, the first, second, third, and fourth proportional solenoid valves 12, 13, 14, and 15 are operated so that the line pressure is increased at a rate of R2 per second on the input shaft, which is determined by the number of revolutions of the engine installed in the automobile. Increase S, pitot pressure Pi, and control pressure C,
In step 8 and step 9, the input shaft rotation speed is N2
and the pressure S2 of the line pressure S when corresponding to N3,
Check S3.

Furthermore, when the input shaft rotational speed corresponds to N4, the primary pressure P and the line pressure S are detected, and the control section 17 determines the difference between the primary pressure P and the line pressure S and confirms whether the difference is within an appropriate range. do.

Next, the first, second, third and fourth control valves 12, 13 are operated at a rate where the input shaft rotational speed is reduced by R3 per second.
. A shift point is determined in step 11 from the rotational speed, and it is confirmed whether the shift point is appropriate, for example, by checking whether the input shaft rotational speed is a predetermined rotational speed N5.

Similarly, the line pressure S during deceleration and the modulator characteristics are confirmed by the operations in steps 12 to 17.
Ds" characteristics are checked, the oil pump is stopped in step 18, and in step 19 it is determined whether each operation of the control valve is appropriate. Each test result is printed out in step 20, unclamped in step 21, and the control valve is removed from the control valve mounting portion in step 22, thereby completing the control valve test.

[0044]

Effects of the Invention According to the control valve for a continuously variable transmission according to the present invention as described above, the control valve can be used as a control valve in a hydraulically controlled control valve testing device without having to attach the control valve to the main body of the continuously variable transmission. Since it can be tested by attaching it alone to the mounting part, it is easy to test the performance of control valves.
This simplifies work and can be expected to significantly improve work efficiency compared to conventional methods.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram illustrating an embodiment of a control valve testing device for a continuously variable transmission according to the present invention.

FIG. 2 is a part of a flowchart showing the operation of a control valve testing device for a continuously variable transmission.

FIG. 3 is a flowchart showing the operation of the continuously variable transmission control valve testing device following FIG. 2;

FIG. 4 is an explanatory diagram of a hydraulic control section of the continuously variable transmission.

FIG. 5 is a shift characteristic diagram of the continuously variable transmission.

[Explanation of symbols]

1 Balance cylinder (load applying part) 3
First piston 3a First pressure receiving surface 3b First cylinder 4 Second piston 4a Second pressure receiving surface 4b Second cylinder 8 Control valve mounting part 11 Oil pump (hydraulic pressure generating part) 12
Proportional solenoid valve 13 Proportional solenoid valve 14 Proportional solenoid valve 15 Proportional solenoid valve 17 Control section

Claims (3)

[Claims] 1. An input shaft and an output shaft arranged in parallel, a primary pulley and a secondary pulley provided on the input shaft and the output shaft, respectively, the groove width of which is variably controlled by hydraulic pressure in the axial direction, and these pulleys. A belt drive section consisting of a drive belt wound between, a hydraulic pressure supply section, and a hydraulic control section that controls the hydraulic pressure from the hydraulic pressure supply section with a control valve and supplies it to the primary pulley and secondary pulley of the belt drive section. In a test device for testing the control valve used in a continuously variable transmission,
A load applying section that generates a load equivalent to the load of the belt drive section, a control valve mounting section that functions as a hydraulic control section and removably supports the control valve to be tested, a hydraulic pressure generating section, and a hydraulic pressure generating section. A proportional solenoid valve is disposed between the load application part and the control valve installation part, and controls the hydraulic pressure supplied from the hydraulic pressure generation part to the load application part and the control valve installation part, and the proportional solenoid valve is operated in a preset manner. A control valve test for a continuously variable transmission characterized by having a control section that performs control based on information and detects the operating state of the control valve by detecting hydraulic pressure acting on a load applying section and a control valve mounting section. Device. 2. An input shaft and an output shaft arranged in parallel, a primary pulley and a secondary pulley provided on each of the input shaft and the output shaft, the groove width of which is variably controlled in the axial direction by hydraulic pressure, and both of these pulleys. A belt drive section having a drive belt wound between pulleys, a hydraulic supply section, and line pressure from the hydraulic supply section controlled by pitot pressure generated according to the rotational speed of the primary pulley and supplied to the secondary pulley. Hydraulic control has a control valve consisting of a pressure regulator valve that controls pressure, and a shift control valve that controls the line pressure from the hydraulic pressure supply section to the primary pulley based on the amount of depression of the accelerator pedal and the engine speed and supplies it as primary pressure. A test device for testing the control valve used in a continuously variable transmission having a hydraulic pressure generating section, and a hydraulic pressure corresponding to line pressure and pitot pressure controlled by a proportional solenoid valve to control the hydraulic pressure from the hydraulic pressure generating section. a control valve mounting part that is supplied with oil and functions as a hydraulic control part and to which a control valve can be attached and detached; and a control valve mounting part that corresponds to the line pressure in which the hydraulic pressure from the hydraulic pressure generating part is controlled by a proportional solenoid valve. A load application section that generates a load corresponding to the load of the belt drive section by hydraulic pressure corresponding to the primary pressure supplied from 1. A control valve for a continuously variable transmission, comprising: a control section that detects an operating state of the control valve. 3. The load applying portion includes a first piston having a first pressure receiving surface corresponding to the pressure receiving surface of the primary pulley, a first cylinder into which the first piston is fitted, and a pressure receiving surface of the secondary pulley. a second piston having a second pressure receiving surface corresponding to the second piston, a second cylinder into which the second piston fits, and a rod connecting the first and second pistons;
A circuit that guides the hydraulic pressure corresponding to the primary pressure supplied from the control valve mounting part to the first cylinder, and a circuit that guides the hydraulic pressure from the hydraulic pressure generator to the second cylinder, which corresponds to the line pressure controlled by the proportional control valve. The control valve testing device for a continuously variable transmission according to claim 2, which is a balance cylinder having a circuit.