JPS59166727A - Controller of hydraulic automatic clutch - Google Patents

Abstract

PURPOSE:To prevent an engine from idling blast at starting by detecting a vehical driving torque as an electric signal and making the vehicle driving torque at idling kept constant on the basis of the electric signal. CONSTITUTION:The higher the oil pressure of an engine r.p.m. signal obtained by a Pitot tube 20 is, the higher a staring pressure obtained by a starting valve 116 is, but the greater the start adjusting pressure obtained by a start adjusting valve 118 is, the lower the starting pressure is. The start adjusting valve 118 is placed under control of a speed change controller 300, that is, the start adjusting pressure at idling of an engine with a vehicle haulted is controlled as that a torque which is transmitted to an output shaft via a clutch may be kept constant.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for a hydraulic automatic clutch.

In the case of a vehicle with an automatic clutch operated by hydraulic pressure, it is necessary to smoothly engage the clutch when starting, and the clutch is engaged by increasing the clutch supply hydraulic pressure according to the input rotational speed (engine rotational speed). is possible. However, such automatic clutches have the following problems. In other words, the clutch must be released when the engine is idling when the vehicle is stopped, but if the clutch supply oil pressure during idling is too low than the oil pressure at which the clutch starts to engage, it will take time to start the clutch engagement, and the engine This will result in a blank blow. Conversely, if the clutch supply oil pressure during idling is set to the oil pressure number just before clutch engagement starts, the clutch supply oil pressure will change due to fluctuations in idling rotational speed (the idling rotational speed increases when using a choke or cooler, etc.). may exceed the clutch engagement starting hydraulic pressure and cause the vehicle to start erroneously. Therefore, with conventional hydraulic automatic clutches, it is necessary to tolerate to some extent the engine revving at the time of starting and the generation of shock due to the sudden engagement associated with this.

The present invention has been made by focusing on the above-mentioned problems in conventional hydraulic automatic clutch control devices. It is an object of the present invention to solve the above-mentioned problems by controlling a supply hydraulic pressure control device so that the vehicle drive torque during idling always remains at a constant value.

Hereinafter, the present invention will be described with reference to Nos. 1 to 14 of the accompanying drawings showing embodiments thereof.
This will be explained based on the diagram.

First, the configuration will be explained.

FIG. 1 shows a power transmission mechanism of a continuously variable transmission to which the present invention is applied. An input shaft 2 connected to the crankshaft of the engine can be connected via a forward clutch 4 to a drive width 8 with a drive pulley 6 . The input shaft 2 is connected to an external gear type oil pump 1 which is a hydraulic pressure source for a hydraulic control device to be described later.
0 is set. The oil pump 10 has a drive gear 12
and a driven gear 14. A rotary groove 16 is attached to the input shaft 2 so as to be integrally rotatable.The rotary groove 16 forms an oil pool 18 by bending the outer periphery of a substantially disc-shaped plate inward. It is designed to hold oil which rotates together with the rotating gutter 16. Incidentally, it is preferable that the oil pool 18 is formed with irregularities that act as vanes to improve the ability of the oil to follow changes in the rotation of the rotary groove 16. In addition, in the rotation hole 16,
A conduit (not shown) is provided to always supply a predetermined amount of oil into the oil reservoir 18. Rotating gutter 16 oil pool 1
A pitot tube 20 having an opening facing the flow of oil that rotates together with the rotating groove 16 faces inside the oil reservoir '18, and the dynamic pressure of the oil in the oil reservoir '18 can be detected by the pitot tube 20. . A subshaft 22 is rotatably provided parallel to the input shaft 2, and a reverse clutch 24 is provided at one end of the subshaft 22. The input shaft 2 and the countershaft 22 each have gears 26 and 28 that mesh with each other. gear 26
can always rotate integrally with the input shaft 2, and the gear 28 can rotate integrally with the subshaft 22 via the reverse clutch 24. A gear 34 is integrally provided on the other end side of the subshaft 22, and the gear 34 meshes with the gear 32 that is rotatably supported.

