JPS5857553A - Reduction ratio controlling mechanism of stepless automatic speed shift gear for vehicle - Google Patents

Abstract

PURPOSE:To improve responsiveness of a reduction ratio control valve at the time of down shifting and to enable rapid down shifting, by giving a load by a spring in a moving direction of a spool at the time of the down shifting. CONSTITUTION:At the time of down shifting a solenoid valve 85 is turned on and a hydraulic oil chamber 816 is decompressed. A spool 812 is moved rapidly to the left by a load of a spring 811 and line pressure of a hydraulic oil chamber 815, a hydraulic oil duct 2 is connected with a drain port 814 for decompression and an input pulley is actuated rapidlly in an expanding direction to increase a torque ratio. As a solenoid valve 84 is turned on and the hydraulic oil chamber 815 is decompressed at the time of up shifting, the spool 812 is moved to the right, line pressure of a hydraulic oil duct 1 is supplied to the hydraulic oil duct 2 which results in actuation of an input pulley in a closing direction and a decrease of the torque ratio.

Description

[Detailed description of the invention] Provided in a hydraulic control device of a continuously variable automatic transmission for a vehicle using a continuously variable transmission,
The present invention relates to a reduction ratio control mechanism that controls the A/R ratio.

V-belt type continuously variable transmissions are used in combination with forward/reverse switching devices and fluid couplings as continuously variable automatic transmissions for vehicles. However, with this continuously variable automatic transmission for vehicles, sufficient torque cannot be obtained unless the Ktg gear transmission section is at the maximum reduction ratio [6] when the vehicle starts.

Unable to start smoothly. In V-belt continuously variable transmissions, it is generally difficult to change the reduction ratio while the vehicle is stopped, so when the vehicle suddenly stops, a rapid downshift (S/7) is required. The main factors that determine the speed of this downshift are the height of the oil pressure (fin pressure) supplied to the hydraulic servo of the V-beam continuously variable transmission, and the pulp reduction operating speed ( The conventional reduction ratio control 4I mechanism, which has a
Hydraulic pressure supply oil line 2 to the hydraulic servo of the V-belt type continuously variable transmission, in which pressure oil is increased at the time of cruising speed and decreased during upshift, and line pressure supply oil line 1 from the hydraulic source. # Controls the communication between the hydraulic servo and the hydraulic source or drain boat (oil drain port).

A reduction ratio control valve 8 having a train boat (oil drain port) all and a drain boat 814 that leaks the hydraulic pressure of the hydraulic T-point; a spring 1111 that applies a spring load to the spool of the # reduction ratio control valve; It consists of an upshift electromagnetic solenoid valve A4 that controls the spool μ, and a downshift electromagnetic solenoid valve A4, which controls the spool μ. Downshifting is achieved by the intermittent discharge of the hydraulic pressure applied to the spool by the downshift electromagnetic solenoid valve $4. moves by compressing the spring 811, and the line pressure maintained by the closing operation of the upshift electromagnetic solenoid valve 84 is transferred to the oil drain port ats.
This is a configuration in which the spool gradually leaks from the spool and stops at a position where the external force applied to the spool is balanced. During downshifting, the spool was moving against the spring load of the spring 11, so a rapid response could not be obtained. Ta.

For this purpose, as shown in Figure 3j. The mounting positions of the upshift electromagnetic solenoid valve 84 and the downshift electromagnetic solenoid valve 86 are reversed, and the line pressure supply oil passage 1 and V
By reversing the formation position of the oil drain port 814 that discharges the hydraulic pressure of the hydraulic servo of the PEPTO type continuously variable transmission, the spool is moved in the forward direction of the spring load during downshifting, and the speed of movement is reduced. If the speed is increased, the response can be improved. However, according to this method, when downshifting, the valve port of the downshift electromagnetic solenoid valve s5 and the drain)8
Oil is drained from both 180 and the fin pressure decreases due to the increased amount of oil drained, and the supply pressure to the hydraulic servo of the belt type continuously variable transmission decreases, causing the belt type continuously variable transmission to down. A problem arises in which the shift speed decreases.

An object of the present invention is to provide a reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle that can solve the above problem and increase the downshift speed.

Another object of the present invention is to provide a reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle, which can reduce the amount of hydraulic oil leakage, thereby reducing the size of the oil pump and reducing fuel consumption.

Still another object of the present invention is to prevent pulp stick from occurring.
<The present invention provides a reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle that prevents malfunction or delay in reduction ratio control.

The present invention provides hydraulic control of a continuously variable automatic transmission for a vehicle, which includes an input pulley and an output pulley whose effective diameters are variable by a hydraulic servo, and a V-belt that transmits power between these pulleys. By supplying and discharging hydraulic oil to the hydraulic servo of the input pulley, which is provided in the device, the stepless delivery speed of 4g! This is a reduction ratio control mechanism that reduces the O reduction ratio.

An upshift electromagnetic solenoid valve and a downshift electromagnetic solenoid valve adjust the line pressure supplied according to the vehicle running conditions and generate solenoid pressure, respectively, and the spring load applied from one side and the spring load applied from the opposite direction. The reduction ratio control mechanism includes a reduction ratio control valve that has a spool that is displaced by the solenoid pressure and communicates between the hydraulic servo of the input stage, a hydraulic pressure source, and an oil drain port.

Uplift is achieved by discharging hydraulic fluid from the upshift electromagnetic solenoid valve, downlift is achieved by discharging hydraulic fluid from the downshift electromagnetic solenoid valve, and constant shift pressure is maintained by solenoid pressure provided in the reduction ratio control valve. The above-mentioned solenoid pressure is adjusted by discharging hydraulic oil from the oil drain port, and K is such that the spring load and the solenoid pressure by the upshift electromagnetic solenoid valve are in the same direction, and the constant foot is adjusted. This is maintained due to the large sum of the solenoid pressure applied to the Sday A/ by the Dow electromagnetic solenoid valve from one side, the spring load applied to the spool from the other side, and the solenoid pressure applied by the upshift electromagnetic solenoid valve from the other side. , the spool is displaced in the direction of applying the spring load, and due to the displacement of the 1M spool, the solenoid pressure by the upshift electromagnetic solenoid valve is reduced by the exhaust pressure from the solenoid pressure oil drain port of the reduction ratio control valve; The external force on the spool is balanced.

A communication area between the hydraulic yaw of the input pulley and the oil drain port provided in the reduction ratio control valve and the hydraulic pressure source is adjusted at a displacement position of the spool set by the balance of the spool V. Further, the reduction ratio control valve has one side end land to which the spring load is applied, an intermediate land, and the other side end land.

An oil chamber at one side end where solenoid pressure is generated by an upshift electromagnetic solenoid valve, a communication boat with a hydraulic power source and a drain boat provided between the one side end land and the intermediate land, and a recordable one side end. An intermediate oil chamber is connected to the oil chamber by an oil passage, and is provided between the intermediate land and the side end wand of the capacity.

An output boat to the hydraulic servo of the input pulley, a fin pressure supply boat communicating with the hydraulic pressure source, and a pressure regulating oil chamber provided with a drain boat, and the other one where solenoid pressure is generated by an electromagnetic solenoid valve. The spool has oil chambers at both side ends, and the outer edges of lands at both ends of the spool are always located outside of each boat when the spool M moves.

