JPH0656201B2 - Reduction ratio control method and reduction ratio control device for continuously variable automatic transmission for vehicle - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a reduction ratio control method and a reduction ratio control device for a vehicle continuously variable automatic transmission using a V-belt type continuously variable transmission.

[0002]

2. Description of the Related Art An input pulley and an output pulley provided on each of an input shaft and an output shaft, and a V-belt that transmits between the input pulley and the output pulley. The effective diameter of the V-belt is increased or decreased by a hydraulic servo. In a continuously variable automatic transmission for a vehicle using a V-belt type continuously variable transmission that performs continuously variable transmission, the reduction ratio of the V-belt type continuously variable transmission is such that the input pulley rotation speed is a preferable rotation speed from the viewpoint of fuel consumption. Controlled to be. As described above, when the reduction ratio of the V-belt type continuously variable transmission is controlled so that the input pulley rotation speed becomes a preferable rotation speed from the viewpoint of fuel consumption, when the driver returns the accelerator in order to decelerate the vehicle on the downhill road, The input pulley speed is controlled to a small reduction ratio so that it becomes a small speed near the idling speed of the engine, and the downshift is started when the vehicle speed reaches a predetermined low speed that makes it impossible to maintain this speed. become.

[0003]

When a vehicle runs down a slope while traveling at a speed equal to or higher than a predetermined vehicle speed, an engine brake is required to drive the engine from the drive wheel side via the transmission. In this case, if the slope of the descending slope is gentle, it is preferable to drive in a state where the gear ratio is small so as to maintain the vehicle speed when entering the descending slope, and if the slope of the descending slope is steep, It is preferable to drive the vehicle in a state where the speed of the vehicle is reduced and the gear ratio is large.
However, if the speed reduction ratio of the V-belt type continuously variable transmission is controlled so that the input pulley speed becomes a preferred speed from the viewpoint of fuel consumption, the speed reduction ratio cannot be set during engine braking. The present invention allows a V-belt type continuously variable transmission to be downshifted to a predetermined reduction ratio during engine braking of a vehicle, and allows a vehicle to continuously travel downhill on a smooth slope by engine braking. It is an object of the present invention to provide a speed reduction ratio control method and device.

[0004]

A method for controlling a reduction ratio of a continuously variable automatic transmission for a vehicle according to the present invention will be described with reference to FIGS. 1 to 4, 5 to 8, 18 and 27, for example. , The input pulleys (52
0) and output pulley (560) and these input pulleys (52
0) and the output pulley (560) to transmit the V belt (58
0) and a V-belt type continuously variable transmission (500) for performing continuously variable shifting by increasing or decreasing the effective diameter of the V belt (580) by a hydraulic servo (530, 570). A method for controlling the reduction ratio of a machine, in which vehicle speed, throttle opening, output shaft torque, brake operation, etc. are detected by means of vehicle running condition detection means (91, 92, 93, 94, 95) of the electric control circuit (90). The electric control circuit (90) for detecting vehicle driving conditions
The logic means (912) outputs a control signal for controlling the speed reduction ratio control mechanism (80) of the hydraulic control circuit according to the detection signal, and the speed reduction ratio control mechanism (80) outputs the control signal based on the control signal. For a vehicle adapted to control the supply and discharge of hydraulic oil to the hydraulic servo (530) so as to change the reduction ratio of the V-belt type continuously variable transmission (500) according to the vehicle traveling conditions. In the reduction ratio control method for a continuously variable automatic transmission, the electric control circuit (90) stores (942) that the brake actuation signal is input when the brake actuation signal is input, and sets a predetermined input pulley. The control speed RH is set as the downshift target value (94
3) Then, the speed reduction ratio control mechanism (80) is controlled so that the downshift operation is started by comparing with the current input pulley rotation speed of the vehicle (944), and thereby the V-belt type continuously variable transmission. (500) starts downshifting immediately after the brake is applied, and stores that the brake operation signal is input (94
In the presence of 2), when the throttle opening signal indicating that the throttle opening is fully closed is input, the reduction ratio control mechanism (80) is controlled so that the downshift operation is maintained (950,952). Further, when the throttle opening signal indicating that the throttle opening is not fully closed is input, the memory that the brake operation signal is input is erased (950,962), and the downshift operation is canceled so as to be released. It is characterized by controlling the reduction ratio control mechanism (80).

Further, the reduction ratio control device for a continuously variable automatic transmission for a vehicle according to the present invention includes an input pulley (520) and an output pulley (560) provided on an input shaft and an output shaft, respectively, and these input pulleys (520). And a V-belt (580) that transmits between the output pulley (560) and drive means (530,570)
The V-belt type continuously variable transmission (500) for continuously changing the speed by increasing or decreasing the effective diameter of the V-belt (580)
And a plurality of detecting means (91, 92, 92) for detecting vehicle traveling conditions including at least the brake operating state and the throttle opening.
93,94,95), a discriminating means (941) for discriminating whether or not the brake device of the vehicle is operated in response to a signal from the detecting means (91,92,93,94,95), and the discriminating means (941). Therefore, when it is determined that the brake device is not operated, the vehicle traveling condition from the detecting means (91, 92, 93, 94, 95) is obtained so that the rotation speed of the input pulley that provides the best fuel economy can be obtained. First shift target value setting means (96) for setting a shift target value according to
5) a storage means (942) for storing the determination result of the brake device operation when the determination means (941) determines that the brake device operation is present, and the storage means (94)
A second gear shift target value setting means (943) for setting the gear shift target value so that the rotation speed of the input pulley becomes a predetermined value or more when there is a memory that the brake device is activated in 2).
And the set shift target value and the detecting means (91, 92, 9
3,94,95) and a judging means (944) for comparing the vehicle running condition detected by the vehicle driving condition and a storage means (942) for storing a brake device operation and a throttle opening detecting means (94). When the throttle opening signal detected by (94) is a signal indicating the fully closed slot state, the determination means (94)
In (4), the means (950, 952) for maintaining the comparison between the shift target value and the vehicle traveling condition and the signal indicating that the throttle opening signal detected by the throttle opening detection means (94) is not in the throttle fully closed state. At a certain time, the storage means (942) is provided with a control circuit (90) provided with means (950, 962) for erasing the storage of the brake device actuation, and the determination result by the determination means (944) of the control circuit (90). And a reduction ratio control mechanism (80) that controls the drive means (530) to change the reduction ratio of the V-belt type continuously variable transmission according to the vehicle traveling conditions. I am trying.

