JPS5894663A - Stepless automatic speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To prevent surely the inflow of air into an input side hydraulic pressure servo as well as the delay of response for a speed changing by a method wherein an oil path supplying low pressure operating oil into the hydraulic pressure servo of an input side pulley through a check valve is provided in a system. CONSTITUTION:A hydraulic pressure control unit is provided with a second pressure regulating valve 60, communicated with the oil path 1 through an orifice 24, regulating the hydraulic pressure of the oil path 4 through which excess oil from the pressure regulating valve 30 is discharged, and supplying the excess oil to the part of the stepless automatic speed changing gear, which is necessitating lubrication, from the oil path 5 as lubricating oil. The excess oil, supplied by the second pressure regulating valve 60, is supplied to the hydraulic pressure servo 30 of the input side pulley through the orifice 14 provided in the oil path 13 and a check valve 15.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a continuously variable automatic transmission for a vehicle using a V-belt type continuously variable transmission.

■The Pell 1-stage transmission is used as a continuously variable automatic transmission for vehicles such as automobiles in combination with a fluid coupling such as a 1-lux converter or fluid coupling, and a forward/reverse switching mechanism.

This V-belt type continuously variable transmission is equipped with a hydraulic control unit 11M for inputting vehicle running conditions H such as vehicle speed and speed, and the hydraulic control m1! By controlling the supply and discharge of hydraulic oil to the hydraulic servo of the manual pulley, the 1 to 1 torque ratio (reduction ratio) between the input pulley and the output pulley is controlled. There is. In this method of controlling the reduction ratio, if the reduction ratio is to be maintained at the idler gear (reduction ratio of 1 or more) at the maximum reduction ratio, it is necessary to maintain the hydraulic pressure of the hydraulic servo of the input pulley at the exhaust pressure state. However, if this exhaust pressure state continues for a certain period of time, air enters the communication oil passage to the oil chamber of the hydraulic servo from the seal portion, and this air tends to enter the hydraulic servo. If air accumulates in the hydraulic servo, the air will be compressed when supplying hydraulic oil to the hydraulic servo to perform upshift 1, resulting in a delay in response when changing the reduction ratio (to upshift 1).

An object of the present invention is to provide a continuously variable automatic transmission for a vehicle that can reliably prevent air from flowing into an input side hydraulic servo and that is less prone to delay in speed change response.

The present invention (J) has an oil passage in the hydraulic control device that supplies low-pressure hydraulic oil to the hydraulic servo of the hand-powered pulley through a check valve, and also controls) An oil passage is provided for supplying oil to the input hydraulic pressure 1/NOV via a check valve, and furthermore, an oil passage is provided for supplying oil to the input hydraulic pressure 1/NOV through a check valve, and surplus oil from the second pressure regulating valve is supplied to the input hydraulic pressure 1/NOV via the check valve. The configuration consists of installing an oil path to supply the hydraulic servo of the pulley.

Next, the present invention will be explained based on examples not shown in the drawings.

FIG. 1 shows a continuously variable automatic transmission for a vehicle.

100 is a fluid coupling room 110 in which a fastening surface 100A with the engine is open and fluid components such as fluid couplings and torque converters are stored; A differential room 120 that supports one of the output shafts of the gear is similarly opened on the side opposite to the engine, and has an idler gear room 130 that houses the idler gear and supports one of the shafts of the idler gear. The converter case 200 includes a transmission room 210 that opens on the engine side and houses the V-belt continuously variable transmission, and a differential that covers the opening surface of the differential room of the torque converter case and supports the other output shaft of the differential. and an idler gear room 230 that covers the side opposite to the engine side of the idler gear room 130 of the torque converter case.
The transmission case is fastened together with the torque converter case and an intermediate case to be described later, and forms an outer shell (case) of the automatic transmission for a vehicle. Reference numeral 300 denotes a center case that pivotally supports the transmission shaft between the fluid coupling and the transmission, and in this embodiment, the center case is housed in the transmission case and fastened with bolts to the side 100B of the torque converter case opposite to the engine. It has a case configuration. In this embodiment, the automatic transmission includes a known fluid coupling 400 disposed within a torque converter case 100 and connected to the output shaft of the engine, and a transmission provided within a transmission case 200. The transmission has a hollow shaft center, and an input shaft 510 in which the hollow portion 511 serves as an oil supply/drain passage for hydraulic oil and lubricating oil for the hydraulic servo is disposed so as to have the same axis as the fluid coupling 400. A bell type continuously variable transmission 500 has an output shaft 550 whose core is hollow and whose hollow part 511 serves as an oil supply and drainage path for hydraulic oil of a hydraulic servo and is arranged parallel to the input shaft 510. , a planetary gear transmission mechanism 6001 disposed between the input shaft 510 of the V-belt continuously variable transmission and the output shaft of the fluid coupling;
Belt-type continuously variable transmission l15 (a differential gear 00 in which an output shaft 110 arranged in parallel with the input shaft 510 and output @550 of 10 is connected to an axle, and the input of the differential 700)] large gear 720 and the above-mentioned V
The output shaft 550 of the belt type continuously variable transmission 500 is inserted between the output gear 590 of the V-belt type continuously variable transmission, which is provided at the end of the engine, and one end is parallel to the output shaft 550. 1 to an idler gear shaft 810 which is rotatably supported by the LC converter case and which is rotatably supported by the center case 300 whose other end is an inner case, and an input gear 820 and an output gear 83 which are provided on the idler gear shaft.
The idler gear 800 consists of 0 and 0.

V-belt continuously variable transmission 500 and planetary gear transmission mechanism 6
00 is the vehicle speed slot; predetermined control such as reduction ratio, forward movement, reverse movement, etc. is performed by the hydraulic control device according to vehicle running conditions such as the opening degree of the vehicle speed slot.