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Diagram N1 shows a V-belt type continuously variable automatic transmission for vehicles that is controlled by a hydraulic control device. This continuously variable automatic transmission 1()0 for a vehicle includes a V-belt type continuously variable transmission 200, a fluid coupling 300 such as a torque converter and a fluid coupling connected to the input side of the transmission +11200, and in this embodiment, A planetary gear transmission 400 for forward/reverse switching connected to the output side of the transmission, and the planetary gear transmission 81.
Reducer 61 connected to the output side of 1400! i car mechanism 50
0 and a differential gear 600 connected to the reduction gear mechanism 500. Note that all mechanisms other than the lateral planetary gear W may be used as the forward/reverse switching mechanism.

101 is an input shaft of the continuously variable automatic transmission 100 connected to the engine output shaft; 102 is a V-belt continuously variable transmission 200;
It is a tubular first intermediate shaft forming the human power axis of the human power axis 101.
and the first intermediate shaft 102 are connected via a fluid coupling 300, which is a torque converter of this embodiment. 1o3 is an output shaft of the 111 continuously variable automatic transmission 100, and 1o4 is a tubular second intermediate shaft that is disposed coaxially on the outside of the output shaft 103 and is the output shaft of the V-belt type continuously variable transmission 200. Yes, applicable 2nd
The intermediate 1i1111104 and the output shaft 103 are connected via the forward/reverse switching planetary gear transmission 400, the third intermediate shaft 105, the reduction gear mechanism □□□, and the differential gear 60 (J.106.107 are the first
It is a movable flange that is slidably fitted to the intermediate shaft 102 and the second intermediate hood 104, respectively.
The movable 7 langes 106 and 107 are used as side walls to support each intermediate shaft 1.
A first cylinder 108 provided concentrically in 02 and 1()4 is welded together, and a first cylinder 109 is integrally made of cedar wood. Reference numerals 110 and 111 denote fixed 7 langes integrally formed with the l1iil intermediate shaft 102 and the second intermediate shaft 104, respectively, the movable 7 langes 106 and the identified 7 langes 110, and the movable 7 langes 107 and the fixed 7 langes.
The lunges 111 respectively cover the V dormitory spaces 113 and 114 that receive the belt 112, and constitute an input pulley A and an output pulley B. 115
and 116 are the first cylinders 108 and 1, respectively.
() 9 is the first fixed wall pressed into the cylinder 1.
08 and 109 7 flange parts 15A and 16A in contact with the inner walls, tubular parts 15B and 16B connected to the 7 flange parts 15A and 16A, and b tubular part 15B.

16B and the respective intermediate shafts 102 and 104
It has fixing parts 15C and 16C fixed to. [
The fixed walls 115 and 116 of 31 form first annular oil chambers 117 and 118, respectively, between the movable 7 flanges 106 and 107, which are the side walls of the cylinder. Reference numerals 119 and 120 denote second fixed walls integrally formed with second cylinders 121 and 122 that fit onto the first cylinder 108 and 109, respectively, and the fixed part 1 of the first fixed wall
It is fixed to intermediate shafts 102 and 104 in contact with 5C and 16C. The tip of the second cylinder 121 (on the right side in the figure) is bent in the outer radial direction to form a 7 flange-shaped portion 2.
1A, and N121B on the outer circumferential side of the flange-shaped portion 21A.
is formed. Reference numeral 123 designates an electromagnetic pickup mounted at a predetermined position corresponding to the seven flange-shaped portions 21A of the automatic transmission case 700. The electromagnetic pickup 123
and the upper W pi flange-shaped portion 21A constitute a device for detecting the input boolean rotation speed, that is, the rotation speed of the first intermediate shaft 1020. The fixed walls 119 and 120 of 812 above are.

Second cylinders 121 and 12 integral with the second fixed wall
Annular oil chambers 126 and 127 of 'M2 are provided between annular plate-shaped pressure receiving plates 124 and 125 that are slidably inserted between the tubular portions 15B and 16B of the first fixed wall.
is formed. 128 and 129 are the first intermediate shaft 102, the movable flange 106, and the second intermediate shaft 10, respectively.
It is a sphere inserted into the axial groove provided in both the sliding direction of the movable 7 flange 106.
7 and the intermediate shafts 102, 104 from relative rotation.

(2) The belt heating stage transmission mechanism is composed of a V-belt 112, an input pulley A and an output pulley B, and hydraulic servos C and E for the pulleys A and B.

This belt type continuously variable transmission 81200 has 1-. 1! Input pulley rotation speed detection device Further, detection information from vehicle speed, throttle opening, etc. is input manually to the first oil chambers 117 and 1.
By controlling the hydraulic pressure supplied to hydraulic servos C and E having second oil chambers 126 and 127, movable 7 lunges 106 and 107 are driven, and the width of V dormitory spaces 113 and 114 is increased or decreased. Accordingly, the rotation radius of the V-belt 112 in contact with the input turn IJ A and the output turn IJ B increases or decreases, thereby achieving stepless speed change according to the running condition of the vehicle.

A fluid coupling 3α) which is a torque converter is connected to a pump impeller 3 (Jl, turbine runner 302, stator 303).
, a one-way clutch 304.

The planetary gear shift i 400 for forward and reverse switching is a continuously variable shift 1
The second intermediate shaft 104 which is the output shaft of the 1f1200, the ring gear 404 connected via the drum 403 having the cylinder 402A of the hydraulic servo 402 that operates the multi-disc clutch 401, and the output shaft of the planetary IM vehicle transmission 400. is connected to the ΣB3 intermediate fQjJ 105 by spline fitting, and the drum 403 and the multi-disc clutch 4
01, a planetary gear 406 rotatably meshed between the sun gear 405 and the ring gear 404, and the planetary gear 406.
A planetary carrier 408 rotatably supports the automatic transmission case 700 and is engaged with the automatic transmission case 700 via a multi-disc brake 407, a hydraulic servo 402 that operates the multi-disc clutch 401, and a hydraulic servo that operates the multi-disc brake 407. 409.

In this [1rJ forward/reverse switching planetary gear transmission 400, when the multi-disc clutch 401 is engaged and the multi-disc brake 407 is released, a forward gear with a reduction ratio of 1 is obtained; , when the multi-disc brake 407 is engaged, it becomes a reverse gear with a reduction ratio of 0.7. This reduction ratio of 0.7 during reversing is smaller than the reduction ratio during reversing of a normal automobile transmission, but in the Honjitsu 1111M.

(2) Since the reduction ratio obtained in the belt-type continuously variable transmission (for example, 2.4) and the reduction in the reduction ratio of both vehicles 15# are decelerated, an appropriate reduction ratio can be obtained as a whole.

FIG. 2 shows an oil-to-hydraulic F circuit of a hydraulic control device that controls the continuously variable automatic transmission in the transmission device shown in FIG.

Hydraulic control device 7 is hydraulic pressure 1i50, hydraulic adjustment device W16
N-
Shift control side 7 to reduce impact during D, N-R shift
0, and a reduction ratio control device 80 according to the present invention. The hydraulic pressure adjustment device 60 includes a manual valve 62 that is manually operated by a shift lever ([4 not shown)], a detent valve 64 that outputs detent pressure and throttle pressure according to the engine slot opening θ, and a slot l
a torque register control valve 66 that operates in conjunction with the movable flange 107 of the output pulley B, supplies line pressure to the detent valve 64 in accordance with its displacement amount, and discharges pressure from the output hydraulic pressure feedback oil passage 9 provided in the throttle valve 65; and a regulator valve 61 that regulates the pressure of the pressure oil supplied from the hydraulic source 50 and supplies it to various parts of the oil field regulating device 60 as line pressure.