The gear 32 meshes with a gear 30 that can rotate integrally with the drive shaft 8. Forward clutch 4 and reverse clutch 2
4 are configured to be fastened when hydraulic pressure is introduced into the piston chambers 36 and 38 from a hydraulic control device, which will be described later. When the forward clutch 4 is engaged,
The engine rotation transmitted from the input shaft 2 is transmitted to the drive shaft 8 with normal rotation.On the other hand, when the reverse clutch 24 is engaged, the engine rotation is transmitted through the gears 26, 28, 34, 32.
and 30, the rotation is reversed and transmitted to the drive shaft 8. The drive pulley 6 includes a fixed conical plate 40 integrally formed with the drive shaft 8 and a V-shaped groove formed by opposing the fixed conical plate 40, and is driven by hydraulic pressure acting on the drive pulley cylinder chamber 42. It consists of a movable conical plate 44 that is movable in the axial direction of the shaft 8. In addition, V
The maximum width of the character-shaped pulley groove is regulated by a stopper (not shown) that acts when the movable conical plate 44 moves a predetermined amount to the left in the figure. The fixed conical plate 40 of the driving pulley 6 is also provided with a rotating groove 46 that is substantially similar to the rotating groove 16 described above. The dynamic pressure of the oil in the oil reservoir 47 of the rotary gutter 46 can be detected by the pitot tube 48, and a predetermined amount of oil is always supplied into the oil reservoir 47 by an oil pipe (not shown). The driving pulley 6 is communicably connected to the driven pulley 51 by a V-belt 50.
This driven pulley 51 is provided on a rotatable driven shaft 52. The driven pulley 51 includes a fixed conical plate 54 formed integrally with the driven shaft 52, and a V-shaped pulley groove formed by opposing the fixed conical plate 54. 57, and a movable conical plate 58 which is movable in the axial direction of the driven @52. As in the case of drive pulley 6,
The axial movement of the movable conical plate 58 is restricted by a stopper (not shown) so that it does not exceed the width of the maximum V-shaped pulley groove. The pressure receiving area of the driven pulley cylinder chamber 56 is approximately 1/2 of the pressure receiving area of the driving pulley cylinder chamber 42. A gear 60 provided to rotate integrally with the driven shaft 52 meshes with a ring gear 62. That is, the rotational force of the driven shaft 52 is transmitted to the ring gear 62 via the gear 6°. The differential case 64 to which the ring gear 62 is attached includes a pair of pinion gears 66 and 68 and a pair of side gears 72 that mesh with the pinion gears 66 and 68 to form a differential device 7o.
and 74 are provided. Output shafts 76 and 78 are connected to the side gears 72 and 74, respectively.

The rotational force input from the engine crankshaft to the power transmission mechanism of the continuously variable transmission as described above is transmitted from the input shaft 2 to the drive shaft 8 via the forward clutch 4 (or from the input shaft 2
to the drive shaft 8 via the gear 26, the gear 28, the reverse clutch 24, the subshaft 22, the gear 34, the gear 32, and the gear 30), and then the drive boot 96, the V-belt 50,
The rotational force is transmitted to the driven pulley 51 and the driven shaft 52, and further inputted to the ring gear 62 via the gear 60, and then transmitted to the output shafts 76 and 78 by the action of the differential device 70. During the power transmission, if the forward clutch 4 is engaged and the reverse clutch 24 is released,
The drive shaft 8 rotates in the same direction as the input shaft 2, and the output shafts 76 and 78 rotate in the forward direction. Conversely, when the forward clutch 4 is released and the reverse clutch 24 is engaged, the drive shaft 8 rotates in the opposite direction to the input shaft 2, and the output shafts 76 and 78 rotate in the reverse direction.

During this power transmission, the movable conical plate 44 of the drive pulley 6
By moving the movable conical plate 58 of the driven pulley 51 in the axial direction and changing the radius of the contact position with the V-belt 50, the rotation ratio between the drive pulley 6 and the driven pulley 51 can be changed. For example, if the width of the V-shaped pulley groove of the drive pulley 6 is expanded and the width of the V-shaped pulley groove of the driven pulley 51 is reduced, the radius of the V-belt contact position on the drive pulley 6 side will be reduced, and the driven pulley The radius of the V-belt contact position on the 51 side becomes larger, resulting in a larger gear ratio. If the movable conical plates 44 and 58 are moved in the opposite direction, the gear ratio will become smaller, in the exact opposite way to the above.

Next, a hydraulic control device for this continuously variable transmission will be explained. As shown in Fig. 2, the hydraulic control device includes an oil pump 1.
0, line pressure regulating valve 102, manual valve 104, speed change control valve 106, clutch complete engagement control valve 108, speed change motor 110, speed change operation 1 mechanism 112, throttle valve 114,
Starting valve 116, start adjustment valve 118, maximum gear ratio holding valve 120, reverse inhibitor valve 122,
It consists of a lubricating valve 124 and the like.

The oil pump 10 is driven by the input shaft 2 as described above, and sucks oil in the tank 130 through the strainer 131 and discharges it into the oil path 132. The oil discharged from the oil passage 132 is supplied to ports 146d and 146e of the line pressure regulating valve 1゜2.
The line pressure is regulated to a predetermined pressure as described below. The oil passage 132 is connected to the port I of the throttle valve 114.
192c and also communicates with the port 172b of the speed change control valve 106. The oil passage 132 also communicates with the driven pulley cylinder chamber 56. That is, line pressure is always supplied to the driven pulley cylinder chamber 56.