[0006]

According to the reduction ratio control method for a continuously variable automatic transmission for a vehicle of the present invention, the electric control circuit (90) includes:
When a brake actuation signal is input, it outputs to the speed reduction ratio control mechanism (80) in the hydraulic control circuit so as to start a downshift, so that the speed reduction ratio control mechanism (80) outputs to the hydraulic servo (530). The input pulley (52
0) and the effective diameter of the output pulley (560) are increased or decreased to start the downshift of the V-belt type continuously variable transmission (500) immediately after the brake operation. Therefore, after the driver once operates the braking device to reduce the vehicle speed, the braking device is opened and the throttle opening is fully closed, that is, when the vehicle is on the sloped road surface and the engine is braking. Is the electric control circuit (9
It is memorized that the brake operation signal was input to (0) (942)
As described above, the reduction ratio control mechanism (80) outputs so as to start the downshift, but while the slot opening signal indicating that the slot opening is fully closed is input, the electric The control circuit (90) maintains the memory that the brake operation signal has been input and maintains the downshift operation, and then the throttle opening signal indicating that the throttle opening is not fully closed is the electric control circuit (90). When it is input to, the memory that the brake operation signal is input is erased and the downshift is released, so that the driver once operates the brake device in the downhill state of the vehicle, and then operates both the brake device and the accelerator pedal. Instead, the engine braking state of the vehicle can be extremely effectively performed until the accelerator pedal is depressed again after the downhill.
Further, in the control method, the electric control circuit (90)
The input pulley control speed that is the target of the downshift operation corresponding to the vehicle speed when the brake operation signal is input to is set (972, 982), and the current input pulley speed of the vehicle is compared with the input pulley control speed ( 944), and when the reduction ratio control mechanism (80) is controlled so as to downshift to the reduction ratio corresponding to the set input pulley control rotation speed (945,946,947), the vehicle speed at the time of braking when the vehicle descends It is possible to obtain the engine braking state according to the slope of the slope with the reduction ratio corresponding to.

Further, according to the reduction gear ratio control system for a continuously variable automatic transmission for a vehicle of the present invention, when the driver is not operating the braking device, the detecting means (95) for detecting the operating state of the braking device is used. A discriminating means (941) which receives the signal and discriminates whether or not the brake device of the vehicle is activated determines that the brake device of the vehicle is not activated. As a result, the input pulley rotation speed of the V-belt type continuously variable transmission (500) corresponding to the vehicle traveling condition in which the shift target value is detected by the detection unit is the value of the best fuel consumption value. Is set. Then, the set shift target value (N ₀ ) is compared by the determination means (944) with the vehicle traveling condition (N) detected by the detection means. Judgment means (94
The speed reduction ratio control mechanism (80) controls the drive means in accordance with the determination result of 4), whereby the V-belt type continuously variable transmission (500) is shifted to a speed reduction ratio capable of obtaining good fuel efficiency.
Moreover, when the driver operates the brake device, the determination means (941) for determining whether or not the brake device of the vehicle is activated by receiving a signal from the detection means (95) for detecting the operating state of the brake device of the vehicle is It is determined that the brake device is operating. As a result, the second gear shift target value setting means (94
3) allows the target shift value to be V-belt type continuously variable transmission (500)
The input pulley rotation speed is set to be equal to or higher than a predetermined value, the shift target value (N ₀ ) set by the determination means (944), and the vehicle running condition (N) detected by the detection means. Are compared. Then, the speed reduction ratio control mechanism (80) is operated according to the determination result of the determination means (944), and the speed of the input pulley of the V-belt type continuously variable transmission (500) is changed to a speed reduction ratio equal to or higher than a predetermined value.

In the above control device, the storage means (942) of the electric control circuit (90) is the determination result of the presence of the brake device, which is determined by the determination means (941) for determining whether or not the brake device of the vehicle is operating. And the memory is maintained as long as the slot opening signal detected by the slot opening detection means (94) and input to the electric control circuit (90) is a signal indicating the fully closed state of the slot, The judgment means continues to compare the gear shift target value set by the second gear shift target value setting means (943) with the current vehicle traveling condition, and controls the downshift operation of the reduction ratio control mechanism (80) to open the throttle. When a signal indicating that the throttle opening is not in the fully closed state is input from the degree detection means (94) to the electric control circuit (90), the storage result of the determination that the brake device is activated is stored in the storage means (942). Erased Therefore, while the vehicle is descending a vehicle, the driver temporarily operates the braking device, then releases the braking device, and while the throttle opening is maintained in the fully closed state, a large reduction gear ratio is applied to the vehicle descending. It is possible to apply the engine brake at the time, and the driver can release the downshift by stepping on the accelerator pedal after the vehicle descends. It should be noted that the numbers added to the above configurations are for comparison with the drawings for easy understanding, and the configurations are not limited thereto.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described based on an embodiment shown in the drawings. 1 to 4 show a continuously variable automatic transmission for a vehicle.
Reference numeral 100 denotes a fluid coupling room 110 in which a coupling surface 100A with an engine is opened and a fluid coupling such as a fluid coupling and a torque converter is stored, and a side opposite to the engine is opened to store a differential gear and the day. A differential gearbox 120 that supports one output shaft of a gearwheel, and a torque converter that has an idler gearroom 130 that also has an opening on the opposite side to the engine, accommodates idler gears, and supports one of the idler gear shafts. A case 200 is a transmission room 210 in which the engine side is open and a V-belt type continuously variable transmission is housed. The opening side of the differential room of the torque converter case is covered, and the other side of the differential room is provided. Differential room 220 supporting the output shaft of And a idler gear room 230 that covers the side of the idler gear room 130 of the torque converter case opposite the engine side, and is a transmission case that is fastened with a bolt to the side 100B of the torque converter case opposite the engine. An outer shell (case) of a continuously variable automatic transmission for a vehicle is formed together with the torque converter case and an intermediate case described later. Thirty
Reference numeral 0 designates a center case that pivotally supports a transmission shaft between the fluid coupling and the transmission. In this embodiment, the center case accommodated in the transmission case is bolted to the side 100B of the torque converter case opposite to the engine. It has the structure of a fastened center case. In the present embodiment, the automatic transmission comprises a known fluid coupling 400 arranged in the torque converter case 100 and connected to the output shaft of the engine, and a transmission provided in the transmission case 200. In the transmission, the shaft center is hollow, and the hollow shaft 511 is arranged so that the input shaft 510 serving as a hydraulic oil supply / discharge passage for the hydraulic servo has a coaxial center with the fluid coupling 400. A V-belt type continuously variable transmission 50 in which an output shaft 550 having a hollow center and a hollow portion 511 serving as a supply / discharge passage for hydraulic oil of a hydraulic servo is arranged in parallel with the input shaft 510.
0, a planetary gear transmission mechanism 600 arranged between the input shaft 510 of the V-belt type continuously variable transmission and the output shaft of the fluid coupling, and the input shaft 5 of the V-belt type continuously variable transmission 500.
10 and an output shaft 710 arranged in parallel with the output shaft 550 are connected to an axle 70.
0, and the input gear 7 of the differential 700
20 and the output shaft 5 of the V-belt type continuously variable transmission 500
50 is inserted between the output gear 590 and the output gear 590 of the V-belt type continuously variable transmission provided at the engine side end portion of the output shaft 55.
A center case 30 in which one end is axially supported by the torque converter case and the other end is an inner case in parallel with 0.
It comprises an idler gear shaft 801 which is axially supported at 0, an input gear 802 and an output gear 803 which are provided on the idler gear shaft.