The hydraulic power source 50 supplies hydraulic oil pumped up from an oil strainer 51 by a pump 52 that is V-driven by the engine to a regulator valve 61 through an oil passage 11 to which a relief valve 53 is attached.

The manual valve 62 is set so that the spool 621 is set to P%R, N, D, and L positions as shown in FIG. As shown in Table 1, the line pressure is supplied to the oil passage 1 and the output oil passages 3 to 5 are connected to each other. indicates that the oil passages 3 to 5 are in a discharged pressure state.

The regulator valve 61 includes a spool 611 and a regierator valve plunger 612 that controls the spool 611 by inputting detent pressure and throttle pressure, and communicates with the second output capotro 14 as the spool 611 is displaced. Adjust the gap area between the output ports 16 and oil passage 1.
Outputs line pressure to.

The fourteen rollers supply oil to the fluid coupling, oil cooler, and parts requiring lubrication through the oil line 12.

The detent valve 64 is linked to the engine throttle il[0, and the spool 64 moves as shown in the fourth circle.
1, and when 0≦−≦θl, the oil passage 5 is connected to the detent pressure output oil passage 7 which communicates with the input port 16 provided in the regulator valve 61 as shown in FIG. 4,
When θ<θ≦lOO%, the oil passage 7 is closed as shown in Fig. 4B.
and the oil passage 6 which connects the detent valve to the torque ratio valve 66.

The throttle valve 65 includes a spool 651 that is connected in series with the spool 641 of the detent valve via a spring 645 and has a spring 652 on the other side. The spool 65 moves according to fluctuations.
1, the opening area of the port 653 communicating with the oil passage 1 is adjusted, and throttle pressure is output to the oil passage 8 for throttle pressure output communicating with the input port 18 provided in the regulator valve 61. The spools 651 are branched from the oil passage 8 and provided with orifices 654 and 655, respectively, for output oil pressure feedback oil passages 9 and 1.
The output hydraulic pressure is fed back to the land 656 and the land 657 which has a larger pressure receiving area than the land 656 via the land 656.

The torque ratio valve 66 is connected to the movable 7-lunge 3 of the output pulley B.
Spool 662 linked to 22 via a connecting rod
, and the movement jfiL of the movable 7 lunge 322 is 7J≦L.
≦14 (torque ratio T is t - T and 1+), the spool 662 is located on the left side as shown in FIG. While closing the connected input boat copper, the output oil passage 6 to the detent valve 64 is connected to the drain port 665.
It communicates with and is discharged. The amount of movement of the movable 7 lunge 322 is l! When t≦L≦13 (ts≧T>tg), the fifth
As shown in Figure B, the spool 662 is located in the middle, and the oil
! A port 664 connected to 2% 9 communicates with the drain boat 0, and the pressure in the oil passage 9 is exhausted. Movement fiL is O≦L≦
12 (t4 and T) tl), the spool 662 is located on the right part of the figure as shown in FIG. Line pressure is supplied to line 6.

Furthermore, the spool 662 is interlocked in a sliding state with the movable 7-lunge 322 of the output pulley B which is in a rotating state.
As shown in Fig. 5, the movement of the spool 662 in the direction of the valve axis is prevented by springs, hydraulic pressure, etc., so the movement of the movable flange cannot be prevented, and sliding with a large relative speed It is possible to prevent j11 wear and the like of the moving parts.

The shift control AM horizontal 70 has a shift control valve 71. Oil chamber 713
Orifice 7 provided in oil passage 1 that supplies heline pressure
2. A pressure limiting valve 73 installed between the orifice 72 and the oil chamber 713, and ? It consists of an electromagnetic solenoid valve 74 that is controlled by an electric control circuit described in No. 4 and adjusts the oil pressure in the oil chamber 713. 'rlLMi solenoid valve 74 is activated (7. When the drain boat 741 is opened and the oil chamber 713 is being depressurized, the shift control valve 71
The spool 712 is moved to the right in the figure by the action of the spring 711, and the multi-plate latch 40 of the planetary gear transmission 400
The oil passage 13 that communicates with the hydraulic servo 402 that operates the multi-disc brake 407 and the oil passage 14 that communicates with the hydraulic servo 409 that operates the multi-disc brake 407 are connected to the drain ports 714 and 7, respectively.
15 to discharge pressure and release the multi-disc clutch 401 or the multi-disc brake 407. Electromagnetic solenoid valve 7
4 is not in operation, the drain port 741 is closed, and the spool 712 is located on the left side in the figure due to the line pressure supplied to the oil chamber 713, connecting the oil passages 3 and 4 to the oil passage 13 and the oil chamber 713, respectively. Connect road 14, multi-disc brake 4
07 or the multi-disc clutch 401 is engaged. In this embodiment, the shift control valve 71 includes an oil passage 13 and an oil passage 14.
Oil chamber 717 and oil chamber 71 that feed back the output oil pressure of
6 is provided to alleviate the rise in output oil pressure and to reduce the rise in output oil pressure.
01 and when the multi-disc brake 407 is engaged.

This prevents damage.

Reduction ratio control mechanism by weight, 81] Noodle speed-kkj control cape valve-84-r-zu tree fee x-8-I-e, -8τ
! Valve 84τ (1 Bi Dau ÷ ÷ - wo → → 1 Den 2 So 1 Reduction ratio control mechanism of the present invention 5
oVi, reduction ratio control valve 81, orifice 82 and ms, upshift electromagnetic solenoid valve 4. and a downshift electromagnetic solenoid valve 6. Reduction ratio control valve 81#
It has a first land 812, a second land s i xB and a third land attc, and one land 81IC.
Spoo A/1 with K spring 811 on the back! Snow, each orifice a! and side end oil chambers 816 and 816. at both ends to which line pressure is supplied from oil passage 1 via 6 m.
Intermediate oil chamber 11 between land 812B and land 8o IC
0. Oil passage 1m connecting oil chamber 818 and oil chamber 110, oil passage where fin pressure is supplied! In addition to contacting, Sday~$
l! Input boat field 1 whose opening area increases or decreases according to the movement of
7 and V-belt growth stage gear shift si*oo input data IJ
Hydraulic servo CK of A: Output capo connected via oil path 2
) II 1g pressure regulating oil chamber 8!9. spoo fi
/81! drain port 814. which evacuates the oil chamber 811 according to the movement of the drain port 814. In response to the movement of the spool 81 and the spool 81, the oil chamber 8 and the oil chamber 816 are discharged from the drain port 81.
1. Af f V 1F electromagnetic solenoid valve $4
and downshift electromagnetic solenoid valves 8i and Fi are attached to the eighth oil chamber of the reduction ratio control valve 81 and the oil chamber 816, respectively.

Both are operated by the output of the clamping electric control circuit to evacuate the pressure in the oil chamber 815, the oil chamber 81 (1), and the oil chamber 816, respectively.

FIG. 6 shows the electromagnetic solenoid valve 74 of the shift control mechanism 70 and the reduction ratio control mechanism 8 in the hydraulic control device shown in FIG.
The side 11i32 of the electric control circuit that controls the upshift electromagnetic solenoid valve 84 and the downshift electromagnetic solenoid valve 85 of No. 0 is shown.