The manual valve 104 has four ports 134a and 134b.
, 134c and 134d, and two lands 136a and 136b corresponding to this valve hole 134.
The spool 136 has a spool 136. The spool 136, operated by a select lever (not shown) on the driver's seat, has five stop positions: P, R, N, D, and L ranges. The port 134a is a drain port, and the port 34b communicates with the bow h' 240c of the reverse inhibitor valve 122 through an oil passage 138. Further, the port 134c communicates with the boat 204a of the starting valve 116 through an oil passage 140, and the boat 1.
34; x communicates with the piston chamber 36' of the forward clutch zero through an oil passage 142. When the spool 136 is in the P position, the starting pressure of the oil passage 140 controlled by the starting valve 116, which will be described later, is applied to the port 13.
4C is closed by the land 136, and the piston chamber 36 of the forward clutch 4 is closed by the oil passage 142 and the port 13'4.
The piston chamber 38 of the reverse clutch 24 is drained through the oil passage 144, the ports 240b and 240c of the reverse inhibitor valve 122, the oil passage 138 and the port 134b. Spool 13
6 is in the R position, the boat 134b and the boat 134c
communicates between lands 136a and 136b,
(When the reverse inhibitor valve 122 is in the upper half state in the figure) the start pressure of the oil passage 140 is supplied to the piston chamber 38 of the reverse clutch 24, and on the other hand, the piston chamber 36 of the forward clutch 4 is supplied via the boat 134d. Drained. When the spool 136 comes to the N position, the boat 13
'4c is sandwiched between lands 13'6a and 136b and cannot be communicated with other boats, while ports 134b and 134d are both drained, so the reverse clutch? 4 piston chamber 38
and the piston chamber 36 of the forward clutch 4 are both drained. When the spool 136 is in the D or L position,
Boat 134c and boat 134d communicate between lands 136a and 136b, and line pressure is supplied to cylinder chamber 36 of forward clutch 4, while piston chamber 38 of reverse clutch 24 is drained through port 134b. . As a result, the spool 136 eventually becomes P
Or, when it is in the N position, the forward clutch 4 and the reverse clutch 24 are both released and power transmission is interrupted, so that the rotational force of the input shaft 2 is not transmitted to the drive shaft 8, and the spool 136 is in the R position. The reverse clutch 24 is engaged (
When the reverse inhibitor valve 122 is in the upper half state in the figure), the output shafts 76 and 78 are driven in the backward direction as described above, and when the spool 136 is in the D or L position, the forward clutch 4 is engaged. Output shafts 76 and 78 will be driven in the forward direction. As mentioned above, there is no difference between the D position and the L position in terms of the hydraulic circuit, but both positions are electrically detected and the gears are changed according to different shift patterns as described below. Operation of motor 110 is controlled.

The line pressure regulating valve 102 has six ports 146a, 14
6b, 146C1146d, 146e and 146f, and five lands 148a, 148b, 148c, 148d and 14 corresponding to this valve hole 146.
8e, a sleeve 150 that is freely movable in the axial direction, and two springs 152 and 15 provided in parallel between the spool 148 and the sleeve 150.
It consists of 4 and. The sleeve 150 is attached to the bin 156
The push force is received from one end of a lever 158 which is driven using the lever 158 as a fulcrum. The other end of the lever 158 is engaged with a groove provided on the outer periphery of the movable conical plate 44 of the drive pulley 6. Therefore, when the gear ratio increases, the sleeve 150
moves to the right in the figure, and as the gear ratio decreases, sleeve 1
50 moves to the left in the figure. Outer spring 152 +-1 of the two springs 152 and 154:
Always attach the sleeve 150 and spool 14 to both ends.
8 and is in a compressed state, but the spring 154 on the inner peripheral side is designed to be compressed only after the sleeve 150 moves a predetermined amount or more in the right direction in the figure. The port 146a of the line pressure regulating valve 102 is connected to the port 172a of the speed change control valve 106 via an oil passage 160. port 1
Throttle pressure is supplied to 46b from an oil passage 162 which is a throttle pressure circuit. The six ports 146c and 146c communicate with an oil passage 16.4, which is a lubricating circuit.Line pressure is supplied to six ports 146d and 146e from an oil passage 132, which is a line pressure circuit. Port 146f is a drain port. In addition, Po Z4. ea, 146 bRbil
There are orifices 166 and 168 at the entrance of 46 e respectively.
and 170 are provided. In the end, this line pressure regulating valve 10
The second spool 148 has a spring 152 (
or springs 152 and 154), port 1
46a acts on the difference in area between lands 148a and 148b, and the oil pressure (throttle pressure) in port 146b acts on the difference in area between lands 148b and 148'c. 148d and 1
Although a leftward force due to the oil pressure (line pressure) of port 146e acting on the area difference between 48c and spool 148 adjusts the amount of oil leaking from bow 1146d to port 146c, the spool 148 always The line pressure of the port 146e is controlled so that the forces in the left and right directions are balanced. Therefore, the line pressure increases as the gear ratio increases, and the line pressure increases as the gear ratio increases.
hydraulic pressure (as described later, this hydraulic pressure only works during sudden gear changes,
The higher the oil pressure (the same oil pressure as the line pressure) is, the higher the throttle pressure acting on the port 146b is, the higher the throttle pressure is. Adjusting the line pressure in this way requires increasing the V-belt pressing force of the boolean as the gear ratio increases, and it is also necessary to rapidly supply oil to the pulley silling chamber during sudden gear changes. This is because when the pressure is high (that is, the negative pressure in the engine intake pipe is low), the engine output torque is high, so the oil pressure is increased to increase the V-belt pressing force of the pulley and increase the power transmission torque due to friction.