The V-belt type continuously variable transmission 500 and the planetary gear speed change mechanism 600 are subjected to predetermined control such as reduction ratio, forward movement and reverse movement by a hydraulic control device in accordance with vehicle traveling conditions such as vehicle speed throttle opening. Reference numeral 104 denotes an oil pump cover that is fastened to the engine side (fluid coupling side) wall of the center case and that houses an oil pump 106 that is driven by a hollow shaft 410 that is integral with the fluid coupling 400. . Fluid coupling 4
The output shaft 420 of No. 00 is rotatably supported by a sleeve 310 fitted in the center of the center case 300 via a metal bearing 320, and has a hub 440 of a long cup clutch 430 and a fluid coupling of a fluid coupling at the engine side end. The hub 460 of the turbine 450 is spline-fitted, and the other end has a stepped diameter. The large diameter portion serves as an input shaft 601 of the planetary gear speed change mechanism 600, and is supported by the center case 300 via a bearing 330. The output shaft 420 of the fluid coupling and the input shaft 601 of the planetary gear speed change mechanism are formed hollow, and the hollow portion is provided with an oil passage 421 and is fitted with a plug, and further, in the V-belt type continuously variable transmission. An engine-side end of a sleeve 422 fixed to the input shaft 510 is rotatably fitted. The planetary gear transmission mechanism 600 includes an input shaft 6 integrated with an output shaft 420 of the fluid coupling 400.
01 and a ring gear engaged with the center case 300 via a multi-plate brake 650 and a carrier 620 connected to a fixed flange of a V-belt type continuously variable transmission, which will be described later, via the multi-plate clutch 630. 660, a sun gear 670 provided on the outer periphery of an output shaft 610 of a planetary gear speed change mechanism integrally formed with an input shaft 510 of a V-belt type continuously variable transmission, and a sun gear 670 and a ring gear 660 which are pivotally supported by the carrier 620. A planetary gear 640 meshed with the gear, a hydraulic servo 680 formed on the wall of the center case 300 for operating the multi-plate brake 650, and a hydraulic servo 690 formed on the fixed flange wall for operating the multi-plate clutch 630. .

The V-belt type continuously variable transmission 500 is driven in the direction of the fixed flange 520A by a fixed flange 520A integrally formed with an input shaft 510 integral with an output shaft 610 of a planetary gear speed change mechanism 600, and a hydraulic servo 530. Input pulley 520 consisting of movable flange 520B
An output pulley 560 including a fixed flange 560A formed integrally with the output shaft 550 of the V-belt type continuously variable transmission, and a movable flange 560B driven in the fixed flange 560A direction by the hydraulic servo 570, and an input pulley. A V-belt 580 that transmits between 520 and the output pulley 560. The input shaft 510 of the V-belt type continuously variable transmission has an engine-side end 510A serving as an output shaft 610 of the planetary gear mechanism supported by an input shaft 601 of the planetary gear mechanism via a bearing 340.
And the center case 300 via the bearing 330
The other end 510B is supported by the side wall 250 opposite to the engine of the transmission case through the bearing 350, and the tip end surface 510C is needle (roller) on the lid 260 fastened to the side wall 250.
The bearings 270 are in contact with each other. Hollow part 5 formed at the axis of the input shaft 510 of the V-belt type continuously variable transmission
11, the sleeve 422 is fitted to the engine side portion, and the engine side portion 511A forms the oil pressure supplied from the oil passage 421 through the center case 300 and the oil passage 301 at the base of the fixed flange 520A. An oil passage for supplying hydraulic pressure to the hydraulic servo 690 via the passage 513, and the opposite side portion 511B closes a hole 250A formed at a corresponding portion of the input shaft 510 of the side wall 250 of the transmission case. Of the lid 260 fitted to the lid 260, is formed in the transmission case 200 including the lid 260, and the entire space projects from the oil passage 514 communicating with the hydraulic control device. Part 26
The pressure oil supplied via 1 acts as an oil passage for supplying the hydraulic servo 530. Output gear 590
Is integrally formed with the hollow support shaft 591, and the support shaft 591
Is supported on the side wall of the torque converter case through a roller bearing 592 whose engine side end 591A forms one fulcrum, and the other end 591B is connected to the roller bearing 5
The engine side surface 590A of the output gear 590 is supported by the center case 300 via 93, and is brought into contact with the side wall of the torque converter case via a needle bearing 594 forming an intermediate fulcrum. 590B is brought into contact with the side surface of the center case 300 via a needle bearing 595, and the support shaft 59
Inner spline 596 on the transmission side of 1
Are formed.

The output shaft 550 of the V-belt type continuously variable transmission is
An outta spline 550A is formed at an end on the engine side that fits into an inner spline 596 formed on the support shaft 591 of the output gear, and is supported by the center case 300 via the support shaft 591 of the output gear by spline fitting.
The other end 550B is supported on the engine opposite side wall 250 of the transmission case through a ball bearing 920 forming the other fulcrum. A sensing valve body 552 is fitted in an intermediate portion of an oil passage 551 formed in the shaft center of an output shaft 550 of the V-belt type continuously variable transmission, and an engine side portion 552A of the valve body 552 is provided in a transmission case. The hydraulic pressure supplied from the hydraulic passage 140 that is formed and communicates with the hydraulic control device serves as an oil passage that is guided to the hydraulic servo 570. The tip of the engine side portion 552B of the valve body 552 is the side wall of the transmission case. The transmission case and the lid 55 fastened to the transmission case are fitted to the pipe-shaped protruding portion 554 of the lid 553, which is attached to cover the hole 250B formed in the portion corresponding to the output shaft 550 of the 250.
The oil passage 3 is formed in No. 3 and the hydraulic pressure is adjusted by the reduction ratio detection valve 50 in the sensing valve body 552 that detects the displacement position of the movable flange 560B from the hydraulic control device. In the reduction ratio detection valve 50, the engagement pin 51A attached to the right end of the detection rod 51 in the drawing has a movable flange 560B.
The hydraulic pressure of the oil passage 3 is adjusted by the displacement of the spool caused by the displacement of the movable flange 560B by being engaged with the step portion 561 formed on the inner circumference of the.

5 to 8 show a hydraulic control device for controlling the continuously variable transmission for vehicles shown in FIGS. 1 to 4. 21
Is an oil sump, 20 is an oil pump that is driven by the engine, and discharges the working oil sucked from the oil sump 21 to the oil passage 1, 30 is the oil pressure of the oil passage 1 according to the input oil pressure, and is set to the line pressure. The regulating valve 40 regulates the line pressure supplied from the oil passage 1 in accordance with the throttle opening degree, and the oil pressure from the oil passage 2 to the first
It is output as slot pressure and is transferred from the oil passage 3 to the orifice 22.
When the throttle opening is equal to or greater than the set value θ, the oil pressure passage 3a is applied to the speed reduction specific pressure output from the speed reduction ratio detection valve 50 supplied via
From the throttle valve that outputs the second throttle pressure from
0 is an oil passage 3 communicating with the oil passage 1 and the orifice 23
The speed reduction ratio detecting valve for adjusting the hydraulic pressure of the above according to the amount of displacement of the movable flange 560B of the output side pulley of the V-belt type continuously variable transmission, 60 communicates via the oil passage 1 and the orifice 24, and from the pressure adjusting valve 30. Second pressure regulating valve that regulates the hydraulic pressure of the oil passage 4 from which the excess oil is discharged and supplies the excess oil from the oil passage 5 to the lubrication necessary portion of the continuously variable automatic transmission as lubricating oil,
Reference numeral 65 is a manual valve that is actuated by a shift lever provided for each driving degree and distributes the line pressure of the oil passage 1 according to the operation of the driver, and 70 supplies the hydraulic pressure of the oil passage 4 to the fluid coupling 400 according to the input. A lock-up control mechanism 80 that controls engagement and disengagement of the lock-up clutch 430. Reference numeral 80 denotes the oil pressure in the oil passage 1a communicating with the oil passage 1 via the large diameter orifice 25 in accordance with the input from the oil passage 1b to the input side pulley. Of the V-belt type continuously variable transmission 500 for outputting to the hydraulic servo 530 of the control mechanism 10, the oil passage 1c which communicates with the oil passage 1 when the manual valve 65 is shifted to the L range.
, A low-modulator valve that regulates the line pressure and supplies it to the oil passage 2 as a low-modulator pressure, 12 is a relief valve provided in the oil cooler oil passage 11, 25 is a relief valve provided in the oil passage 1, and 26 is A flow control valve with a check valve provided in the line pressure supply oil passage 6 to the hydraulic servo 680 of the multi-plate brake of the planetary gear transmission 300, 27
Is a flow control valve with a check valve provided in the line pressure supply oil passage 7 to the hydraulic servo 690 of the multi-plate clutch of the planetary gear speed change mechanism 300.