901 is a shift lever switch that detects whether the shift lever is shifted to P, RIN, D, or L; 902 is a rotational speed sensor that detects the same rotational speed of input pulley A; 903 is a vehicle speed sensor; 904 is a A throttle sensor that detects the throttle opening of the engine, 905 a speed detection processing circuit that converts the output of the rotation speed sensor 902 into voltage, 906 a vehicle speed detection circuit that converts the output of the vehicle speed sensor 903 into voltage, 907 a throttle sensor 904
Throttle opening detection processing circuit that converts the output of
908 to 911 are input interfaces for each sensor, 9
12 is a central processing unit (CPU); 913 is a read-on memory (RO) that stores programs and control data for controlling the electromagnetic solenoid valves 74, 84, and 85;
M), 914 is a random access memory (RAM) that temporarily stores input data and parameters necessary for control.
).

915 is a clock, 916 is an output interface, 9
17 is a solenoid output driver which downshifts the output of the output interface 916 to an electromagnetic solenoid valve 85.
, to the operating output of upshift electromagnetic solenoid valve 84 and shift control solenoid 74. Input interface 908-911 and CPU912% ROM9
13. The RAM 914 and the output interface 916 are connected through a data bus 918 and an address bus 919. Next, the torque ratio valve 66, detent valve 64, throttle valve 65, manual valve 62, and regulator valve 6 are connected to the RAM 914 and the output interface 916.
The operation of the hydraulic pressure adjusting device 1t60 of this embodiment, which is comprised of 1, will be explained.

The hydraulic oil supplied to the hydraulic control circuit is supplied from a pump 52 which is supplied by the engine, and as the line pressure increases, power consumption by the pump 52 increases accordingly. Therefore, in order to run a vehicle with low fuel consumption, it is necessary to bring the line pressure supplied to the hydraulic control circuit close to the minimum value6.
In the continuously variable transmission, the line pressure is controlled by each hydraulic servo of input coupler A and output pulley B.
It is defined by the hydraulic pressure that allows torque to be transmitted without causing slippage. The solid line in FIG. 7 shows the necessary minimum line pressure for a change in the torque ratio T between the input and output shafts when the engine is operated in a state that provides the best fuel efficiency, using the throttle opening θ as a parameter. When the vehicle is started, it is impossible to operate the engine at the best fuel efficiency within the range of torque ratios that can be achieved by using both brakes. Therefore, as shown by the dotted line, 20 It is desirable to set the line pressure to the line pressure indicated by the dashed line, which is about % larger, and it is also desirable to set the line pressure characteristic to be higher than the line pressure indicated by the dashed line even when the throttle is opened (/=Q) during engine braking.

In this practical example, the line pressure, which is the output of the regulator valve 61, is controlled by the hydraulic pressure adjusting device &bO.

Shift position of manual valve 62: 1l (L, l), N, R.

P), the throttle opening θ and the torque ratio of both booleans (torque ratio between the input and output shafts) are adjusted as follows.

In the D position manual valve 62, only the oil passage 3 communicates with the oil passage 1, and the oil passage 4 and the oil passage 5 are discharged. At this time, in the shift control mechanism 70, if the shift control electromagnetic solenoid valve 74 is in the OFF state and line pressure is being supplied to the oil chamber 713.

By positioning the spool 712 on the right side, the oil passage 3 and the oil passage 13 are connected, and the line pressure supplied to the oil passage 3 acts on the hydraulic servo 402 of the forward multi-disc clutch 401 through the oil passage 13. The vehicle then becomes ready to move forward.

(1) Torque ratio T is t1≦T≦t! When.

As shown in FIG. 5A, the torque ratio valve 66 closes the boat 663 connected to the oil passage 1 and connects the oil passage 6 to the drain port 6.
65 to exhaust pressure. As a result, detent pressure (equal to line pressure) is not generated in the oil passage 7 regardless of the throttle opening degree θ. In addition, in the throttle valve 65, the port 664 of the torque ratio valve that communicates with the oil passage 9 is closed, and the spool 651 receives feed pressure from the land 657 in addition to the land 656. The throttle pressure having the characteristic shown in FIG. 8e9 is outputted to the regiator valve plunger 613 of the regulating valve 61 via the oil passage 8. As a result, the line pressure output from the regulating valve 61 becomes as shown in the area (f) of FIG. 9 and the line pressure (b) of FIG.

(2) When the torque ratio T is tg (T≦ts).

As shown in FIG. 5B, the torque ratio valve 66 is connected to the port 663.
is closed, allowing the oil passage 9 and the drain boat 666 to communicate with each other. In addition, the oil passage 6 passes through the boat 665 tt1t+
be done. Therefore, no detent pressure is generated, and the throttle pressure increases by the amount that the oil passage 9 is evacuated and feedback pressure is no longer applied to the land 657 of the spool 651, resulting in a characteristic curve shown in FIG. reactor. The line pressure at this time has the characteristics shown in the Qo region of FIG. 9 and () in FIG. 10.

(3) When the torque ratio T is ts (T≦t4).

As shown in FIG.
(in the figure). However, since the boat 663 is opened and the oil passage 1 and the oil passage 6 are communicated with each other, the throttle opening degree θ is within the range of 060501%.

While the spool 641 of the detent valve 64 is on the left side of the figure as shown in FIG. However, the throttle opening θ is 01%.
When the 05 is 100%, the spool 6 is closed as shown in Figure 4B.
41 moves, the oil passage 6 and the oil passage 7 communicate with each other, and detent pressure is generated in the oil passage 7. As a result, the line pressure has a characteristic that changes stepwise in the υ region of FIG. 9 and in the .theta.-01% range as shown in FIG. 10 (as shown in the history).

At the L position manual ff62, the oil passage 5 communicates with the oil Ml. Oil bM3 and oil y/34 are the same as D position.

(1) When the torque ratio T is ttiT≦tz.

When the throttle opening degree 0 is 0≦θ)01%, the oil passage 5 and the oil passage 7 communicate with each other at the detent valve 64, and detent pressure is generated to push up the throttle plunger and generate high line pressure. 01% to 05100%, the pressure in the oil passage 7 is exhausted through the oil passage 6 and the drain boat 665 of the torque ratio valve as shown in FIG. 4A, and no detent pressure is generated, and the throttle pressure is at the D position. The same is true for . Therefore, the line pressure has the characteristics shown in FIG.

(2) When the torque ratio T is tg<'r≦t1.

The difference from the above (1) is that in the torque ratio valve 66, the oil passage 9 communicates with the drain port 666 to exhaust pressure, and the throttle pressure output from the throttle valve 65 to the adjustment valve 61 via the oil passage 8 increases. In particular, the line pressure is expressed by a characteristic curve as shown in FIG. 11(a).

(3) When the torque ratio T is t<T≦t4.

The oil passage 6 and the oil passage 1 are communicated with each other by the torque ratio valve 66, and the pressure of the oil passage 9 is exhausted from the drain port 666. Since line pressure is supplied to both oil passage 6 and oil passage 5, detent pressure is output regardless of the opening degree of the detent valve 646i throttle, and the detent pressure and the above (2) are output.
Enter the same throttle pressure. ! ! Valve regulator 61 is the 11th
Figure (outputs the line pressure to →.

As shown in R position table 1, in the manual valve 62, oil passage 4 and oil passage 5 communicate with oil passage 1, and oil passage 3 and 1 are discharged.