The speed change control valve 106 has four ports 172a and 172b.
, 172c and 172d; a spool 174 having three lands 174a, 174b and 174c corresponding to the valve holes 172;
It consists of a spring 175 that pushes to the left in the figure. As described above, the bow 172a communicates with the bow 146a of the line pressure regulating valve 102 via the oil passage 160, and the bow 172b communicates with the oil passage 132, which is a line pressure circuit, to which line pressure is supplied. The land 172c is connected to the bow of the maximum gear ratio holding valve 120 via the oil passage 176.
30d, and the bow 172d is in communication with an oil passage 164, which is a lubrication circuit. By the way, port 17
An orifice 177 is provided at the inlet of 2d. The left end of the spool 174 is the lever 1 of the gear shift operation mechanism 112, which will be described later.
It is connected to approximately the center of 78 by a pin 181. The axial length of runt 174b is somewhat smaller than the width of port 172C. Therefore, the line pressure supplied to the bow) 172b passes through the gap between the left side portion of the land 174b and the bow) 172c.
A part of it flows into the port 172d from the gap between the right side of the land 174b and the port 172c.
Therefore, the pressure at the port 172c is determined by the ratio of the areas of the two gaps.

Therefore, as the spool 174 moves rightward, the gap on the line pressure side of the port 172c becomes larger and the gap on the discharge side becomes smaller, so that the pressure in the port 172c gradually increases. The oil pressure of port 172c is
6. It is supplied to the drive pulley cylinder chamber 42 via the maximum gear ratio holding valve 120 (lower half state in the figure) and the oil passage 180. Therefore, the pressure in the drive pulley cylinder chamber 42 of the drive pulley 6 becomes high and the width of the V-shaped pulley groove becomes small.On the other hand, line pressure is always supplied to the driven pulley cylinder chamber 56 of the driven pulley 51 from the oil passage 132. However, since the pressure receiving area of the driven pulley silling chamber 56 is approximately 1/2 of the pressure receiving area of the driving pulley cylinder chamber 42, the V belt pressing force is relatively small compared to the driving pulley 6 side. The width of the groove in the shaped pulley becomes larger. That is, the V-belt contact radius of the drive pulley 6 becomes larger and the V-belt contact radius of the driven pulley 51 becomes smaller, so that the gear ratio becomes smaller. Conversely, when the spool 172 is moved to the left, the gear ratio increases due to the completely opposite effect to the above.

As described above, the lever 178 of the speed change operation mechanism 112 is connected to the spool 174 of the speed change control valve 106 at approximately the center thereof.
is connected to the lever 178 by a pin 181.
One end is connected to the end of the lever 158 on the side that contacts the sleeve 150 by a pin 183 (for convenience of illustration, the pin 183 on the lever 158 and the pin 183 on the shield 178 are connected to each other). are shown separately, but in reality they are the same member), and the other end is the rod 18
2 by a pin 185.

The rod 182 has a rack 182c, and this rack 182c is connected to the pinion gear 110a of the variable speed motor 110.
They are interlocked. In such a speed change operation mechanism 112, when the rod 182 is moved, for example, to the right by rotating the pinion gear 110a of the speed change motor 110 controlled by the speed change control device 300, the lever 1
78 rotates counterclockwise about the pin 183, and moves the spool 174 of the speed change control valve 106 connected to the shifter 178 to the right. As a result, as described above, the movable conical plate 44 of the drive pulley 6 moves to the right, the V-shaped groove interval of the drive pulley 6 becomes narrower, and at the same time, the V-shaped groove of the driven pulley 51 increases. The gap between the pulley grooves becomes larger and the gear ratio becomes smaller. lever 178
Since one end is connected to the lever 158 by a pin 183, the movable conical plate 44 moves to the right.
-158 rotates counterclockwise, lever 178
The lever 178 rotates counterclockwise using the pin 185 at the other end as a fulcrum. Therefore, the spool 174 is pulled back to the left, attempting to bring the driving pulley 6 and the driven pulley 51 into a state where the gear ratio is large. This operation causes the spool 174, drive pulley 6, and driven pulley 51 to
is stabilized at a predetermined speed ratio in accordance with the rotational position of the speed change motor 110. The same is true when the speed change motor 110 is rotated in the opposite direction (note that the rod 182 can move further to the left (overstroke area) in the figure beyond the position corresponding to the maximum speed ratio; , the shift reference switch 298 is activated, and this signal is input to the shift control device 300). Therefore, when the speed change motor 110 is operated according to a predetermined speed change pattern, the speed change ratio changes accordingly, and the speed change of the continuously variable transmission can be controlled by controlling the speed change motor 1i0.

Note that when the speed change motor 110 is rapidly operated to the larger speed ratio side, the spool 174 of the speed change control valve 106 is temporarily moved to the left side in the figure (however, as the speed change progresses and changes, it gradually moves to the center position). return). When the spool 174 moves largely to the left, the boats 172a and 172b communicate between the lands 174a and 174b, and line pressure is supplied to the oil passage 160. The line pressure of the oil passage 160 acts on the boat 146a of the line pressure regulating valve 106, increasing the line pressure as described above. That is, when the gear ratio is rapidly changed to the larger gear ratio side, the line pressure becomes higher. by this,
Oil can be rapidly fed into the driven pulley cylinder chamber 56 to quickly change gears.

The variable speed motor (the term "step motor" will be used in the following description) 110 is connected to the variable speed control device 30.
The rotational position is determined in response to the pulse number signal sent from 0. The pulse number signal from shift control device 300 is given according to a predetermined shift pattern.