Reference numeral 100 denotes an oil pump cover which is fastened to the engine side (fluid coupling side) wall of the center case and houses therein an oil pump driven by a hollow shaft 410 that is integrated with the fluid coupling 400. be.

The output shaft 420 of the fluid coupling 400 is rotatably supported by a sleeve 310 fitted in the center of the center case 300 via a metal bearing 320, and the hub 44 of the lock-up clutch 430 is attached to the engine side end.
0 and the hub 4 of the turbine 450 of the fluid coupling.
60 are spline-fitted, and the other end has a step-like enlarged diameter, and the large diameter portion serves as an input shaft 601 of the planetary gear transmission mechanism 600, and is supported by the intermediate support wall 3 via a bearing 330. The output shaft 420 of the fluid coupling and the input shaft 601 of the planetary gear transmission mechanism are formed hollow,
An oil passage 421 is provided in the hollow part, and a plug 420 is fitted therein, and the input shaft 5 of the continuously variable transmission is connected to the bell 1.
The engine end of the sleeve 422 fixed to the engine 10 is rotatably fitted into the sleeve 422.

The planetary gear transmission mechanism 600 is connected to an input shaft 601 that is integrated with the output shaft 420 of the fluid coupling 400, and is also connected to a fixed 7-lunge of a V-belt type continuously variable transmission, which will be described later, via a multi-plate clutch 630. Carrier 6
20, center case 30 via multi-plate brake 650
0, a sun gear 670 provided externally to the output shaft 610 of the planetary gear transmission that is integrally formed with the input shaft 510 of the 9-V belt type continuously variable transmission, and a planetary gear 640 that is pivotally supported and meshed with the sun gear 670 and the ring gear 66; a hydraulic servo 680 that is formed on the wall of the renotar case 300 and operates the multi-disc brake 650;
The multi-plate clutch 630 is formed on the fixed 7 flange wall.
The hydraulic servo 69 operates the hydraulic servo 69.

The V-belt continuously variable transmission 500 is a planetary gear transmission @ 6
Fixed 7 langes 520Δ formed integrally with the input shaft 510 integrated with the output shaft 610 of 00, and the hydraulic servo 530
An input pulley 520 consisting of a movable flange 52B driven in the fixed flange 52△ direction by a fixed flange 560Δ formed integrally with the output shaft 550 of the V-belt valor step change'S machine, and the hydraulic servo 57. Movable 7 langes 56 driven in the direction of the fixed flange 560A
The output pulley 560 is made up of 0B, and a V-belt 580 that does not transmit power between the input pulley 520 and the output pulley 560.

■The input shaft 510 of the belt type continuously variable transmission is connected to the output shaft 610 of the planetary gear transmission mechanism.
0△ is supported by the input shaft 601 of the planetary gear transmission mechanism via a bearing 340, and supported by the hinter case 300 via the input shaft 601 and the bearing 330; 1- Supported by the side wall 250 opposite to the engine of the transmission case, and furthermore, its tip surface !110CL,
It is in contact with a lid 260 fastened to the side hook 250 via a needle (roller) bearing 270.

■The hollow part 511 formed at the center of the man shaft 510 of the belt type continuously variable transmission has the sleeve 42 attached to the side of the engine.
2 is tilted @, and the engine side portion 511Δ connects to the oil passage 42 via the hinter case 300 and the lIl+ passage 301.
The oil pressure supplied from the fixed flange 52 (IA) is an oil passage that supplies oil pressure to the hydraulic servo 690 via an oil passage 513 formed at the base of the IA, and the opposite side 51 i [3
The tip is located at the side wall 250 of the transmission case.
is fitted with a pipe-shaped protrusion 261 of a lid 260 formed in a corresponding part to the input shaft 510, and is formed in the transmission case 200 including the swallow 260; Does the entire space communicate with the hydraulic control device?
The pressure oil supplied from the 111 passage 514 through the protrusion 261 of the lid 260 acts as an oil passage for supplying the hydraulic servo 530.

The output gear 590 is formed integrally with a hollow support shaft 591, and the engine side end 591A of the support shaft 591 forms one support point. The other end 591B is connected to the center case 300 via a roller bearing 593.
The needle bearing 5 is supported by the side surface 50+IA of the output gear 590 and forms an intermediate fulcrum.
94, and the opposite side surface 590B of the output gear is brought into contact with the side surface of the center case 300 via a needle bearing 595, and the transmission of the support shaft 591 In the crocodile, an inner spline; j96 is formed.

■The output shaft 550 of the Pell 1-stage gear transmission has an outer spline 550 at the engine end that fits into the inner spline 596 formed on the support shaft 591 of the output gear.
A is formed, and the support shaft 5 of the output gear is formed by spline fitting.
91 to the center case 300, and the other end 5
50B is a ball bearing 920 forming the other fulcrum
The transmission case is supported by the side wall 250 of the transmission case opposite to the engine.

A sensing valve body 552 is fitted in the middle part of an oil passage 551 formed at the axis of the output shaft 550 of this V-belt type continuously variable transmission, and an engine side part 552A of the valve body 552 is formed in the transmission case. The hydraulic pressure supplied from the oil passage 140 communicating with the hydraulic control tin device is an oil passage that is guided to the hydraulic servo 570, and the second side part 552B of the valve body 552 opposite to the engine is
The tip is fitted into the pipe-shaped protrusion 554 of the lid 553, which is fitted to cover the hole 250B formed in the corresponding part of the output shaft 550 of the side wall 250 of the transmission case and the transmission case. M5 concluded in
53 and a movable flange 560B from the hydraulic control device.
The hydraulic pressure is adjusted by a reduction ratio detection valve 50 that detects the displacement position of the oil passage 3. In the reduction ratio detection valve 50, an engagement pin 51A attached to the right end of the detection rod 51 in the drawing is engaged with a step 561 formed on the inner circumference of the movable flange 560B, and the spool is displaced in accordance with the displacement of the movable flange 560B. The oil pressure of the oil passage 3 is adjusted by.