At this time, when the shift control mechanism 701 and 'PiL' are in the OFF state and line pressure is supplied to the oil chamber 713, the spool 712 is located on the left, and the oil Road 4 and oil ll! 2s1
4 is connected to the hydraulic servo 4 of the reverse multi-disc brake 407 through the oil passage 14, and the line pressure supplied to the oil passage 4Iζ is connected to the oil passage 4Iζ.
09, and the vehicle enters the reverse state. Also, since the line pressure is led to the oil path 5, the line pressure has the same characteristics as in the L position. In the R position, ■ Belt heating #!J
The torque ratio T divided into t transmission 200 is the maximum 'l' = t
Use as 4. For this reason, planetary gear shifting, 11400
However, according to this embodiment, even if the torque ratio T is changed in the R position, the same line pressure control force (possible) as in the L position is possible. .

In the P position and N position manual valve 62, oil passages 3, 4 and 5 are all exhausted, and since oil passage 5 is exhausted, the line pressure that is the output of the regulator valve 61 is the same as in the D position. .

In this line pressure adjustment, the manual valve 62 is set to D%N%.
When shifting to each shift position of P, when the torque ratio T is in the range of ti (T≦t4), the line pressure is lowered at a throttle opening of 01% or less as shown in the characteristic curve fj ('J) in Fig. 10. The reason for this setting is that if the line pressure is set high in operating conditions such as idling where the throttle opening a is small and the pump discharge volume is low, the oil temperature will be high and there will be large oil leaks from various parts of the hydraulic circuit. etc., it becomes difficult to maintain the line pressure, and furthermore, due to the decrease in the amount of oil supplied to the oil cooler, the oil temperature rises further, causing trouble.
This is because it is easy to become l. Manual valve 62 is closed, R
When shifting to each shift position, the torque ratio T is t1≦T as shown in the characteristic curve (η, (Jl-1) in FIG.
The reason why the line pressure was set high in the Qtt range and under operating conditions where the throttle opening θ is 0.1% or less is because relatively high oil pressure is required at low throttle lfl during engine braking. .

The required oil pressure at that time is shown by a dashed line in FIG. In this way, as shown in FIG. 9, by bringing the line pressure close to the minimum required oil pressure shown in FIG. m7, the power loss caused by the pump 52 can be reduced, so that fuel efficiency and fuel consumption rate can be improved.

Next, the electric control circuit 90, the shift control mechanism 70 controlled by the electric control circuit head, and the reduction ratio ii of the present invention
The operation of the control mechanism 80 will be explained with reference to program flowcharts shown in FIGS. 18 to 26.

In this embodiment, the electric control circuit 90 controls each throttle H.
Input side pulley rotation speed N to achieve the best fuel efficiency at degree θ
An example of controlling is shown.

Generally, when operating an engine at its best fuel efficiency,
Drive according to the best fuel consumption power line shown in the dashed line in the graph of Figure 12. In this figure 12, the horizontal axis is the engine rotation speed (-)
, the vertical axis shows the torque (kg-m) of the engine output shaft, and the best fuel efficiency power line is obtained as follows. p
s-h) and the isohorsepower curve shown by the two-dot chain line (unit: ps
) and the fuel consumption rate Q (g/ps
・h) If horsepower is P (pm), then at point A, 5=QXP (g/h) of fuel will be consumed per hour. By determining the fuel consumption per hour S at all points on each equal horsepower curve, the point where S becomes a small or small point on each equal horsepower curve can be determined, and by concluding these points, the best value for each horsepower can be determined. A best fuel IjlIt power line indicating the engine operating state resulting in fuel efficiency is obtained. However, when the engine and the fluid coupling 21, which is a fluid coupling, are combined as in this embodiment, the engine output performance curve at each throttle opening θ- shown in Fig. m13 and the 14th From the fluid coupling performance curve shown in the figure and the engine equal fuel consumption rate curve shown in FIG. 16, the best fuel efficiency fluid force and pulling output line can be determined on the fluid coupling output performance curve as shown in FIG. 15. FIG. 17 shows the relationship between the throttle opening degree and the fluid coupling output rotation speed from the fuel efficiency fluid coupling output line shown in FIG. 16. This fluid coupling output rotation speed directly becomes the input boolean rotation speed in the continuously variable transmission of this embodiment.

In the continuously variable transmission of this embodiment, the gear ratio (reduction ratio) between input pulley A and output pulley 8 is determined based on the best fuel efficiency manual pulley rotation speed obtained as described above and the detected actual input pulley rotation speed. control.

The reduction ratio control mechanism 80 controls the increase/decrease of the gear ratio between one input and output pulley by comparing the best fuel efficiency input pulley rotation speed obtained in Fig. 1117 with the actual input pulley rotation speed. Two electromagnetic solenoid valves 8 installed in
4 and 85, the actual input pulley rotation speed is made to match the best fuel efficiency manual pulley rotation speed. FIG. 18 shows an overall flowchart of large overturn rotation speed control.

After the throttle opening θ is read 921 by the throttle sensor 904, the shift lever position is determined 922 by the shift lever switch f901. As a result of the determination, if the shift lever is in the P position or N position, the first
Both electromagnetic solenoid valves 84 and 85 are set to 0FF by the P position and N position processing subroutine 930 shown in Figure 9.
The L (931), P or N state is stored in RAM 914.

(932) As a result, the input pulley A is brought into a neutral state. When the shift lever changes from the P position or the N4i position to the N position, and from the N position to the D position, the shift shock associated with the N-R shift and the N-D shift is alleviated, respectively. Shift shift control processes 940 and 950 are performed for this purpose.

Is the shift shock control one cycle as shown in Figure 20? The pulse width at
・3...) This is done by applying a pulse whose width gradually becomes smaller as shown in FIG. 21 to the shift control electromagnetic solenoid valve 74 of the shift control mechanism 70 shown in FIG. (hereinafter referred to as duty control) In this way, the shift control electromagnetic solenoid valve 74 is controlled as duty control.
By controlling the shift control valve 71, a hydraulic pressure ps adjusted according to the duty is generated in the oil chamber 713 of the shift control valve 71.

The shift control mechanism 70 adjusts the timing of supplying and discharging hydraulic pressure to the hydraulic servos 402 and 409 of the planetary gear transmission [400] by the action of an electromagnetic solenoid valve 74 that is controlled by the output of the electric control circuit 9o. It also has the function of keeping the upper limit of the hydraulic pressure supplied to the hydraulic servos 402 and 409 below the set value by the action of the pressure limiting β-ing valve 73, and limits the holding pressure of the clutch and brake to 1llllll. .

In this embodiment, as shown in FIG. 28, the spool 712. of the shift control valve 71. The pressure receiving area of the land provided in
8+, S+, St, s2 in order from the left side of the figure, assuming that the elastic force of the spring 711 is Fsl and the oil pressure of the oil pressure 713 is Ps, the hydraulic servo 402 of the multi-disc clutch 401 is engaged when moving forward, and the hydraulic servo 402 of the multi-disc clutch 401 is engaged when moving backward. Multi-disc brake 4
The hydraulic pressure Pc and h supplied to the hydraulic servo 409 of 07 are as follows:
(1) which is a hydraulically balanced type of shift control valve 71, respectively;
From the equation and equation (2), it is given as follows.

When moving forward Ps XSI = Pc X 5t-1-Fs
x (1) Pc - p, %: When moving backward PsXSl = PbX (St -5!) 10Fm
(z) Also, if the pressure receiving area of the valve body 731 inserted in the pressure limiting valve 73 is Ss, and the elastic force of the spring 732 attached to the valve body 731 is Fjffi, then the pressure limiting valve 73 operates at the maximum pressure plimit of PH1 according to the hydraulic balance equation (3).

pl imit X Ss = Fat
(3) Piimit=utsui8 At this time, the maximum pressures Pc11m1t and Pb11m1t of Pc and Pb are limited according to equations (4) and (5).