The front latch complete engagement control valve 108 has its valve body integrally formed with the rod 182 of the speed change operation mechanism 112. That is, the clutch complete engagement control valve 108 is connected to the boat 186a.
and 186b, and lands 182a and 182b formed on the rod 182.

The boat 186a is connected to the aforementioned pitot tube 4 by an oil passage 188.
It communicates with 8. That is, a signal hydraulic pressure corresponding to the rotational speed of the drive pulley 6 is supplied to the bow 186a. The port 186b communicates with the boat 204e of the starting valve 116 via an oil passage 190. 186a and 186b are lands 182a and 18
2b, but only when the rod 182 moves beyond the position corresponding to the maximum gear ratio (the position where the gear shift reference switch 298 is turned on) and moves into the overstroke region, the boat 186a is closed. 186b is to be drained. Namely.

The clutch complete engagement control valve 108 normally operates on the drive pulley 6.
The rotational speed signal oil pressure of the starting valve 116)
204e, and has a function of stopping the supply of the signal hydraulic pressure when the port/throat 182 force≦maximum gear ratio position is exceeded and the signal oil pressure is moved to the O/D stroke range.

Throttle pressure 114 is applied to ports L92a, 192b, 1
a valve hole 192 having 92C1192d and 192e;
Three lands 194a, 194b corresponding to the valve hole 192
and 194c, and spool 19
Spring 196 that pushes 4 to the right side in the figure, and spool 19
4 and a negative pressure diaphragm 198 which exerts a pushing force on the The negative pressure diaphragm 198 applies a force inversely proportional to the negative pressure on the spool 194 when the engine intake pipe negative pressure is lower than a predetermined value (for example, 300 mm Hg) (close to large % EE). If the tube negative pressure is higher than a predetermined value, no force is applied. 192a is an oil passage 164 which is a lubrication circuit.
The bows h192b and 192d communicate with the oil passage 162, which is the throttle pressure circuit, and
192c communicates with oil passage 132 which is a line pressure circuit, and port 192e is a drain port. An orifice 202 is provided at the entrance of the boat 192d.

The spool 194 receives the force of the spring 196 and the force of the negative pressure diaphragm 198, which are directed to the right in the figure, and the bow that acts on the area difference between the lands 194b and 194c.
A force due to hydraulic pressure 192d, which is directed to the left in the figure, acts, but the throttle valve 114 uses the line pressure of the port 192C as a pressure source and uses the boat 192a as a discharge port to adjust the pressure in a well-known manner so that the forces in both directions are balanced. perform an action. A throttle pressure corresponding to the force generated by the spring 196 and the negative pressure diaphragm 198 (forced by the bow) is generated in the springs 196 and 192b and 192d. Since the pressure is regulated accordingly, it corresponds to the engine output torque.
Ru. That is, if the engine output torque is large, the throttle pressure also becomes a correspondingly high oil pressure.

The starting valve 116 is connected to the boats 204a and 204b.
, 204C1204d and 204e
and lands 206a, 206b, 206C and 206d
The spool 206 is made up of a spool 206 (note that the left side portion of the land 206a in the figure is tapered in diameter) and a spring 208 that pushes the spool 206 to the right in the figure. The boat 204a has an oil passage 1 connected to an oil passage 162, which is a throttle pressure circuit, through an orifice 210.
It communicates with 40. 204b is drained via an oil passage 200 (this oil passage communicates between the oil pump 10 and the strainer 131), which is a drain circuit. Port 204c is connected to start adjustment valve 118 via oil passage 212. 204d is in communication with the aforementioned pitot tube 20 through an oil passage 214.

That is, a signal oil pressure corresponding to the rotational speed of the input shaft 2 (ie, an engine rotational speed signal oil pressure) is supplied to the bow) 204d. The port 204e communicates with the bow 186b of the clutch full engagement control valve 108 through the oil passage 190, as described above. boat) 204c, boat 2
04d, the inlet of port 204e is provided with orifices 216, 218 and 220, respectively. The starting valve 116 has a function of discharging oil from the boat 204a to boats 1-204b depending on the position of the spool 206, thereby setting the oil pressure (starting pressure) in the oil passage 140 to a pressure lower than the throttle pressure. have

In other words, when the spool 206 is located on the left side in the figure, the clearance from the boat 204a to the boat 204b is small, so the oil pressure in the boat 204a is high, and conversely, when the spool 206 moves to the right in the figure, the oil pressure in the boat 204a is high. The clearance from boat 204a to boat 1-204b increases, the amount of oil leaking increases, and the oil pressure of boat 204a decreases. Note that the oil passage 162, which is the throttle pressure circuit, and the oil passage 140, which is the start pressure circuit, are connected through the orifice 210, so even if the oil pressure in the oil passage 140 becomes low, the oil passage 162
throttle pressure is virtually unaffected. Spool 2
The position of 06 is due to the force of the spring 208 and the land 206.
A rightward force due to the hydraulic pressure (start adjustment pressure) that acts on the area difference between lands 206C and 206c, a force due to the hydraulic pressure (engine rotation speed signal hydraulic pressure) of BO 204d that acts on the area difference between lands 206C and 206a, and Land 20
It is determined by the balance with the leftward force of the oil pressure (drive pulley rotation speed signal oil pressure) of the bow) 204e acting on the motor 6d. That is, the higher the start adjustment pressure in the oil passage 212 obtained by the start adjustment valve 118 (described later), the lower the start pressure in the oil passage 140, and the higher the engine rotation speed signal oil pressure and the drive pulley rotation speed signal oil pressure, the higher the start pressure. Become. At the time of starting, the port 182 of the clutch complete engagement control valve 108 is moved to the far left, and the oil passage 190 is drained, so the drive pulley rotation speed oil pressure signal is sent to the port 204e of the starting valve 116. is not working. Therefore, the start pressure is controlled by the start adjustment pressure and the engine speed signal oil pressure, and gradually increases as the engine speed increases. This start pressure is supplied to the forward clutch 4 (or the reverse clutch 24), which is gradually engaged to enable a smooth start.