FIG. 2 shows a hydraulic control device for controlling the continuously variable automatic transmission for a vehicle shown in FIG. 21 is an oil reservoir; 20 is an oil pump that is driven by the engine and discharges the hydraulic oil sucked from the oil reservoir 21 into the oil passage 1; 30 is an oil pump that adjusts the oil pressure of the oil passage 1 according to the input oil pressure; line pressure 1); pressure regulating valve, 4
0 regulates the line pressure supplied from oil path 1 according to the throttle opening, outputs the first liter from oil path 14-2, and outputs it from oil path 3 to A.
The reduction ratio detection valve supplied via the refit 22! )
The slower 1 hell valve outputs the reduction ratio pressure outputted from the oil passage 3a as 1 torque pressure from the oil passage 3a when the throttle opening is equal to or higher than the set value 01. The reduction ratio detection valve 60 regulates the pressure 81 in the oil passage 3 according to the displacement amount of the movable 7-lunge 560B of the output pulley of the V-belt type continuously variable transmission. At the same time, the excess oil from the pressure regulating valve 30 is discharged to adjust the oil pressure in the oil passage 4 (the excess oil passage is used as the oil passage 5h) and is used as lubricating oil for the continuously variable automatic transmission.
lI! A second pressure regulating valve 65 for supplying to the sliding part is a manual valve 7 which is operated by a shift lever provided at the operating level and distributes the line pressure of the oil passage 1 according to the operation of the driver.
0 is a lock-up control mechanism that supplies hydraulic pressure in the oil passage 4 to the fluid coupling 400 in response to an input and controls engagement and release of the lock-up clutch 430; 80 is a lock-up control mechanism that controls the oil passage 1 and the large-diameter A relief 25 in accordance with the input; The reduction ratio (1~
10 is installed in the oil passage 1G that communicates with oil passage 1 when the manual valve 65 is shifted to the 1-range. Low modulator pressure supplied to 2, 12
2 is a relief valve provided in the oil cooler oil passage 11;
54 is a relief valve provided in the oil passage 1, 26 is a check valve provided in the line pressure supply oil passage 6 to the hydraulic servo 680 of the multi-disc brake of the planetary gear transmission mechanism 300, and 27 is a flow rate control valve. A check valve 1 is a flow control valve provided in a line pressure supply oil passage 7 to a hydraulic servo 690 of a multi-disc clutch in a gear transmission mechanism 300. Reference numeral 13 denotes a line h11 that supplies the low-strength oil according to the present invention to the hydraulic servo 530 of the input pulley. It is supplied to the oil path 530.

The oil pressure adjusting device of the present invention is comprised of a pressure regulating valve 30, a throttle valve 40, and a reduction ratio detection valve 50.

The reduction ratio detection valve 50 has an engagement pin 51A fixed to one end thereof, which engages with a movable 7-lunge 560B of the V-belt type continuously variable transmission), and a spring 52 installed at the other end. A detecting rod 51, a spool 54 having lands 54A and 54 [3 arranged in series with the detecting rod 51 via a spring 53, a boat I/55 communicating with the oil passage 3, a drain boat 56, and a spool 55 are provided. It has an oil passage 57 that communicates the oil chamber 54a between the lands 54Δ and 54B, and the hydraulic pressure 1]i as shown in FIG. 3.

The throttle valve 40 includes a throttle plunger 42 that is displaced by contacting a thrower 1 to a cam 41 linked to an actuator pedal in the driver's seat, a spool 44 that is connected in series with the throttle plunger 42 via a spring 43, and As the opening degree θ increases, the plunger 42 and the spool 44 are displaced to the left in the drawing. Plunge 11
42 is fed back to the rotation 11-angle of the throttle cam 41 and the land 42a, and is connected to the LC oil passage 2.
Hydraulic throttle opening angle θ is greater than or equal to the set value 01 (θ angle θ1)
), the oil passage 3 and the oil passage 3a are connected to form the oil passage 3a.
When θ<θ1, the hydraulic pressure in the oil passage 3a is discharged from the drain 1-40a through the oil passage 42B provided in the plunger 1142. As shown in FIG. 4, a second slot pressure Pj is generated in the oil passage 3a.

The movement of the throttle cam is transmitted to the spool 44 via the spring 43, and the throttle opening and orifice 45 are connected to the spool 44.
The throttle pressure pth generated in the oil passage 2 is adjusted by changing the communication area between the oil passage 1 and the oil passage 2 as shown in FIGS. 5 and 6. Press.

The pressure regulating valve 30 has a spring 31 installed on one side (left side in the figure), a spool 32 equipped with lands 32A, 32 [3, 32C, and installed in series with the spool 32, and has a small diameter land 33A and a large diameter land 33A. a first regulator plunger 33 having a diameter land 33B; a second regulator plunger 1734 disposed in series abutting the plunger 18-33; 348
, a port 34b to which the line pressure is fed back via the orinois 35, a drain port 1343, a boat 34d for discharging excess oil to the oil path 4, a drain boat 34e for discharging leaked oil from between the land and the valve wall; Oil road 3
Input boat 34f, into which the reduction specific pressure is input, oil passage 2
The input port 1-34 receives the first throttle pressure from the input port 1-34.
g, and a second valve 1 to 341 (in which pressure is applied) from the oil passage 3a.