, 81, 5Fsl forward P
c lit + u t = lPI imt t -1
14i Fig. 22 shows each parameter of the waveform diagram shown in Fig. 21? A program flowchart is shown in which control is performed using , , , and . The PLUG is determined 941 as to whether or not the desired shift control process is in progress, and if the process is in progress, the process is continued; if the process is not in progress, the shift lever switch 901 is moved from the P position or the N position to the R position. A determination 942 as to whether there is a change in position and a determination 943 as to whether there is a change from the N position to the D position are performed. Set the parameters 944 or 945 for , I, and I, and turn on the PLUG indicating that the shift control process is in progress.
The state is set to N (955). If no change has occurred, the process returns and no shift control processing is performed. Is Shirotsuku control one cycle? 946 to determine whether the parameter K that determines the end of is a positive value, and if K is a positive value and is 4c, then K? , B to L"-M",
Set L as Bi947), determine whether L is less than or equal to O9
48, and if L is less than 0, execute FLUGOFF 949 and return. In this case, L is L≦0 and PL
Turning UG off indicates that all shift control processing has been completed. Discrimination 9
When the parameter K that determines the end of one period Bi is a positive value in 46, set K to -1 (950), and when L≦O does not occur in determination 948, the end of 08 hours in − period K is set. A determination 951 is made as to whether the parameter L to be determined is L=Q. When L=Q, issue an OFF command 952 for the solenoid valve 74, and when L is other than 0, issue an ON command 953 for the solenoid valve 74, then set L-1 to L (954) and return. Further, the same shift control process can also be performed using a programmable timer shown at 920 in FIG.

After the N-D shift shock control process 950, the actual input pulley rotation speed N is read 923 using the input pulley rotation speed sensor 902. Next, it is determined 924 whether the throttle opening is 0 or not, and if θ is 0, it corresponds to the throttle opening θ shown in FIG. 17, which is previously stored in the ROM 913 as data according to the subroutine shown in FIG. In order to set the human pulley rotation speed ♂ for the best fuel efficiency 960, set the storage address 961 of the human pulley rotation speed ♂ data corresponding to the throttle opening degree, and read the data of the ♂ from the set address 96.
2) The read male data is stored in the data storage RAM 914.
(963).

Next, a comparison 927 is made between the actual input pulley rotation speed N and the best fuel efficiency manual rotation speed ♂. When it is "NUN", it issues an operation command 928 for the upshift electromagnetic solenoid valve 84, and when it is "N-♂", it issues an operation command 929 for the downshift electromagnetic solenoid valve 85.

When N=♂, both electromagnetic solenoid valves 84 and that OF
Issue F command 920. When the throttle is fully closed at θ-〇, in order to determine the necessity of engine braking, a determination 926 is made as to whether the shift lever is set at the D position or the L position, and the engine brake is applied as necessary. Or do 980. D
The position engine brake processing 970 is performed as shown in FIG.
Then, the acceleration α at that time is calculated (972), and then it is determined (973) whether the acceleration α is an appropriate acceleration A for the vehicle speed. DOWNSHI when α〉A
After setting f to a value larger than N to perform FT control 974, return, and in the case of αSA, set the best fuel efficiency manual pulley revolution number ♂ corresponding to throttle opening F3EO to ♂ (975) and return. do. The relationship between vehicle speed and appropriate acceleration A is determined by experiment or calculation for each vehicle, and is shown in the graph of FIG. 25.

In the engine braking process 980 for the L position, as shown in FIG. 26, after reading 981 the vehicle speed (2), an operation is performed to calculate the torque ratio 'r from the vehicle speed V and the input pulley rotation speed N using the following equation. (982) T=ΣA is a constant determined from the reduction ratio of the reduction gear mechanism 500 inside the transmission, the final reduction ratio of the vehicle, the tire radius, etc. Next, is the current torque ratio T a torque ratio that provides safe and appropriate engine braking for the vehicle speed V? A determination 983 is made to determine whether the value is larger than N, and if it is T scrap, a value larger than N is set for the male so that DOWNSHIFT is performed, and when r, B: r'', the male is set to N and a Perform power setting 985 and return.

Torque ratio that provides safe and appropriate engine braking at low vehicle speeds? is determined by experiment or calculation for each vehicle, and is shown in the graph of Figure W427.

The shift control machine 70 adjusts the timing of supplying and discharging hydraulic pressure to the hydraulic servos 402 and 409 of the planetary vehicle transmission 400 by the action of the electromagnetic solenoid valve 74 controlled by the output of the electric control circuit 90. In addition, the pressure limiting valve 73 has the function of keeping the upper limit of the hydraulic pressure supplied to the hydraulic servos 402 and 409 below a set value, thereby limiting the engagement pressure of the clutch and brake. .

When loosening the engagement lever during the N-D shift and the N-R shift, the rise of the hydraulic pressure Pc or b supplied to the hydraulic servo 402 or the hydraulic servo 409 is controlled as shown in the hydraulic characteristic curve shown in FIG. In the figure, engagement of the multi-disc clutch 401 or the multi-disc brake 407 is completed between AC.

As described above, the oil chamber 7
27 shows the relationship between the solenoid pressure P8 and the solenoid pressure P8 generated at the pressure 13. Duty (%) is given by the following formula.

Duty=! The solenoid pressure shown in FIG. 30 is increased by 11 by the shift control valve 71 to obtain the hydraulic pressure Pc or h shown in FIG. 31 to be supplied to the hydraulic servo 402 or 409.

The operation of the reduction ratio control AM mechanism 80 according to the present invention will be explained with reference to FIG. 32.

-R knee) Furnace control 41-8-4% -8-@J! -v4
←L Ikawa Koben-8-4-#r-IF85-4, t 0-
In F-F-441, dJ [-1 Power oil chamber 8-1-6 extraction + EP 4-1 Imaginary liquid pressure - 71 Now, → Oil chamber 8-14- extraction pressure P2 -Moichisu f) -ffb
When Arishige has 411 charges, the company tells him a lie. Sue ≠ - Lou & (4- moves left +2) = Reyu - 1 room - 8 (, -5% Petty Officer A Bayport name", & See 1-
Pass-1. -, Jw is under pressure, so suburi l-11- is 4 people -1-4℃-pressing a certain t-→-right ψ11 and book L0→1 one volume- 8--1-2-b+
＠-7j]Shift-° When the vaporizer 713 is traveling at a constant speed, the electromagnetic solenoid valves 84 and 86ti controlled by the output of the electric control circuit 90 are turned off as shown in FIG. 32A. As a result, the oil pressure P1 in the oil chamber 81- is the line pressure, and the oil pressure P2 in the oil chamber 816 is also the spool S1! When is on the right side of the diagram, the fin pressure is high. Nude IL1
81! is the pressing force r due to the spring load of the spring 811
1, the spool 81 is moved to the left in the figure! is moved to the left, and oil chamber 816ij oil passage IA and oil chamber 1f (
It communicates with the drain boat 81 through l and the pressure of P2 is discharged, so that the spool 8! ! is moved to the right in the figure by the hydraulic pressure in the oil chamber 8/6. Spoo/L/81! When the is moved to the right, all the drains are closed. Therefore, Spoo/I/l l! In this case, the spoo A/l 1
! Land 8! ! B's drain boat 81 - Provide a flat plane (tapered surface) 81 on the edge of the spool 81 in a stable state! The 32nd
It becomes possible to maintain the balance point at an intermediate position as shown in Figure A.