When the start progresses to a certain extent, the clutch full engagement control valve 108 is switched by the action of the step motor 110, and the drive pulley rotation speed signal oil pressure is supplied to the bow 204e via the oil path 190, and the start pressure increases rapidly. As a result, the forward clutch 4 (or the reverse clutch 24
) are securely fastened and there is no slippage. In addition, since the starting valve 116 regulates the throttle pressure according to the engine output torque supplied to the bow 204a and supplies it to the forward clutch 4 and the reverse clutch 24,
Unnecessarily high oil pressure does not act on the forward clutch 4 and the reverse clutch 24. This is suitable for the durability performance of the forward clutch 4 and the reverse clutch 24.

The start adjustment valve 118 controls the oil flow in the oil passage 212.
22 (This port 222 is connected to the oil passage 20 which is a drain circuit.
The force motor 224 is configured by a force motor 224 that can adjust the amount of discharge to (in communication with 0) by means of a plunger 224a. Low-pressure oil is supplied to the oil passage 212 from an oil passage 164, which is a lubricating oil passage, through an orifice 226. Since the force smoke 224 discharges oil from the oil passage 212 in inverse proportion to the amount of energization, the oil pressure (start adjustment pressure) of the oil passage 212 is controlled by the amount of energization.

The amount of current applied to the force motor 224 is controlled by the speed change control device 300. When the vehicle is in an idling state where the vehicle is stopped, the start pressure (hydraulic pressure regulated by the starting valve 116) is applied to the forward clutch 4 by the start adjustment pressure obtained by the start adjustment valve 118.
Alternatively, the reverse clutch 24 is controlled to be in a state immediately before starting engagement. Since this start pressure is always supplied to the forward clutch 4 or reverse clutch 24 before starting, the forward clutch 4 or reverse clutch 24 starts to engage immediately as the engine speed increases, and the engine speed increases. There is no possibility of engine racing, and even if the engine's idling speed is higher than normal, there will be no false start.

The maximum gear ratio holding valve 120 is 230a, 230b.
, 230C, a valve hole 230 having 1230d, 230e and 230f, and lands 232a, 232b and 232C.
It consists of a spool 232 having a spool 232, and a strip 1 nong 234 that pushes the spool 232 to the left in the figure with the same number. The drive pulley rotation speed signal hydraulic pressure is led from the oil passage 188, and the port 230c is connected to the oil passage 18.
01, thus communicating with the drive pulley cylinder chamber 42 and the bow of the inhibitor valve 122) 240d (J
, and the port 230d is connected to the speed change fl through the oil passage 176.
It communicates with port 172C of II control valve 106). Port 230b is drained via oil passage 200, and port 230f is a drain port. port 23
0a and 230e (this is provided with first nozzles 236 and 238). Lands 232a and 232b have the same diameter, and land 232C has a smaller diameter than these. This maximum gear ratio holding valve 120 is a speed change control valve 1
This valve realizes the maximum gear ratio at the time of starting regardless of the state of 06. As a result, even if the speed change control valve 106 is fixed at the small speed ratio side due to a failure of the step motor 110 or the like, it is possible to start the vehicle in the maximum speed ratio state. When the vehicle is stopped, the drive pulley rotation speed signal oil pressure is O, so there is no force pushing the spool 232 in the right direction in the figure, and the spool 232 is pressed against the spring 2.
34 and is in the state shown in the upper half of the figure. Therefore, the drive pulley cylinder chamber 42 is drained via the oil passage 180, the boat 230C, the port 1-230b, and the oil passage 200, and the continuously variable transmission is always in the maximum gear ratio state. In this state, the land 232a of the spool 232
The force directed to the right in the figure due to the hydraulic pressure of port h23'oa (drive pulley rotation speed signal hydraulic pressure) acting on the area of land 23
Boat 23'O acting on the area difference between 2b and 232C
This is maintained until the leftward force of the force due to the oil pressure (engine rotational speed signal oil pressure) of e and the force due to the spring 234 is overcome. In other words, the forward clutch 4 starts to be engaged and the drive pulley 6 rotates at a certain speed (in other words, the slippage of the forward clutch 4 becomes smaller).
Until then, the maximum gear ratio remains. When the drive pulley 6 begins to rotate at a speed higher than a predetermined speed, the maximum gear ratio holding valve 12
0 is switched to the lower half position in the figure, and boats 230C and 2
30d, the hydraulic pressure from the speed change control valve 106 is supplied to the drive pulley cylinder chamber 42, and the continuously variable transmission becomes able to change speeds. Once the spool 232 of the maximum gear ratio holding valve 120 is in the state shown in the lower half of the figure,
Since the hydraulic pressure that was acting on the area difference between the lands 232b and 232C is drained from the port 230f, the spool 232 returns to the position shown in the upper half until the driving boolean rotational speed (I oil pressure becomes very low). In other words, the spool 232 returns to the position shown in the upper half just before the vehicle speed becomes very low and the vehicle stops, and the maximum gear ratio is reached.
Since the drive pulley rotation speed signal oil pressure is O when the drive pulley 6 is rotating in the reverse direction (that is, when the reverse clutch 24 is operating), the drive pulley rotation speed signal oil pressure is always in the maximum gear ratio state even when reversing. Become.