When the manicoal valve 70 is set to the L range, the low modulator valve 10 outputs the low modulator pressure plow shown in FIG. 7, which is independent of the thrower 1 hell opening. Here, neither the low modulator valve nor the thrower 1-le valve has a discharge pressure oil passage for pressure regulation, and the thrower 1-le pressure P[]1 is constantly exhausted from the reduction ratio control mechanism 80. Both valves are arranged in parallel.

Therefore, in the 1-range, the oil path 2 is connected to Plo as shown in Fig. 8.
The greater of the hydraulic pressures w and Pτ11 will be generated. Therefore, as shown in FIG. 9, (line Fl 1- in the 1-range low throttle opening) l- rises more than in the case of the D range.

This pressure regulating valve 30 controls the reduction ratio pressure inputted from the boat 34f and applied to the second plunger 34, the first slot pressure inputted from the boat 311J and applied to the land 33[3 of the first plan seat 33, and the port pressure applied to the land 33[3 of the first plan seat 33]. 1 to 34:1 and applied to the land 33Δ of the first plansite 33.
The spool 42 is displaced by the line pressure fed back to the land 32c of the spool from the boat 34b, which is connected to the oil passage 1, via the throttle pressure spring 31 and the A-refit 35, and the boat 34a is connected to the oil passage 1.
1 Boat connecting to oilway 4 34d Onibi drain port 1
- 34c [1 area is adjusted to increase or decrease the leakage of pressure oil in the oil passage 1 to generate the line pressure PL shown in FIGS. 9, 10, and 11.

In L range, it is necessary to shift to downshift 1 to obtain strong engine braking. ■In the Pell 1-Buddha gear transmission, when going to downshift 1, the oil pressure in the input pulley 1J-Bot 530 is connected to the discharge pressure oil path, and the oil in the servo oil chamber is drained. and realize Downzino 1~. However, in order to obtain strong engine braking, the primary sheave must be rotated at a high rotation speed, and waste oil may be prevented by applying hydraulic pressure to the centrifugal force generated by this rotation. Therefore, when a quick downshift is required, it is necessary to make the hydraulic pressure applied to the hydraulic servo 570 of the output pulley higher than usual, and this is especially important when the throttle opening is low. Therefore, in the L range, the throttle pressure P111 when the throttle opening degree is small is increased by the low modulator valve, and the line pressure PL (line pressure=hydraulic servo supply pressure of the output pulley) is increased.

The manicoal valve 65 is a shift lever installed in the driver's seat.
It has a spool 66 which is set at each shift position of P (park), R (reverse), neutral (N), D (drive), and L (low). In this case, oil passage 1 or oil passage 2 is connected to oil passage 1C oil passage and oil passage 6 oil passage 1 as shown in Table 1.

Table I P RN D l- Oil passage 7 × × × △ △ Oil passage 6 × OX × × Oil passage IC--8 Δ O In Table I, O indicates communication with oil passage 1, and △ indicates communication with oil passage 2. , - indicates blockage of the oil passage, and × indicates exhaust pressure. As shown in Table I, line pressure is supplied to the brake 680 of the planetary gear transmission mechanism in the R range, and throttle pressure (or low modulator pressure) in the oil passage 2 is supplied to the clutch 690 in the D and 2 ranges, so that forward and reverse movement is possible. The switching is made.

The second pressure regulating valve 60 has a spool 62 with a spring 61 loaded on one side and lands 62A, 162B, and 62G. - J, change the flow resistance of τ oil passage 4 to oil passage 5 and drain 1-60Δ to adjust the oil pressure of oil passage 4, and connect f7I from oil passage 5 to the part where measurement is required. Supply quenching oil ()
Excess hydraulic oil is drained from the drain boat 60A.

The oil passage 13 of the present invention communicates the input hydraulic pressure 1 nervo 530 to the i1', 'l slideway 5 through the orifice 14 and the check valve 15. The check ball is arranged so that hydraulic oil does not pass in the direction from the lubricating oil passage 5 to the hydraulic servo oil passage 1b, but does not pass in the opposite direction. As a result, when oil If- is generated in the hydraulic oil supply oil passage 1b to the input girder pulley 530, the oil L1- in the oil passage 1h does not flow into the oil passage 13 due to the action of the check ball. Oil n-! When the oil pressure is applied to the J-bo 530 and no oil pressure is generated in the oil passage 1b, hydraulic oil flows from the oil passage 13 through the A-rifice 14, making it possible to prevent air from entering. In addition, A refill 1
The same effect can be obtained even if the position of the fourth check valve 15 is changed.

The reduction ratio control m structure 80 includes a reduction ratio control valve 81, A refits 82 and 83, an electromagnetic solenoid valve 84 for upshift 1~,
and an electromagnetic solenoid valve 85 for downshift 1~.

The reduction ratio control valve 81 has a first land 812A, a second land 812[3, and a third land 812C, and one land 812C has a spool 812 with a spring 811 installed in front, an A refit 82 and a spool 812, respectively. Side end oil chambers 815 and 816 at both ends to which thrower 1 health pressure or low modulator pressure is supplied from oil path 2 through oil passage 83, land l
Intermediate oil chamber 810 and oil chamber 815 between oil chamber 112B and land 812C communicate with oil passage 2A that connects oil chamber 810, oil passage 1 to which line pressure is supplied, and the opening area changes according to the movement of spool 812. Input port 817 and V-belt type continuously variable transmission 93 that increase/decrease! ioO input pulley 52
a pressure regulating oil chamber 819 in which an output port 1-818 is connected to the oil pressure nervo 530 of 0 through an oil passage 1b; A drain boat 813 is provided that evacuates the oil chamber 810 and the oil chamber 815 according to the movement of the spool 812. Upshift electromagnetic solenoid valve 84
and a downshift electromagnetic solenoid valve 85 are respectively attached to an oil chamber 815 and an oil chamber 816 of the reduction ratio control valve 81, and both are operated by the output of an electric control circuit to be described later. and the oil chamber 816 are evacuated.