In the state where the oil path is held at the equilibrium point at the intermediate position as shown in FIG. 32A, the oil path! is closed, and the hydraulic pressure of the hydraulic servo C of the input boom rim is controlled by the fin pressure applied to the hydraulic servo EK of the output pulley B. It will be compressed via .

As a result, the earth removal is in equilibrium with the hydraulic pressure of @ Pressure - Bo E is an oil path!
Since there is oil leakage in
Therefore, as shown in the @3 diagram, Spoo A/81! In the position where is in equilibrium.

With the drain boat 814 closed, a flat surface (tapered surface) is attached to the edge of the boat 81 on the land 81 and the bottom B so that the oil passage 1 is in a slightly open state.
Install m and oil route! We are trying to compensate for oil leaks. Furthermore, land at! By providing a flat surface (tapered surface) on the edge of the drain boat 814 of A, transitions such as the start-up of oil pressure changes in the oil channel type can be made smooth. In this case, the only line pressure leak is the pressure oil discharged from the drain boat 1118 via the orifice $2, and only at the leak point #-i/tube.

During UP-8HIFT, the upshift electromagnetic solenoid valve 84 is turned on by the output of the electric control circuit 900, as shown in FIG. 3B. This causes the pressure in the oil chamber 816 to be exhausted.

Sday A/812 is moved to the right in the figure, and the spring 8
11 is compressed and the spool gxg is set at the right end in the figure.

In this state, the fin pressure of oil path 1 is 81g and the oil path! Therefore, the hydraulic pressure of the hydraulic servo 811 is raised and removed, and the input caboo IJA#i is operated in the direction of closing, and the torque ratio T is decreased. Therefore, by controlling the ON time of the solenoid valve 84 as necessary, the torque ratio is reduced by a desired amount to perform an upshift. In this case, the line pressure leakage is only from the pressure oil discharged from the valve port of the upshift electromagnetic solenoid valve 84, and there is only one leakage location.

At the time of DOWN-8HIFT, as shown in FIG. 32C, the solenoid valve 86 is turned on by the output of the electric control circuit 9, and the oil chamber 816 is evacuated.

The sprue A/81m is rapidly moved to the right in the figure by the spring load of the spring 815 and the line pressure of the oil chamber 815, and the oil passage 2 is communicated with the drain boat 81s to be depressurized, and the input pulley At' i The torque ratio T increases by acting in the direction of rapid expansion. In this way, solenoid valve 8. Controlling the black 08 hours increases the paper torque ratio and downshifts. In this case, the only leakage of the fin pressure is the pressure oil discharged from the valve port of the downshift solenoid valve 86, and the number of leakage points is only l.

In this way, input (drive side) pulley A hydraulic servo C
is supplied with the output hydraulic pressure of the reduction ratio control valve 81, and the hydraulic servo EKFi fin pressure of the output (driven side) boolean IJB is guided, and the hydraulic pressure of the hydraulic servo C of the input tube A is supplied to Pi and the output pulley Assuming the hydraulic pressure PO of the hydraulic servo E in B, P0/Pi has a characteristic as shown in the graph of FIG. 30 with respect to the torque ratio TK, for example, the throttle opening θ±50%
- When running with torque ratio T = 1.5 (point a in the figure), loosen the accelerator μ and set θ = 304, P(/
When Pi is maintained as it is, it shifts to the operating state shown at the dot in the figure with torque ratio T = 0.87, and conversely, when the torque ratio is maintained at T-1, 5, the input boolean is controlled. The value of PO/Pi is increased by the output of the reduction ratio control mechanism 800 and changed to the value at point C in the figure. In this way, by controlling the values of F0 and i as necessary, it is possible to set any torque ratio corresponding to any load condition.

FIG. 36 shows still another embodiment of the reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle according to the present invention.

In this embodiment, the port of the reduction ratio control valve 81) 81? .

Drain Boat 818 and Drain Boat 814KV
The shape of the field 17m-1!118a and 814 islands are formed to fulfill the functions of the flat surfaces aszb, 51za, and 81IC provided at the land edge of Subu A/812 in the above embodiment, and the 9! The same effect as in the example was obtained, and compared to the land edge described above, there was a reduction in the amount of debris such as cutting chips entering the boat.
<<Moreover, even if dirt gets inside, it can be cut by the edges, which has the effect of reducing the occurrence of valve stick.

Furthermore, as in this embodiment, the lands ALSM and attc at both ends of the spool do not intersect with the boat at their edges on both ends, so interference between the edges of the # lands and the edges of the gate can be prevented, and the spool's center of gravity can be prevented. There is less occurrence of bulp stick due to

As described above, the reduction ratio control mechanism of the continuously variable automatic transmission for a vehicle according to the present invention includes an input pulley and an output pulley whose diameters are variable by a hydraulic servo.

It is provided in a hydraulic control device for a continuously variable automatic opening jilt for vehicles that has a continuously variable transmission consisting of a Vvet that transmits power between these pulleys, and supplies and discharges hydraulic oil to the hydraulic servo of the input pulley. This is a reduction ratio control mechanism that changes the reduction ratio of the continuously variable transmission.

Adjusts the fin pressure supplied by 4# according to vehicle running conditions,
an upshift electromagnetic solenoid valve and a downshift solenoid valve that generate solenoid pressures, respectively, and a spool that is displaced by a spring load applied from one side and the solenoid pressure applied from the opposite direction, respectively; In a reduction ratio control mechanism consisting of a hydraulic servo of an input boolean, a reduction ratio control valve that communicates with a hydraulic source and an oil drain port.

Upshifts are performed by discharging hydraulic fluid from the upshift electromagnetic solenoid valve, downshifts are performed by discharging hydraulic fluid from the downshift electromagnetic solenoid valve, and constant shift is maintained using solenoid pressure oil provided with reduction ratio control 9fK. Adjustment of the solenoid pressure by discharging hydraulic oil from the oil drain port, and furthermore, since the spring load and the solenoid pressure by the upshift electromagnetic solenoid valve are in the same direction, maintaining a constant shift is achieved by applying it to the subwoofer from one side. Since the sum of the spring load applied to the spool from the other side and the solenoid pressure caused by the upshift electromagnetic solenoid valve is larger than the solenoid pressure caused by the downshift electromagnetic solenoid valve, the spool is displaced in the direction in which the spring load is applied. , Due to the displacement of the spool, the solenoid pressure by the upshift electromagnetic solenoid valve is reduced by the exhaust pressure from the solenoid pressure oil drain port of the reduction ratio control valve, and the external force on the spool is balanced. This is done by adjusting the communication area between the hydraulic servo of the input boob and the oil drain port provided on the reduction ratio control valve and the hydraulic power source at the set displacement position of the spool, and furthermore, the reduction ratio is adjusted. control valve.

A spool having one side end land, an intermediate land, and the other side end land to which the spring load is applied, one side end oil chamber where solenoid pressure is generated by the upshift electromagnetic solenoid valve, and the one side end land. An intermediate oil chamber is provided between the intermediate land and the intermediate land, and has a communication boat with a hydraulic power source and a drain boat, and is connected to one side end oil chamber by an oil passage; A pressure regulating oil chamber is provided between the input pulley and the output boat to the hydraulic servo, a fin pressure supply boat communicating with the hydraulic pressure source, and a drain boat, and the solenoid pressure is controlled by the downshift electromagnetic solenoid valve. It consists of each oil chamber at the other side end oil chamber where the oil pressure is generated.