/ Hose inhibitor valve 122 is connected to boat 240a,
It consists of seven components: a valve hole 240 having holes 240b, 240C, and 240d, a spool 242 having lands 242a and 242b of equal diameter, and a spring 244 that pushes the spool 242 to the right in the figure. The port 1-240a is a drain boat, the boat 240b communicates with the piston chamber 38 of the reverse clutch 24 via an oil passage 144, and the port 240c communicates with the manual valve 1 via an oil passage 138.
It is connected to boat 134b of 04, and boat 240d
is an oil passage 18 that supplies hydraulic pressure to the drive pulley cylinder chamber 42;
Connected to 0. This reverse inhibitor valve 12
Reference numeral 2 denotes a valve that prevents the reverse clutch 24 from operating when the manual valve 104 is mistakenly selected to the R position while the vehicle is traveling forward. If the vehicle is stopped,
Due to the action of the maximum gear ratio state valve 120 described above, the oil passage 180
(That is, the hydraulic pressure in the drive pulley cylinder chamber 42) is drained. Therefore, the reverse inhibitor valve 12
Since no force acts on the spool 242 in the left direction in the figure, the spool 242 is pushed by the tin 1 length 244 and moves to the positions 240b and 240C shown in the upper half of the figure.
and communicate with each other. In this state, move the manual valve 104 to the R position (if you select this, the manual valve 104 will be in the position).
The hydraulic pressure 134b is supplied to the piston chamber 38 of the reverse clutch 24 via the oil passage 138, the port 1-240c, the boat 240b, and the oil passage 144. As a result, the reverse clutch 24 is activated, and the vehicle enters the reverse state.

However, while the vehicle is moving forward, the maximum gear ratio holding valve 120
is the position number shown in the lower half of the diagram until just before stopping, oil path 1.
Hydraulic pressure is supplied to 80 from an oil passage 176. Since this oil pressure acts on the port 240d of the reverse inhibitor valve 122, the reverse inhibitor valve 122 is in the state shown in the lower half of the figure, communication between the oil passages 138 and 144 is blocked, and the reverse clutch The hydraulic pressure in the piston chamber 38 of 24 is drained from the boat 240a. Therefore, in this state, even if the manual valve 104 is selected to the R position, no hydraulic pressure is supplied to the piston chamber 38 of the reverse clutch 24. This can prevent the power transmission mechanism from being damaged due to the backward movement during forward travel.

The lubrication valve 124 has ports 250a, 250b, 250
A valve hole 250 having diameters c and 250d and a land 2 of equal diameter
It consists of a spool 252 having 52a and 252b, and a spring 254 that pushes the spool 252 to the left in the figure. The port 250a is connected to an oil passage 164 that communicates with the downstream side of the cooler 260, and the port 250b is connected to an oil passage 162 that is a throttle pressure circuit.
Port 250c is connected to an oil passage 258 that communicates with the upstream side of cooler 260, and port 250d is connected to oil passage 20-0, which is a drain circuit. This lubricating valve 124 uses the throttle pressure of the port 250b as a hydraulic pressure source, and uses a well-known pressure regulating function to maintain the hydraulic pressure of the port 250a at a constant hydraulic pressure corresponding to the spring 254, and controls the oil passage 1.
64. The oil in the oil passage 164 flows through the rotary grooves 16 and 4.
After being used for supply and lubrication to tank 6, it is transferred to tank 130.

In the hydraulic circuit shown in FIG.
d is connected to the oil passage 164, and the oil discharged from these ports is used as supply pressure to the start pressure regulating valve 118, and the oil in the oil passage 164 is supplied to the lubrication valve 124, and excess oil is The oil is discharged through the oil path 200 to the suction port of the oil pump 10 downstream of the strainer 131. Oil road 1
The oil 64 is also used for lubricating various parts and supplying oil to the pitot tubes 20 and 48, but this is kept to the minimum amount required by the orifice 165. Therefore, most of the oil is returned to the suction port of the oil pump 10 via the oil passage 200 (maximum gear ratio holding valve 120 baud) 230b, starting valve 116 baud) 204b, and the discharge port of the start pressure regulating valve 118. (also connected to the oil passage 200), the amount of oil passing through the strainer 131 is small. Therefore, even if a large amount of abrasion powder from each rotating part is generated in the tank 130, the filter of the strainer 131 will not become clogged in the ninth stage. Furthermore, since the flow rate passing through the strainer 131 is small, suction loss is reduced, and the mesh of the filter can also be made smaller.