The lock-up control mechanism 70 includes a lock-up control valve 71
, an orifice 77, and an electromagnetic solenoid valve 76 that controls the oil pressure of the oil passage 4a that communicates with the oil passage 4 via the orifice 17. The lock-up control valve 71 has a spring 72 installed in front on one side (right side in the drawing), a spool 73 provided with lands 73A, 73B, and 73G of the same diameter, and a spool 73 provided in series with the spool 73, and the other side (left side in the drawing). A spring 74 is installed in front of the sleeve 75 and the sleeve 75 has a diameter larger than the land of the spool 73, and the oil pressure P4 of the oil passage 4 is applied to the land 73C through the input port 11A connected to the oil passage 4 from one side. , the spring load Fsl of the spring 72, and from the other side, the solenoid nPs of the oil passage 4a controlled by the solenoid valve 76 on the sleeve 75 or the boat 41
The spool 73 is displaced, and the spool 73 is displaced by the oil pressure P8 in the oil passage 8 and the spring load FS2 by the spring 14, which is applied to the land 73A through the oil passage 7151. It controls communication with the release side oil passage 8 or the engagement side oil passage 9 of the lock-up clutch 430. When the solenoid valve 76 is energized and turned on, the oil pressure in the oil passage 4a is discharged. Spool 73
is fixed on the left side in the drawing, and the oil passage 4 and oil passage 9 communicate with each other, and the hydraulic oil flows from oil passage 9 to lock-up clutch 430 to oil passage 8 to
The train ports 1 to 710 flow in this order, and the lock-up clutch 430 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 figure, the oil passage 4 is in communication with the oil passage 8, and the hydraulic oil is is oil passage 8 - lock-up clutch 43 - oil passage 9 - oil passage 1 connecting to oil cooler
0, and the lock-up clutch 430 is released.

=26- Next, the action of the [1 pull-up ramp controller side 70] will be explained.

1-knock-up clutch (=J) In automatic transmissions, when the 1-knock-up clutch is engaged, there is a shock caused by the clutch engagement because there is a difference in rotational speed between the pump side and the turbine side of the torque converter or free 1-kup clutch. occurs, which may be unfavorable in terms of feeling.For this reason, in the past, by increasing the vehicle speed when the lock-up clutch is engaged, The lock-up is performed when the rotational speed of the ring pump (and the rotational speed of the engine side is low) to reduce the shock caused by clutch engagement.However, in this case, the vehicle speed increases and At low vehicle speeds, lock-up cannot be achieved and the effect of the lock-up clutch cannot be fully obtained.In this embodiment, when the lock-up clutch is engaged, the lock-up clutch engagement pressure and the lock-up clutch release pressure are adjusted to・Provides a lock-up clutch control mechanism that can alleviate the shock of lock-up clutch engagement.In the conventional configuration, the solenoid valve 76 is
The lock-up clutch is turned off when F is turned on, and the lock-up clutch is turned on when the solenoid valve 76 is turned on. In contrast, in the configuration of the present invention, the solenoid valve 76 is OFF.
The lock-up clutch is turned on when the solenoid is turned on, which is the same as before.
Lock-up clutch OF [When turning the knee lock-up clutch ON, the engagement of the lock-up clutch is adjusted by turning the solenoid OFF~duty increase~ON instead of simply turning it OFF-ON. When the lock-up clutch is 0FF-ON, as shown in FIG. 12, by giving a signal to the solenoid valve 76 such that the ON time gradually increases within a certain period, the supply pressure can be adjusted. A uniform pressure (solenoid pressure) PS shown in FIG. 13 is generated in the solenoid oil passage 4a. The valve spool 73 is controlled by this solenoid pressure Ps.
2. The supply pressure P3 of the lock-up clamp engaging side oil passage 9 changes as shown in FIG. 14 with respect to the solenoid decor tee. Here, duet 0% (Ps=P1) ~ d
In the range of 1% (PS=PS1), A to B in Figure 15
The valve is controlled within the range of Duty -41% (Ps=Ps 1) -121% (P
In the range of s = Ps21), the valve is controlled in the range B-C in FIG. Duty - d21% (PS = Ps21) ~ d22% (PS = P
In the range of S22), the valve is controlled within the range of CD in FIG. Decor tea d22%<ps
In the range from =Ps22) to 100% (+)S=0), the state shown in Figure 15 occurs.

FIG. 16 shows the electromagnetic solenoid valve 7 of the lock-up clutch control mechanism 70 in the hydraulic control system shown in FIG.
6. The configuration of an electric control circuit 90 that controls the upshift 1 to 29 electromagnetic solenoid valves 84 and the downshift 29 to 29 electromagnetic solenoid valves 85 of the reduction ratio control W mechanism 80 is shown.