The hydraulic pressure adjusting device is composed of the pressure adjusting valve 30, the throttle valve 40, and the reduction ratio detecting valve 50. The reduction ratio detection valve 50 has an engagement pin 5 at one end that engages with the movable flange 560B of the output side pulley of the V-belt type continuously variable transmission.
1A is fixed and a spring 52 is installed at the other end of the detection rod 51, a spool 54 having lands 54A and 54B arranged in series via the detection rod 51 and the spring 53, and a port communicating with the oil passage 3. 55, drain port 5
6. Port 55 and land 54 provided on the spool 54
An oil passage 57 that connects the oil chamber 54a between A and 54B is provided, and a hydraulic pressure Pi as shown in FIG. 9 is generated in the oil passage 3 in accordance with the displacement of the movable flange 560B. The throttle valve 40 includes a throttle plunger 42 which is displaced by contacting a throttle cam 41 linked to an accelerator pedal of a driver's seat, the throttle plunger 42 and a spring 43.
And a spool 44 that is connected in series through the plunger 42 and the spool 4 in accordance with an increase in the throttle opening θ.
4 is displaced to the right in the figure. The plunger 42 connects the oil passage 3 and the oil passage 3a when the throttle opening θ becomes equal to or larger than the set value θ1 (θ> θ1) to generate a second throttle pressure equal to the reduction specific pressure in the oil passage 3a. , Θ <θ1,
The oil pressure in the oil passage 3a is discharged from the drain port 40a to generate the second throttle valve Pj in the oil passage 3a as shown in FIG. The spool 44 is displaced by the movement of the throttle cam through the spring 43 and the hydraulic pressure of the oil passage 2 fed back to the land 44 a through the orifice 45 and the orifice 45 to change the communication area between the oil passage 1 and the oil passage 2. The throttle pressure Pth generated in the oil passage 2 is adjusted as shown in FIGS. 11 and 12. The pressure regulating valve 30 is provided with a spring 31 on one side (on the left side in the drawing), and has a land 32A, 3
2B, 32C spool 32, the spool 32
And a first regu- lator plunger 3 having a small-diameter land 33A and a large-diameter land 33B, which are installed in series with each other.
3, the second arranged in series in contact with the plunger 33
Port 34a for communicating with the oil passage 1, a port 34b for line pressure feedback via an orifice 35, and a drain port 34.
c, a port 34d for discharging excess oil to the oil passage 4, and a drain port 3 for discharging leaked oil between the land and the valve wall
4e, the input port 34 to which the deceleration specific pressure is input from the oil passage 3
f, an input port 34g to which the first throttle pressure is input from the oil passage 2 and an input port 34h to which the second throttle pressure is input from the oil passage 3a. Low-modulator valve 10
Outputs the low modulator pressure Plow shown in FIG. 13 that does not depend on the throttle opening when the manual valve 65 is set to the L range. Here, neither the low-modulator valve nor the throttle valve has a discharge pressure oil passage for pressure regulation, and the throttle pressure Pth is regulated by utilizing the fact that the throttle pressure Pth is constantly discharged from the reduction ratio control mechanism 80. Further, these two valves are arranged in parallel. Therefore, in the L range, the larger hydraulic pressure of Plow and Pth as shown in FIG. 14 is generated in the oil passage 2.
Therefore, as shown in FIG. 15, the line pressure PL at the L range low throttle opening is higher than that at the D range.

The pressure regulating valve 30 has a deceleration specific pressure input from the port 34f and applied to the second plunger 34, and a land 33B of the first plunger 33 input from the port 34g.
To the land 33A of the first plunger 33, which is input from the port 34h, the spring 31 and the orifice 35.
The port 42b that is connected to the oil passage 1 by the line pressure that is fed back to the land 32c of the spool from the port 34b that is connected to the oil passage 1 via the
a, the opening areas of the port 34d and the drain port 34c communicating with the oil passage 4 are adjusted to increase or decrease the leak amount of the pressure oil in the oil passage 1 to generate the line pressure PL shown in FIGS. 15, 16 and 17. . In the L range, it is necessary to downshift to obtain a strong engine brake. In the V-belt type continuously variable transmission, when the downshift is performed, the oil passage to the hydraulic servo 530 of the input side pulley is connected to the discharge pressure oil passage to discharge the oil in the servo oil chamber and realize the downshift. However, in order to obtain a strong engine brake, the primary sheave is rotated at a high rotation speed, but the oil pressure may be hindered by the hydraulic pressure due to the centrifugal force generated by the rotation. Therefore, when a quick downshift is required, the hydraulic pressure applied to the hydraulic servo 570 of the output side pulley needs to be higher than usual, which is particularly important when the throttle opening is low. Therefore, in the L range, the slot pressure Pth when the throttle opening θ is small is increased by the low-modulator valve, and the line pressure PL (line pressure = hydraulic servo supply pressure of the output side pulley) is increased. The manual valve 65 is moved by a shift lever provided in the driver's seat and is set to each shift position of P (park), R (reverse), N (neutral), D (drive), and L (low). 66, the oil passage 1 or the oil passage 2 and the oil passage 1c, the oil passage 6, and the oil passage 7 are connected to each other when set at each shift position as shown in Table 1.

[Table 1] In Table 1, ○ indicates communication with the oil passage 1, Δ indicates communication with the oil passage 2, − indicates occlusion of the oil passage, and × indicates exhaust pressure. As shown in Table 1, in the R range, the line pressure is supplied to the brake 680 of the planetary gear transmission, and in the D range and the L range, the throttle pressure (or low modulator pressure) in the oil passage 2 is supplied to the clutch 690 to switch between forward and reverse travel. Is done.