Since the outer edges of the lands at both ends of the spool are always located outside of each boat when the spool moves, the downshift speed can be increased and the amount of hydraulic oil leaked can be reduced. It is possible to downsize and reduce fuel consumption, and also prevents pulp stick from occurring.This prevents malfunction or delay in reduction ratio control.

[Brief explanation of drawings]

Figure 1 is a sectional view of a continuously variable automatic transmission for a vehicle, Figure 2 is a hydraulic circuit diagram of the hydraulic control device of the continuously variable automatic transmission, Figure $3 is an explanatory diagram of the operating state of the manual valve, and Figure @1 is a hydraulic circuit diagram of the hydraulic control device of the continuously variable automatic transmission. Figure S shows the operating state of the detent valve and slot μ valve, Figure S shows the operating state of the torque ratio valve, Figure 7 shows the configuration of the electric control circuit, and Figure 7 shows the required fin pressure characteristics of the hydraulic control device. graph. Figure 1 shows graph 7. showing the characteristics of throttle pressure. Fig. 10 and Fig. 1/Fig. 7 show the fin pressure characteristics obtained by the hydraulic pressure adjustment device. Fig. 12 is a graph showing the engine's best fuel efficiency power line, Fig. 73 is a graph showing the engine output performance characteristics, Fig. 11 is the fluid transmission mechanism performance curve, Fig. 15 is the equal fuel consumption rate curve of the engine, Figure 7 is a graph showing the best fuel efficiency fluid coupling output curve, Figure 77 is a graph showing the characteristics of the best fuel efficiency fluid coupling output rotation speed, Figure 1g, Figure 1, Figure 22 to Figure 21. Figure 2 is a program flowchart of the electric control circuit, Figure 20 is a waveform diagram for explaining the duty ratio, Figure 27 is an explanatory diagram of the operation of the #'i shift control electromagnetic solenoid valve, and Figure 2S is the setting. A graph showing acceleration, Fig. 27 is a graph showing the exhaustion of the set torque ratio, Fig. 25 is an operation diagram of the shift control electromagnetic solenoid valve, and Fig. j! Figure r is an explanatory diagram of the operation of the shift control mechanism. Figure 7 shows the characteristics of the hydraulic pressure supplied to the hydraulic servo of the input pulley and the hydraulic servo of the output pulley.
lA is a graph showing the characteristics of solenoid pressure Ps. FIG. 37 is a graph showing the characteristics of the output oil pressure of the shift control valve, and FIG. 32 is an operating state diagram of the reduction ratio control mechanism of the present invention.
Figure 433 is a graph showing the relationship between the torque ratio between the input and output shafts of a V-beam continuously variable transmission and the pressure ratio between the input and output side hydraulic pressure, and Figure 34 is a graph showing a conventional reduction ratio control mechanism. FIG. 3J is a configuration diagram showing an embodiment, and FIG. 3J is a configuration diagram of another embodiment.
FIG. 4 is a configuration diagram of another embodiment of the reduction ratio control mechanism of the present invention. In the picture!・O...V belt thermal stage automatic transmission A...
Input pulley B...Output pulley ■To...■Belt C
...Input side hydraulic f-bo E...Output side hydraulic servo 4
・O・−・Planetary gear transmission 6 for forward/reverse switching...
-Hydraulic control circuit SO-・Hydraulic source 62...Pump
6E...Regulator valve fill...Regulator pulp plunger 6T...Manufacturer air A/valve 64.
−・Detent valve −6・Throttle valve @G−・
・Torque ratio valve 70...Shift control mechanism 71・
・・Shift control valve 7・・Orifice 7・・Pure force transfer valve γ4・・Shift control electromagnetic solenoid valve 80・・Reduction ratio control device al・・Reduction ratio control valve g3.88・...Orifice 84...
Electromagnetic solenoid valve for upshift 8... Electromagnetic solenoid valve for downshift 1 - Hito Ken Ishiguro Figure 18 Figure 19 Figure 20 Figure 21 Figure 4 Figure 22 Figure 28 Figure 29 I-type combination [! r-possible

Claims (1)

[Claims] (1) It has a continuously variable transmission consisting of an input pulley and an output pulley whose effective diameters are variable by a hydraulic servo, and a V-beam that transmits power between these pulleys. A reduction ratio control mechanism that is provided in a hydraulic control device of a continuously variable automatic transmission for a vehicle, and that changes the reduction ratio of the continuously variable transmission by supplying and discharging hydraulic oil to the hydraulic servo of the input pulley. The upshift electromagnetic solenoid valve and the downshift electromagnetic solenoid valve adjust the supplied fin pressure according to the vehicle running conditions and generate the solenoid pressure, and the spring load applied from one side and the other direction are opposite to each other. In the reduction ratio control mechanism, the reduction ratio control mechanism has a spool that is displaced by the solenoid pressure applied from the input pulley, and includes a reduction ratio control valve that communicates between a hydraulic servo of the input pulley, a hydraulic pressure source, and an oil drain port. Upshifting is accomplished by discharging hydraulic fluid from the upshift solenoid solenoid valve, downshifting is accomplished by discharging hydraulic fluid from the downshift solenoid valve, and maintaining a constant shift state is accomplished by discharging hydraulic fluid from the downshift solenoid valve. A reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle, characterized in that the solenoid pressure is adjusted by discharging hydraulic oil from a provided solenoid pressure oil drain port. (21 Spring load and the solenoid pressure by the upshift electromagnetic solenoid valve are in the same direction, and maintaining a constant V force is by applying the solenoid pressure by the downshift electromagnetic solenoid valve to the spool from one side to the spool A from the other side.)
/[The sum of the applied spring load and the solenoid pressure from the upshift electromagnetic solenoid valve is large. The spool is displaced in the direction in which the spring load is applied. Due to the displacement of the spool, the solenoid pressure generated by the upshift electromagnetic solenoid valve decreases due to the exhaust pressure from the solenoid pressure oil drain port of the reduction ratio control valve, and the external force on the spool is balanced, and the #spool is balanced. A patent characterized in that the communication area between the hydraulic servo of the input pulley, the oil drain port provided in the reduction ratio control valve, and the hydraulic pressure source is adjusted at the displacement position of the spool set by K. A reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle according to claim 1. (3) The reduction ratio control valve includes a spool having one side end land to which the spring load is applied, an intermediate land, and the other side end land, and one side end oil where solenoid pressure is generated by the upshift electromagnetic solenoid valve. an oil chamber provided between the one side end land and the intermediate land, the oil chamber having a communication boat with a hydraulic power source and a drain boat, and connected to the one side end oil chamber by an oil passage; and the intermediate land. and the other side end land, an oil chamber provided with an output boat to the hydraulic servo of the input pulley, a fin-pressed supply port communicating with a hydraulic power source, and a drain boat, and a downshift solenoid. From each oil chamber of the other side end oil chamber where solenoid pressure is generated (by the solenoid valve), the outer edges of the lands at both ends of the spool are always located outside of each boat when the spool moves. A reduction ratio control mechanism for a continuously variable automatic transmission for a vehicle according to claim 2. (4) Grooves are formed in the sides of the pressure regulating oil chamber of the fin-pressured supply boat and drain boat of the pressure regulating oil chamber, and in the middle oil chamber of the drain +i/-) of the intermediate oil chamber, and The reduction ratio of the continuously variable automatic transmission for a vehicle according to claim 3, characterized in that the rise in the speed of increase in the communication area between each oil chamber and each bow F as the oil chamber moves is smoothed. Control mechanism.