901 is a shift I/lever switch that detects which position of shift 1 to P, R, or N1L the cover is shifted to; 902 is a rotation speed sensor that detects the rotation speed of the input shift switch; 903 is a vehicle speed sensor; 904 905 is a speed detection processing circuit that converts the output of the rotation speed sensor 902 into voltage; 906 is a vehicle speed detection circuit that converts the output of the vehicle speed sensor 903 into voltage; 907 is throttle sensor 9
04 output to voltage; 908 to 911 are input interfaces for each sensor; 912 is a central processing unit (CPU); 913 is a program and control for controlling the electromagnetic solenoid valves 16, 84, and 85. Read-on memory (which stores the data needed for
914 is a random access memory (ROM) that temporarily stores input data and parameters necessary for control.
AM), 915 is a clock, 916 is an output interface, and 917 is a solenoid output driver, which downshifts the output of output interface 1G.
The output is changed to the operating output of the electromagnetic solenoid valve 85, upshift 1 to electromagnetic solenoid valve 84, and shift control solenoid 74. Input interface 1 908-911
(j) The IJ 912, ROM 913, RAM 914, and output interface 916 are connected through a data bus 918, an address bus 919, and the like.

``Next, the operation of the lock-up control mechanism 70 and the deceleration control mechanism 80 controlled by the electric control circuit 90 will be described in conjunction with FIGS. 17 to 27.

In this embodiment, an example is shown in which the electric control circuit 90 controls the input pulley rotation speed N so that the fuel efficiency is achieved at each of the rotation angles 1 to θ.

The control of the deceleration compression til+ mechanism 80 is performed by comparing the rotational speed of the manual pulley with the best fuel efficiency shown in FIG. This is done by the action of two electromagnetic solenoid valves 84 and 85 provided in the input pulley, so that the actual input pulley rotation speed is made to match the manual pulley rotation speed for the best fuel efficiency. FIG. 18 shows the overall feature 1 of the 4J coupler rotation speed control.

[〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〕〖
After reading 921 of te, the shift lever switch 901 determines the shift 1 lever 1 position 922 (j
cormorant.

As a result of the determination, if the levers 1 to 1 are in the [] position or the N position, both the electromagnetic solenoid valves 84 and 85 are set to 0Fl by the 1] position and the N (ff installation process 930) as shown in FIG. =L (931), p or N
The state is stored in RAM9+4. (932) As a result, the Niko 1-heral state of the input pulley △ is increased by 1q.
As shown in Fig. 12, 10 pulses 1~[J-le are 1*ki period 1〈pulse 11'' is l +ntvl(n
= 1, 2, 3...), and gradually +l
] is increased by applying a pulse to the electromagnetic solenoid valve 76 of the lock-up control mechanism 70 as shown in FIG. A hydraulic pressure ps adjusted corresponding to the decoating tee is generated in the oil chamber 78 at the left end of the figure. - Indicates -.

FIU indicating whether lockup control is being processed
If the process is in progress, the process is continued; if the process is not in progress, the shift lever switch 901 determines whether or not there is a change from the P position to the N position to the R position. It is determined 943 whether there is a change from the N position to the D position, and if any change has occurred, the corresponding parameters are set 944.
or 945, and turn on the PLUG, which indicates that lockup control processing is to be performed (
95! i). If no change has occurred, the process returns and no lockup control processing is performed. The lock-up control performs a determination 946 to determine whether the parameter K, which determines the end of one cycle, is a positive value, and if K is not a positive value, a determination 948 is performed to determine whether K is turned on and =33- is below. , if 1- is less than or equal to 0, F L
Execute UGOFF 949 and return. in this case,
When L is 1-≦O and FLUG is turned OFF, this indicates that all lock-up computer 1-roll processing has been completed. In determination 946, when the parameter K for determining the end of one cycle is a gender value, K-1 should be set to K (950), and in determination 948, ≦0.
If not, a determination 951 is made as to whether the parameter L for determining the end of the ON time in one cycle K is L=0. When L=O, solenoid valve 74 OFF command 9
52, and when ]- is other than 0, set L-1 to 1 after issuing the ON command 953 for the solenoid valve 74.95
4), Return. Similar lockup control processing can also be performed using a programmable timer shown at 920 in FIG.

After the lock-up control process 950, the actual input pulley rotation speed N is read 923 using the input pulley rotation speed sensor 902. Next, 34- Determination 924 of whether or not the value fj(-) is O.
and when θ-0, the best fuel consumption manual pulley rotation speed corresponding to the Thronomy degree θ shown in FIG. 17 is set 960 by storing it in the ROM 913 as data in advance according to the subroutine shown in FIG. 21. ``1 Tsu 1-
962) Set the storage address of the input boolean rotation speed N data corresponding to the controller 961 and read the N data from the lJ address to Sera 1. 962) Temporarily store the read N data in the data storage RAM 914. Do (9
63).

Next, a comparison 927 is made between the actual input pulley rotation speed N and the best fuel efficiency manual pulley rotation speed N. When N<N, an operation command 928 for upshift 1 to electromagnetic solenoid valve 84 is issued, when N>N, an operation command 929 for downshift electromagnetic solenoid valve 85 is issued, and when N = good'a>, an operation command 928 is issued for the upshift electromagnetic solenoid valve 84. An OFF command 920 for solenoid valves 84 and 85 is issued. When the throttles 1 to 1 are fully open at θ-〇, a determination 926 is made as to whether the shift levers 1 to 1 are connected to the D position or set to the 1- position in order to determine the necessity of engine braking. Engine brake control according to 9
Do 70 or 980.

The 1-engine brake processing 970 at position D is performed by reading the vehicle speed 971 using the vehicle speed sensor 903, as shown in FIG.
912), and then determines whether the acceleration @ is an appropriate acceleration A for the vehicle speed (973). ■〉DOWNSI-
I I Immediately N to perform FT's control 1 to roll 974
After setting a larger value, the process returns, and when @≦A, the best fuel efficiency manual pulley rotational speed ♂ corresponding to the throttle opening θ is set to N (975), and then the process returns. 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. 23.