The second pressure regulating valve 60 has a spool 62 provided with lands 62A, 62B and 62C on one side of which a spring 61 is installed, and the spool 62 is applied to the land 62A via the spring load of the spring 61 and the orifice 63. Is displaced by the hydraulic pressure to change the flow resistances of the oil passages 4 and 5 and the drain port 60A to regulate the hydraulic pressure of the oil passage 4 and to supply the lubricating oil from the oil passage 5 to the lubrication necessary portion, and the excess operation. Oil is drained from the drain port 60A. The reduction ratio control mechanism 80 includes a reduction ratio control valve 81 and an orifice 8.
2 and 83, an upshift electromagnetic solenoid valve 84, and a downshift electromagnetic solenoid valve 85. The reduction ratio control valve 81 includes a first land 812A and a second land 81.
2B and a third land 812C, one land 8
Spool 81 with spring 811 installed at 12C
2. Side end oil chambers 815 and 816 at both ends, to which slottle pressure or low-modulator pressure is supplied from the oil passage 2 via the orifices 82 and 83, respectively, an intermediate oil chamber 810 between the land 812B and the land 812C, and an oil chamber. 815 and the oil passage 2A connecting the oil chamber 810 and the oil passage 1 to which the line pressure is supplied, and the opening area of the input port 817 and the V-belt continuously variable transmission 500 whose opening area increases and decreases according to the movement of the spool 812. Input pulley 520 hydraulic servo 5
30 is provided with an output port 818 communicating with the oil passage 1b, a pressure adjusting oil chamber 819, a drain port 814 for discharging the oil chamber 819 according to the movement of the spool 812, and an oil chamber according to the movement of the spool 812. 810 and oil chamber 8
A drain port 813 for discharging 15 is provided. The upshift electromagnetic solenoid valve 84 and the downshift electromagnetic solenoid valve 85 are attached to the oil chamber 815 and the oil chamber 816 of the reduction ratio control valve 81, respectively, and both are operated by the output of the electric control circuit described later and are respectively operated. The chamber 815 and the oil chamber 810 and the oil chamber 816 are exhausted. The lock-up control mechanism 70 includes a lock-up control valve 71, an orifice 77, and an electromagnetic solenoid valve 76 for controlling the hydraulic pressure of the oil passage 4a communicating with the oil passage 4 via the orifice 77.
Consists of. The lockup control valve 71 is provided with a spring 72 on one side (on the right side in the drawing) and has a land 73 of the same diameter.
A spool 73 having A, 73B and 73C, and a sleeve 75 having a diameter larger than the land of the spool 73 on which the spring 74 is installed on the other side (the left side in the drawing) provided in series with the spool 73. , The oil pressure P4 of the oil passage 4 applied to the land 73C via the input port 71A connected to the oil passage 4 from one side, and the spring load Fs1 of the spring 72.
The solenoid valve 76 is attached to the sleeve 75 from the other side.
The spool 73 receives the oil pressure P8 of the release side oil passage 8 of the lockup clutch 430 applied to the land 73A via the solenoid pressure Ps of the oil passage 4a controlled by the above or the port 71D and the spring load Fs2 of the spring 74. Is displaced to control the communication between the oil passage 4 and the disengagement side oil passage 8 or the engagement side oil passage 9 of the lockup clutch 430. When the solenoid valve 76 is energized and turned on, the oil pressure in the oil passage 4a is discharged, the spool 73 is fixed to the left in the drawing, the oil passage 4 and the oil passage 9 communicate with each other, and the operating oil is the oil. Flow 9 → Lockup clutch 430 → Oil route 8 → Drain port 71C in that order, Lockup clutch 43
0 is in the engaged state. When the solenoid valve 76 is de-energized and the valve port is closed (OFF), the oil pressure in the oil passage 4a is maintained, the spool 73 is fixed to the right in the drawing, the oil passage 4 communicates with the oil passage 8, and the hydraulic oil Flows in the order of the oil passage 8 → the lockup clutch 430 → the oil passage 9 → the connecting oil passage 11 to the oil cooler, and the lockup clutch 430 is released.

FIG. 18 is an electromagnetic solenoid valve 76 of the lockup clutch control mechanism 70, an upshift electromagnetic solenoid valve 84 and a downshift electromagnetic solenoid valve 85 of the reduction ratio control mechanism 80 in the hydraulic control system shown in FIGS. 5 to 8. 2 shows a configuration of an electric control circuit 90 for controlling the. Reference numeral 91 is a shift lever switch that detects which position of the shift levers P, R, N, D, L is shifted, 92 is a rotation speed sensor that detects the rotation speed of the input pulley A, 93 is a vehicle speed sensor, and 94 is A throttle sensor that detects the throttle opening of the engine, 95 is a brake switch that is turned on when the brake operates, 96 is a speed detection processing circuit that converts the output of the rotation speed sensor 92 into voltage, and 97 is the output of the vehicle speed sensor 93. A vehicle speed detection circuit for converting to voltage, 98 is a slot opening detection processing circuit for converting the output of the slot sensor 94 to voltage, and 907 to 91.
1 is an input interface of each sensor, 912 is a central processing unit (CPU), and 913 is electromagnetic solenoid valves 76, 8
A read-only memory (ROM) storing programs required to control 4, 85 and data required for control, 91
Reference numeral 4 denotes a random access memory (RAM) for temporarily storing input data and parameters required for control, 915
Is a clock, 916 is an output interface, and 917 is a solenoid output driver.
The output of 16 is converted into the operation output of the downshift electromagnetic solenoid valve 85, the upshift electromagnetic solenoid valve 84, and the lockup control solenoid 76. Input interfaces 908 to 911, CPU 912, ROM 9
13, the RAM 914 and the output interface 916 are connected by a data bus 918 and an address bus 919.

Next, the operation of the reduction ratio control mechanism 80 controlled by the electric control circuit 90 will be described with reference to FIGS. In the continuously variable automatic transmission for a vehicle, the reduction ratio (torque ratio) of the V-belt type continuously variable transmission is controlled by the electric control circuit 90 during normal driving so that the fuel consumption is best at each throttle opening θ.
Is performed to determine the input pulley rotation speed N, so-called best fuel economy control is performed. The control of the reduction ratio control mechanism 80 is
By comparing the best fuel consumption input pulley rotation speed with the actual input pulley rotation speed N, the increase / decrease in the gear ratio between the input / output pulleys is controlled by the two electromagnetic solenoid valves 84 and 85 provided in the reduction ratio control mechanism 80. The actual input pulley rotation speed N is made to match the best fuel consumption input pulley rotation speed. That is, the best fuel consumption fluid coupling output line can be obtained from the constant fuel consumption rate curve on the fluid coupling output shaft (FIG. 19) and the uniform horsepower curve on the fluid coupling output shaft (FIG. 20) (FIG. 2).
1). By combining this best fuel consumption fluid coupling output line and the engine + fluid coupling total output performance at each throttle opening θ (Fig. 22), the best fuel consumption fluid coupling output speed at each throttle opening θ ( 23) is required. The best fuel economy can be controlled by controlling the gear ratio so that the best fuel economy fluid coupling output speed is obtained for each throttle opening. Conventionally, this best fuel economy control was performed even when the throttle opening was fully closed. However, when sudden braking is applied, the downshift does not catch up, so even if the vehicle stops, there may be cases where the downshift is not completed.Therefore, if the accelerator is depressed immediately after the attempt to start, the vehicle will suddenly go down. There was a problem that the belt shifted and the belt could not be restarted smoothly. To solve this problem, a quick downshift should be performed, but the time required to complete the downshift (the time required to move the pulley from a certain reduction ratio position during running to the maximum reduction position) is extremely shortened. Is technically difficult. However, if the best fuel consumption control is performed as described above, the downshift is not started immediately even if the brake is applied, and the input pulley that has the best fuel consumption when the rotation speed of the input pulley is fully closed at that time. If it is higher than the number of revolutions of, upshift is performed. Then, the downshift signal is issued only when the electric control circuit detects that the actual rotation speed of the input pulley becomes lower than the rotation speed of the input pulley at which the vehicle speed decreases and the fuel efficiency becomes the best. Therefore, if you start the downshift from an early stage, even if you brake suddenly,
More downshifts can be made before stopping.
Therefore, a method of immediately outputting a downshift signal to the electric control circuit and causing the hydraulic control circuit to start the downshift when the throttle opening is fully closed can be considered. But,
In this method, for example, if the throttle is fully closed at high speed, strong engine braking will occur, which is not preferable in terms of driving feeling. Also, when traveling at high speed, even if the accelerator is released and the throttle opening θ = 0, the vehicle is often coasted as it is, and even if the brake is applied, there is sufficient time to stop, so V Completion of a downshift of a belt-type continuously variable transmission can be achieved with a margin, and a downshift that is not so fast is necessary.