In the engine brake processing 980 for the L position, as shown in FIG.
From 1V and the input pulley rotation speed N, a calculation is performed to calculate the torque ratio (1) to (2) using the following formula. (982) ”r=N/×k, where i(1-reduction gear mechanism 5 inside the transmission
This is a constant determined from the reduction ratio of 00, the final reduction ratio of the vehicle, the tie 17 radius, etc. Next, determine whether Kawaishi's 1 Herc ratio T is greater than C - the torque ratio at which safe and proper engine braking can be obtained for the vehicle speed V.983
When 1"<T' (7), DOWNSI-11F
N is set 984 to a value greater than N so that T is achieved, and when T≧]-doki, N is set 985 to a value equal to N, and the process returns.

Safe and appropriate engine braking for each vehicle speed 1@
The 1-herc ratio T determined for each vehicle is determined by experiment or calculation, and is shown in the graph of FIG. 25.

Next, the operation of the reduction ratio control mechanism 80 will be explained with reference to FIG. 26.

When the vehicle is running at a constant speed, the electromagnetic solenoid valves 84 and 85 controlled by the output of the electric control circuit 90 are turned off, as shown in FIG. As a result, the oil pressure P1 in the oil chamber 816 becomes line 37-in pressure, and the oil pressure P2 in the oil chamber 815 also reaches the spool 812.
When it is on the right side of the diagram, it is line pressure.

Since the spool 812 has a pressing force P3 due to the spring load of the spring 811, the spool 81 is moved to the left in the figure.
2 is moved to the left, and the oil chamber 815 is connected to the oil passage 2△ and the oil chamber 8.
The spool 812 is communicated with the drain boat 813 via 10 and the pressure P2 is exhausted, so that the spool 812 is moved to the right in the figure by the oil pressure P1 in the oil chamber 816. When spool 812 is moved to the right, drain port 1-813 is closed. Therefore, in this case, the drain boat 813 of the land 812B of the spool 812 is attached to the flange 1 on the threaded edge.
By providing a plane (tapered) 812b,
It becomes possible to maintain the spool 812 in a more stable state at an equilibrium point at an intermediate position as shown in FIG. 26A.

When the oil passage 1b is held at the intermediate equilibrium point as shown in FIG. 26A, the oil passage 1b is closed, and the input pulley 520
The hydraulic pressure of the hydraulic servo 530 is compressed via the V-belt 112 by the line pressure 38- applied to the hydraulic pressure υ-bow 570 of the output pulley 560,
As a result, the oil pressure of the hydraulic servo 570 is balanced.

In reality, since there is oil leakage in the oil passage 1b, the input pulley 520 is gradually expanded and the 1-lux ratio is changed to increase (as shown in FIG. 26A). At the position where the spool 812 is balanced, the drain boat 814 is closed and the boat 817 of the land 812B of the spool 812 is provided with a flat surface (tapered surface) 812a on the edge so that the oil path 1a is slightly exposed. It is designed to compensate for oil leakage in passage 1b.Furthermore, by applying graph 1 to 812C (tapered surface > 812C) to the edge of drain boat 814 of land 812A, transitions such as the rise of oil pressure changes in oil passage 1b are smoothed. In this case, the only line pressure leakage is the pressure oil discharged from the drain boat 813 via the orifice 82, and there is only one leakage location.

At the time of UP-81-11FT, as shown in FIG. 26B, the rear lift electromagnetic solenoid valve 84 is turned on by the output of the electric control circuit 90.

As a result, the oil chamber 815 is depressurized, so the spool 81
2 is moved to the right in the figure, the spring 811 is compressed, and the spool 812 is set to the right end in the figure.

In this state, the line pressure of the oil passage 1a is supplied to the oil passage 1b via the boat 818, so the oil pressure of the hydraulic servo 313 increases, the input pulley 520 operates in the direction of closing, and the 1 to luke ratio T decreases. do. Therefore, O of the solenoid valve 84
By controlling the N time as necessary, the upshift is performed by reducing the desired torque ratio.

During DOWN-8HIFT, as shown in FIG. 26C, the solenoid valve 85 is turned on by the output of the electric control circuit 90, and the oil chamber 816 is evacuated.

The spool 812 is rapidly moved to the right in the drawing by the spring force of the spring 811 and the line pressure of the oil chamber 815, the oil passage 1b is communicated with the drain boat 813 and the pressure is discharged, and the input pulley 520 is quickly expanded. Operates in the direction 1
- the torque ratio T increases. By controlling the ON time of the solenoid valve 85 in this manner, the torque ratio is increased and a downshift is performed.

In this way, the hydraulic servo I30 of the input (drive side) pulley 520 is supplied with the output hydraulic pressure of the reduction ratio control valve 81, and the hydraulic servo 570 of the output (drive side) pulley 560 is supplied with the output hydraulic pressure of the reduction ratio control valve 81.
Line pressure is led to the input pulley 520, and if the hydraulic pressure of the hydraulic servo 530 of the input pulley 520 is the hydraulic pressure of the hydraulic servo 570 of the Pi1 output pulley 560, then PO/Pi is the torque ratio T
For example, throttle opening θ-50%, torque ratio-1''=1
．． 5 (point a in the figure) and then release the accelerator to set e-30%.If po/Pi is maintained as it is, the driving shown at point in the figure with torque ratio T = 0.87 will occur. and vice versa, the reduction ratio control mechanism 80 controls the input pulley when the torque ratio is maintained at T-1,5.
The value of po/pi is increased by the output of and changed 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 the desired torque ratio in response to all load conditions.

In the above embodiment, an oil passage is provided to supply excess oil from the second WA pressure valve to the hydraulic servo of the input pulley via a check valve, but this is not possible when the line of oil passage 1 is used during a downshift. Since a large amount of pressure is supplied to the hydraulic servo 570 of the output pulley, the excess oil is discharged from the pressure regulating valve 30 to the oil passage 4, and there is little surplus oil, and the excess pressure oil is also supplied from the oil passage 4 to the second pressure regulating valve 60. In the oil passage 13 from which oil is drained, almost no oil pressure is generated during downshifting, and as a result, during downshifting, the oil pressure of the input pulley must be drained via oil passage 1d and drain boat 814. Servo 5
This is because it has the advantage of being able to prevent obstructions to oil drainage. Therefore, an oil passage may be provided to supply excess oil from the pressure regulating valve to the hydraulic servo of the input pulley via a check valve. In this case, oil passage 4 and oil passage 13 may be directly connected, or an orifice may be provided. Contact us via. In this case, since a somewhat high oil pressure is generated in the oil passage 13, it is desirable to provide a pressure reducing mechanism in the oil passage 13.

It goes without saying that the oil passage 13 may also be connected to other low-pressure oil such as the oil passage 11 and the oil passage 2.

As described above, the continuously variable automatic transmission for vehicles of the present invention has an oil passage in the hydraulic control device that supplies low-pressure hydraulic oil to the hydraulic servo of the input pulley through the check valve, so that no manual effort is required. The inflow of air into the hydraulic pressure 1 fubo can be reliably prevented,
There may be a delay in response when shifting.

[Brief explanation of drawings]

Figure 1 is a sectional view of a continuously variable automatic transmission for vehicles, Figure 2 is a circuit diagram of its hydraulic control device, and Figure 3 is an output of the reduction ratio control valve.
Figure 4 is a graph showing the hydraulic characteristics, and Figure 5 is a graph showing the pressure characteristics of the second slots 1 to 1 output by the throttle valve.
6 are graphs showing the first slot pressure characteristics output by the throttle valve, FIG. 7 is a graph showing the low modicollator pressure characteristics output by the low modicollator valve, and FIG. 8 is a graph showing the hydraulic characteristics generated in the oil passage 2. The graphs shown in Figures 9, 10, and 11 are graphs that do not show the line sweat characteristic f1 output by the pressure regulating valve. Showing Bamboo 1 - Grano, 1st
Figure 4 shows the release IJ) I supplied to the lock-up clutch.
"2J3 and engagement) Graph showing the characteristics of f, P3, 1st:) Figures A113, C, and D are explanatory diagrams of the operation of the lock-up control mechanism. Figure 16 is a block diagram of the electric control circuit, 1st
Figure 7 is a graph showing the Nera fuel consumption and Kapuli rotation speed, No. 18
Fig. 19, Fig. 20, Fig. 21, Fig. 22, Fig. 24
The figure is a flowchart for explaining the operation, number 23, 1
Figure 25 is a characteristic graph of width/speed/torque ratio T, Figure 26 is a graph explaining the operation of the reduction ratio control mechanism, and Figure 27 is a graph explaining its operation. In the figure: 30...pressure regulating valve, 40...throttle valve, 5
0... Reduction ratio detection valve X de -0 LL CL shop door 0's 9th dimension l Q 0 =405-

Claims (1)

[Claims] 1) An input pulley and an output pulley that are provided on the input shaft and the output shaft, respectively, and whose effective diameters are variable by a hydraulic servo, and a V-belt that transmits power between these two pulleys. A continuously variable automatic transmission for a vehicle, comprising a V-belt continuously variable transmission, and a hydraulic control device that automatically controls the V-belt continuously variable transmission according to vehicle driving conditions such as vehicle speed and throttle opening. , low pressure hydraulic oil is supplied to the hydraulic control device through a check valve.
A continuously variable automatic transmission for a vehicle, characterized by having an oil path for supplying oil to a hydraulic servo of an input pulley. 2) Consisting of an input pulley and an output pulley, each provided on the input shaft and output shaft, the effective diameter of which is variable by a hydraulic servo, and a V-bell that transmits power between these two pulleys. V Bell 1 continuously variable transmission adjusts the pressure oil supplied from the Wb pressure source according to vehicle operating conditions such as vehicle speed and throttle opening, outputs line pressure, and removes excess oil. The fluid coupling has a pressure regulating valve that discharges oil and lubricating oil, and automatically controls the V-belt type continuously variable transmission according to vehicle operating conditions such as the vehicle and throttle opening.
! In the continuously variable automatic transmission for a vehicle, the hydraulic control device includes an oil path that supplies surplus oil from the pressure regulating valve to the hydraulic servo of the input pulley via a check valve. A continuously variable automatic transmission for a vehicle, characterized by being provided with. 3〉The sole consists of an input pulley and an output pulley, which are installed on the input and output shafts and have variable effective diameters using a hydraulic servo, and the ■bell 1 that transmits power between these two pulleys. A V-belt continuously variable transmission and pressure oil supplied from a hydraulic source are adjusted according to vehicle operating conditions such as vehicle speed and throttle opening to output line pressure and excess oil is discharged. The valve and the pressure of the excess oil in the pressure regulating valve are adjusted to operate the fluid coupling? It has a second pressure regulating valve that outputs 111 pressure and discharges excess oil as lubricating oil.
In a continuously variable automatic transmission for a vehicle, the hydraulic control device automatically controls the V bell 1 type continuously variable transmission according to the driving condition 1 of the vehicle, such as a small opening degree. Remove excess oil from the second pressure regulating valve,
1. A continuously variable automatic transmission for a vehicle, characterized in that an oil passage is provided to supply oil to the hydraulic servo with an input voltage via a pull valve.