Therefore, as a first reduction gear ratio control method for a continuously variable automatic transmission for a vehicle, first, a control device is made to detect a brake signal, and a downshift is started immediately when the brake is depressed. By doing so, the above problems are almost solved, and even after the brake is depressed, even if the brake is released at the throttle opening θ = 0, the downshift state can be continued to obtain the engine brake at the time of downhill. it can. However, the slower the vehicle speed is, the shorter the time from when the brake pedal is applied until the vehicle stops is. Therefore, when the brake is applied suddenly, the downshift may not be completed in time only by detecting the brake signal. Therefore, the vehicle speed can be further detected as a speed reduction ratio control method for the second vehicle continuously variable transmission, and the vehicle speed is shifted to the down side as the vehicle speed decreases. Then, when the brake pedal is depressed, the lower the vehicle speed, the smaller the shift width, that is, the downshift can be completed in a short time. Further, when the accelerator is released at high speed, the degree of engine braking can be reduced and the driving feeling can be improved. Figure 2
Fig. 5 shows a block diagram of the control circuit of the V-belt type continuously variable transmission. Shift lever shift position, input pulley speed N,
The gear ratio is controlled by inputting a vehicle speed V, a throttle opening θ, and a brake signal, and the upshift electromagnetic solenoid turns on or off the downshift electromagnetic solenoid. After reading 921 of the throttle opening θ by the throttle sensor 904, the input pulley rotation speed sensor 92 and the vehicle speed sensor 93 read the input pulley rotation speed and the vehicle speed 922, and then the brake switch 95 reads the brake signal. 923 and read the shift position with the shift lever switch 924
I do. After reading these information, the shift lever switch 901 determines the shift lever position 925, and the process proceeds to a subroutine 930 for P / N processing, a subroutine 940 for L / D processing, or a subroutine 960 for R processing. 26 to 29 show a flow chart of the control circuit shown in FIG. 25, and FIG. 30 shows a graph for explaining the operation. B) When the shift lever is set to P position or N position. Upshift electromagnetic solenoid valve 84 is executed by the P position and N position processing subroutine 930 shown in FIG.
And both the downshift solenoid solenoid valve 85
The FF is performed (931), and the P or N state is stored in the RAM 914 (932). As a result, the neutral state of the input pulley 520 is obtained. B) When the shift lever is set to the L position or the D position. According to the first reduction gear ratio control method for a continuously variable automatic transmission for a vehicle, the up shift electromagnetic solenoid valve 84 and the down shift electromagnetic solenoid valve 85 are arranged in the flow chart shown in FIG. 27 by the subroutine of the L position and D position processing 940. Control as follows. If the brake is not depressed, the throttle is not fully closed, and the shift lever is in the D position, the best fuel consumption control is performed. In this case, the best fuel consumption control line of FIG.
It is put in the form of a table in 13, and the input pulley rotation speed with respect to the slot opening is drawn from the table,
Control is performed using the input pulley rotation speed as the input pulley control rotation speed. That is, if the input pulley rotation speed N is larger than the input pulley control rotation speed Nc, the upshift electromagnetic solenoid valve 84 is turned on. Conversely, if the input pulley rotation speed N is smaller than the control rotation speed, the downshift electromagnetic solenoid valve 85 is turned on to set the control rotation speed. If they are equal, turn off both solenoid valves. First, determination 941 of the presence / absence of a brake signal is performed. When there is a brake signal (ON), the brake flag is turned ON 942 and the input pulley control speed is set to RH (943).
Then, the current input pulley rotation speed N is compared with the input pulley control rotation speed Nc (944), and when N> Nc, the upshift electromagnetic solenoid 84 is turned on (945),
When N <Nc, the downshift electromagnetic solenoid 85 is turned on (946), and when N = Nc, both solenoid valves 84
Both and 85 are turned off (947). When there is no brake signal (OFF), it is determined whether the throttle opening θ is 0 (950). When θ = 0, it is determined whether the brake flag is ON or OFF (952), and the brake flag is determined. When is ON, the input pulley control speed is set to RH (943). When the brake flag is off, the current vehicle speed V and the set vehicle speeds VL and VH (VL <VH)
(954), the input pulley control rotation speed is set to RM (956) when V <VL, and the current input pulley rotation speed N and the input pulley control rotation speed Nc are compared to 944. move on. When VH> V ≧ VL, the input pulley control rotation speed is set to RL (RL <RM <RH), and the current input pulley rotation speed N and the input pulley control rotation speed Nc are compared 944. If the brake does not operate and the throttle opening θ ≠ 0, the best fuel economy control is performed. That is, when θ ≠ 0 in the determination 950 of whether the throttle opening θ is 0, the brake flag is turned OFF 962, and then in the determination 954 of the relationship between the vehicle speed V and the set vehicle speeds VL and VH, when V ≧ VH, Whether the set position of the shift lever is the L range or the D range is directly determined 964, and when the D range is set, the input pulley control rotation corresponding to the throttle opening θ is performed so that the best fuel economy is obtained from the D range table in the ROM 913. When the number Nc is set (965) and in the L range, the data is input from the L range table in the ROM 913 and the input pulley control rotational speed Nc corresponding to the throttle opening θ
Is set (966), and in any case, the process proceeds to a comparison 944 between the current input pulley rotation speed N and the input pulley control rotation speed Nc.

The control method is the same when the shift lever is set to the L position, but the input pulley control rotational speed Nc with respect to the throttle opening θ is generally high depending on the case of the best fuel consumption control (shift lever D position). Number of revolutions (eg,
Set to the fastest acceleration control rotation speed). Slot opening θ
Even if is fully closed, similar control is performed if the vehicle speed is VH or higher. When the throttle opening θ is fully closed (θ = 0) and the vehicle speed is V
When it is equal to or lower than H, the input pulley control speed is set to RL (the speed equal to or higher than the control speed Nc when the shift lever is in the L position and the throttle opening θ is fully closed and the vehicle speed is VH). Further, when the vehicle speed becomes VM (VM <VH) or less, the input pulley control rotation speed Nc is set to RM (RM> RL). When the brake is depressed, the input pulley control rotation speed Nc is set to RH (RH> RM) regardless of the vehicle speed. This state is maintained even when the brake is released, and is released by depressing the accelerator.
As described above, when the throttle opening θ is fully closed, the rotation speed of the input pulley is controlled in three stages according to the vehicle speed, but the number of stages can be controlled by changing the program.

FIG. 28 is a program flow chart in the case of controlling with an arbitrary number of stages. When the throttle opening θ is not fully closed, the control is the same as that in FIG. 26. However, when the throttle opening θ is fully closed, the input corresponding to the vehicle speed is input according to the input pulley rotation speed control line in FIG. The number of rotations of the pulley is controlled (971, 972). At this time, similarly to the best fuel consumption control line, the control line of FIG. 24 is stored in the memory in the form of a table, and the number of revolutions corresponding to the vehicle speed is drawn from the table for control. With this method, if the table is changed to increase the number of shift stages or change the shift point, the program need not be changed.
Further, as shown in FIG. 30, when the input pulley control rotation speed Nc is expressed as a relatively simple function of the vehicle speed, it is not always necessary to have a table. The flow chart of this process is shown in FIG. When the brake flag is ON (942), it is judged 981 whether the vehicle speed V is S'or less, and V <
When S ', the input pulley control rotation speed Nc = (S'-V)
The setting is made as × k21 + R′H (982), and the routine proceeds to a comparison 944 between the current rotation speed N of the input pulley and the control rotation speed Nc.
Here, S'is the set vehicle speed, k21 is a constant, and R'H is the set input pulley rotation speed. When V> S ', the input pulley control rotation speed Nc = R'H is set (983) to set 9
Proceed to 44. Further, when the throttle opening θ = 0 (fully closed) and the brake flag is OFF, it is determined whether or not the current vehicle speed V is S ′ or higher (984). When V> S ′, the input pulley control rotation speed is determined. Set Nc = R′H and proceed to 944. V <
When S ′, Nc = (S′−V) × k11 + R′L is set and the process proceeds to 944. k11 is a constant, and R'L is a set input pulley rotation speed (R'L <R'H). In this method, the vehicle speed V is taken into consideration, and the lower the vehicle speed, the more downshifted. Further, as shown in FIG. 30, the input pulley control rotation speed Nc can be expressed as a relatively simple function of the vehicle speed, and not only a table is not required, but also the maximum number of shift stages can be taken.

Next, the operation of the reduction ratio control mechanism 80 will be described with reference to FIG. During constant speed traveling As shown in FIG. 31, the electromagnetic solenoid valves 84 and 85 controlled by the output of the electric control circuit 90 are turned off. As a result, the oil pressure P1 of the oil chamber 816 becomes the slot pressure, and the oil pressure P2 of the oil chamber 815 also becomes the slot pressure when the spool 812 is on the right side in the drawing. Spool 8
Since 12 has a pressing force P3 due to the spring load of the spring 811, the spool 812 that is moved to the left in the drawing is moved to the left, and the oil chamber 815 communicates with the drain port 813 via the oil passage 2A and the oil chamber 810, and P2. Is discharged, so that the spool 812 is moved to the right in the drawing by the hydraulic pressure P1 of the oil chamber 816. When the spool 812 is moved to the right, the drain port 813 is closed. Therefore, in this case, the spool 812 is provided with a flat flat surface (tapered surface) 812a at the edge of the land 812B of the spool 812 on the drain port 812 side, so that the spool 812 can be more stable in an intermediate position as shown by A in FIG. It becomes possible to hold it at the equilibrium point. In the state of being held at the equilibrium point at the intermediate position as indicated by A in FIG. 31, the oil passage 1b is closed, and the hydraulic pressure of the hydraulic servo 530 of the input pulley 520 is applied to the hydraulic servo 570 of the output side pulley 560. The line pressure causes a state of being compressed via the V-belt 112, resulting in equilibrium with the hydraulic pressure of the hydraulic servo 570. Actually, there is oil leakage in the oil passage 1b as well, so the input side pulley 520 is gradually expanded and the torque ratio T
Changes in an increasing direction. Therefore, as shown by A in FIG. 31, at the position where the spool 812 is in equilibrium, the drain port 814 is closed and the oil passage 1a is in a slightly opened state, so that the port 8 of the land 812B of the spool 812 is closed.
A flat surface (tapered surface) 812b is provided on the 17th edge to compensate for oil leakage in the oil passage 1b.
Further, by providing a flat surface (tapered surface) 812C on the edge of the land 812A on the drain port 814 side, a transition such as a rise of a hydraulic pressure change of the oil passage 1b can be smoothly performed. In this case, the line pressure leaks only in the pressure oil discharged from the drain port 813 through the orifice 82, and there is only one leak point. At the time of UP-SHIFT As shown by C in FIG. 31, the upshift electromagnetic solenoid valve 84 is turned on by the output of the electric control circuit 90. As a result, the oil chamber 815 is discharged, so that the spool 812 is moved to the right in the drawing, the spring 811 is compressed, and the spool 812 is set to the right end in the drawing. In this state, the line pressure of the oil passage 1a is supplied to the oil passage 1b via the port 818, so that the hydraulic pressure of the hydraulic servo 530 increases, the input pulley 520 operates in the closing direction, and the torque ratio T decreases. Accordingly, the ON time of the solenoid valve 84 is controlled as required to reduce the torque by a desired torque ratio and perform upshift. During DOWN-SHIFT As shown by B in FIG. 31, the solenoid valve 85 is turned on by the output of the electric control circuit 90, and the oil chamber 816 is discharged.
The spool 812 is rapidly moved to the right in the figure by the spring load of the spring 811 and the line pressure of the oil chamber 815, the hydraulic pressure 1b is discharged in communication with the drain port 813, and the input side pulley 520 is rapidly expanded. When activated, the torque ratio T increases. By controlling the ON time of the solenoid valve 85 in this way, the torque ratio is increased and downshifted. In this way, the hydraulic servo 530 of the input (drive side) pulley 520 is supplied with the output hydraulic pressure of the reduction ratio control valve 81, and the line pressure is guided to the hydraulic servo 570 of the output (driven side) pulley 560. Po / P in which the hydraulic pressure of the hydraulic servo 530 of the pulley 520 is Pi and the hydraulic pressure of the hydraulic servo 570 of the output pulley 560 is Po
i has the characteristics as shown in the graph of FIG. 32 with respect to the torque ratio T, and, for example, the throttle opening θ = 50%, the torque ratio T = 1.5 (point a in the figure), When Po / Pi is maintained as it is when θ = 30% and the torque ratio T = 0.87, the operating state is changed to point b in the figure, and conversely, when torque ratio T = 1.5. Reduction ratio control mechanism 8 for controlling the input pulley when maintaining the state
The output of 0 increases the value of Po / Pi and changes it to the value at point c in the figure. In this way, by controlling the value of Po / Pi as necessary, it is possible to set an arbitrary torque ratio corresponding to any load state.

[Brief description of drawings]

FIG. 1 is a sectional view of a continuously variable automatic transmission for a vehicle.

FIG. 2 is a partially enlarged view of FIG.

FIG. 3 is a partially enlarged view of FIG.

FIG. 4 is a partially enlarged view of FIG.

FIG. 5 is a circuit diagram of the hydraulic control device.

6 is a partially enlarged view of FIG.

7 is a partially enlarged view of FIG.

FIG. 8 is a partially enlarged view of FIG.

FIG. 9 is a diagram showing output hydraulic pressure characteristics of a reduction ratio control valve.

FIG. 10 is a diagram showing a second throttle pressure characteristic output by the throttle valve.

FIG. 11 is a diagram showing a first throttle pressure characteristic output by the throttle valve.

FIG. 12 is a diagram showing a first throttle pressure characteristic output by the throttle valve.

FIG. 13 is a diagram showing a low-modulator pressure characteristic output by a low-modulator valve.

FIG. 14 is a diagram showing a hydraulic characteristic generated in an oil passage 2.

FIG. 15 is a diagram showing a line pressure characteristic output by a pressure regulating valve.

FIG. 16 is a diagram showing a line pressure characteristic output by a pressure regulating valve.

FIG. 17 is a diagram showing a line pressure characteristic output by a pressure regulating valve.

FIG. 18 is a block diagram of an electronic control circuit.

FIG. 19 is a diagram showing an equal fuel consumption curve of fluid coupling.

FIG. 20 is a diagram showing an output equal horsepower curve of a fluid coupling.

FIG. 21 is a diagram showing a best fuel consumption fluid coupling output line.

FIG. 22 is a diagram showing a combined output performance characteristic of the engine and the fluid coupling at each throttle opening.

FIG. 23 is a diagram showing a best fuel consumption input pulley rotation speed control line.

FIG. 24 is a diagram showing an input pulley rotation speed control line when the throttle opening is fully closed.

FIG. 25 is a block diagram showing a control method of a reduction ratio control mechanism.

FIG. 26 is a view showing a flow for explaining the operation of the reduction ratio control mechanism.

FIG. 27 is a view showing a flow for explaining the operation of the reduction ratio control mechanism.

FIG. 28 is a view showing a flow for explaining the operation of the reduction ratio control mechanism.

FIG. 29 is a view showing a flow for explaining the operation of the reduction ratio control mechanism.

FIG. 30 is a characteristic diagram of vehicle speed and input pulley rotation speed.

FIG. 31 is an operation explanatory view of a reduction ratio control mechanism.

FIG. 32 is a view for explaining the operation of the reduction ratio control mechanism.

[Explanation of symbols]

 30 Pressure regulating valve 40 Slottle valve 50 Reduction ratio detection valve

Claims (3)

[Claims] 1. An input pulley and an output pulley respectively provided on an input shaft and an output shaft, and a V-belt that transmits between the input pulley and the output pulley. The effective diameter of the V-belt is increased or decreased by a hydraulic servo. A method for controlling a reduction ratio of a continuously variable automatic transmission for a vehicle, which comprises a V-belt type continuously variable transmission that performs continuously variable gear shifting by means of a vehicle running condition detection means of an electric control circuit, wherein , Output shaft torque, brake operation, and other vehicle traveling conditions are detected, and a control signal for controlling the speed reduction ratio control mechanism of the hydraulic control circuit is output by the logic means of the electric control circuit in accordance with the detection signal. Supply of hydraulic oil to the hydraulic servo so that the reduction ratio control mechanism changes the reduction ratio of the V-belt type continuously variable transmission according to the vehicle traveling condition based on a control signal, and In a reduction gear ratio control method for a continuously variable automatic transmission for a vehicle adapted to control discharge, the electric control circuit stores, when a brake actuation signal is input, that the brake actuation signal is input. , A predetermined input pulley control rotation speed is set as a target value for the downshift operation, the current input pulley rotation speed of the vehicle is compared with the input pulley control rotation speed, and the deceleration is started so that the downshift operation is started. The downshift operation is maintained when the throttle opening signal indicating that the throttle opening is fully closed is input in the presence of the memory that the ratio control mechanism is controlled and the brake operation signal is input. When the throttle opening signal indicating that the throttle opening is not fully closed is input, the brake operation is controlled. A method for controlling a reduction ratio of a continuously variable automatic transmission for a vehicle, comprising: erasing a memory that a dynamic signal is input and controlling the reduction ratio control mechanism so as to cancel the downshift operation. 2. An input pulley and an output pulley respectively provided on an input shaft and an output shaft, and a V belt which transmits between the input pulley and the output pulley, and an effective diameter of the V belt is increased or decreased by a hydraulic servo. A method for controlling a reduction ratio of a continuously variable automatic transmission for a vehicle, which comprises a V-belt type continuously variable transmission that performs continuously variable gear shifting by means of a vehicle running condition detection means of an electric control circuit, wherein , Output shaft torque, brake operation, and other vehicle traveling conditions are detected, and a control signal for controlling the speed reduction ratio control mechanism of the hydraulic control circuit is output by the logic means of the electric control circuit in accordance with the detection signal. Supply of hydraulic oil to the hydraulic servo so that the reduction ratio control mechanism changes the reduction ratio of the V-belt type continuously variable transmission according to the vehicle traveling condition based on a control signal, and In a reduction ratio control method for a vehicle continuously variable transmission that is adapted to control discharge, the electric control circuit stores that the brake actuation signal is input when the brake actuation signal is input, An input pulley control rotation speed corresponding to the vehicle speed at the time of inputting the brake operation signal is set as a target value for the downshift operation, and the current input pulley rotation speed of the vehicle is compared with the input pulley control rotation speed to perform the downshift operation. Control the speed reduction ratio control mechanism so as to start, while the throttle opening signal indicating that the throttle opening is fully closed in the presence of the memory that the brake operation signal is input is continuously input while the throttle opening signal is input. By maintaining the downshift operation, the downshift can be performed up to the speed reduction ratio corresponding to the vehicle speed when the brake actuation signal is input. When the throttle opening signal indicating that the throttle opening is not fully closed is input, the memory that the brake operation signal is input is erased and the downshift operation is released. A reduction ratio control method for a continuously variable automatic transmission for a vehicle, characterized in that the reduction ratio control mechanism is controlled as described above. 3. An input pulley and an output pulley respectively provided on an input shaft and an output shaft, and a V-belt which transmits between the input pulley and the output pulley, and a driving means controls the effective diameter of the V-belt. A V-belt type continuously variable transmission that continuously changes gears by increasing and decreasing, a plurality of detecting means for detecting vehicle traveling conditions including at least a brake operating state, and an operation of a vehicle brake device in response to signals from the detecting means. Determination means for determining the presence or absence of
When it is determined by the determination means that the brake device is not operated, the shift target value is set according to the vehicle traveling condition from the detection means so that the rotation speed of the input pulley that provides the best fuel economy can be obtained. A first gear shift target value setting means, a storage means for storing a determination result indicating that the brake device is activated when the determination means determines that the brake device is activated, and the storage means stores the brake device activated. When the memory exists, the second shift target value setting means for setting the shift target value so that the rotation speed of the input pulley becomes a predetermined value or more, and the set shift target value and the detected by the detecting means. The determination means for comparing the vehicle traveling conditions with the above-mentioned vehicle traveling condition, and the memory for storing the existence of the brake device and the slot opening signal detected by the slot opening detecting means are When the signal is a signal indicating the fully closed state of the throttle, the means for maintaining the comparison between the target shift value and the running condition of the vehicle by the determination means and the throttle opening signal detected by the throttle opening detection means are the fully closed throttle. When it is a signal indicating that it is not in a state, it is controlled according to the determination result by the determination means of this control circuit, and the drive circuit And a reduction ratio control mechanism that changes the reduction ratio of the V-belt type continuously variable transmission in accordance with the vehicle traveling conditions by controlling the speed reduction ratio control device for a continuously variable automatic transmission for a vehicle. .