Next, the step motor 110 and the force smoke 224
The transmission control device 300 that controls the operation of the transmission control device 300 will be explained.

As shown in FIG. 3, the shift control device 300 includes an engine rotation speed sensor 301, a vehicle speed sensor 302, and a throttle opening sensor (or intake pipe negative pressure sensor) 303.
．． Electric signals are input from the shift position switch 304, the shift reference switch 298, the engine coolant temperature sensor 306, the brake sensor 307, and the torque sensor 321 (torque detection device). An engine rotation speed sensor 301 detects the engine rotation speed from an ignition pulse of the engine, and a vehicle speed sensor 302
detects vehicle speed from the rotation of the output shaft of the continuously variable transmission. Throttle opening sensor (or intake pipe negative pressure sensor) 303
detects the engine throttle opening as a voltage signal (in the case of an intake pipe negative pressure sensor, the intake pipe negative pressure is detected as a voltage signal). The shift position switch 304 is
It is detected which position of the above-mentioned manual valve 104 is located among P, RIN, D, and L. The shift reference switch 298 is a switch that is turned on when the rod 182 of the above-mentioned shift operation mechanism 112 reaches the position where the gear ratio is the largest. movement, i.e. overstroke is possible). Engine coolant temperature sensor 30
6 generates a signal when the temperature of engine cooling water is below a certain value. Brake sensor 307 detects whether the vehicle's brakes are being used. Torque sensor 321 detects torque acting on output shaft 76 (that is, vehicle drive torque) as an electrical signal. Signals from the engine speed sensor 301 and vehicle speed sensor 302 are sent to the input interface 311 through waveform shapers 308 and 309, respectively, and the voltage signal from the throttle opening sensor (or intake pipe negative pressure sensor) 303 is sent to the AD converter. 310 converts it into a digital signal and sends it to an input interface 311. The speed change control device 300 includes an input interface 311, a CPU (
central processing unit) 313, reference pulse generator 312, RO
M (read only memory) 314, RAM, (random access memory) 315, and output interface 3
16, which are connected by an address bus 319 and a data bus 320. The reference pulse generator 31.2 generates a reference pulse that operates the CPU 313. The step motor 11 is stored in the ROM314.
It stores programs for controlling 0 and force smoke 224, and data necessary for control. RAM3
15 temporarily stores information about each sensor and switch, parameters necessary for control, etc. Output signals from speed change control device 300 are output to step motor 110 and force motor 224 via amplifier 317 and current controller 318, respectively.

Next, details of the specific control of the step motor 110 and the force motor 224 performed by the speed change control device 300 will be explained.

Control can be broadly divided into force smoke control routines 50.
0, a complete engagement control routine 600, and a step motor control routine 700.

First, control of the force smoke 224 will be explained.

A force smoke control routine 500 is shown in FIG. The force motor control routine 500 adjusts the start pressure via the start adjustment valve 118 and the starting valve 116 when the engine is idling, and controls the forward clutch 4.
(or the reverse clutch 24) to a predetermined half-engaged state. This force motor control routine 500
is performed at regular intervals (that is, the following routine is repeatedly executed within a short period of time). First, the throttle opening TH is read from the throttle opening sensor 303 (step 501), the vehicle speed V is read from the vehicle speed sensor 302 (step 503), and the shift position is read from the shift position switch 304 (step 501). 1100) and determines whether the shift position is N or P (1102 and 1
104), N or P, proceed to step 1106 and set the force smoke radio signal I to 11 (this 11 is a predetermined value that sets the start pressure to the state before clutch engagement)
and drive the force motor (527). In this case, the start pressure Ps is a relatively low value.

If the shift position is other than N or P, it is determined in step 505 whether the vehicle speed V is less than a predetermined small value Vo, and if it is less than the predetermined value Vo, the throttle opening TH is changed to a predetermined value in step 507. small value T
It is determined whether it is less than or equal to Ho. If it is less than a predetermined value THo (that is, the vehicle is stopped and the engine is in an idling state), the process proceeds to step 509 and the torque Tr is read from the torque sensor 321. Note that steps 505 and 507
If it is determined that V>VO or TH>THo, the process proceeds to step 527 and the force motor current signal is the same as the previous routine, that is, V>V o or TH>THo.
The current signal just before is output. After reading the torque Tr in step 509, the process proceeds to step 511, where it is determined whether the torque Tr is larger than the target torque upper limit value Tru. If Tr>Tru, a small value ΔI is added to the force motor current signal I of the previous routine to obtain a new current signal value (step 513).

Next, it is determined whether the current signal I is less than or equal to the maximum allowable current signal Io (step 515). If I≦0, the process directly proceeds to step 527; if I>Io, I=I o as (step 517) step 52
Proceed to step 7 and output the force motor current signal I. If Tr≦Tru in step 511, it is determined whether the start pressure is smaller than the target torque lower limit value TrL (step 519). In the case of Tr≧Tr (when combined with the judgment in step 511, Trl−≦Tr≦Tru
becomes. That is, the torque Tr is between the upper and lower limits of the target torque. ), the process advances to step 527 and the current signal work of the previous routine is performed as is. In step 519, if Tr<Trc, subtract the minute value △ from the force motor current signal and use this as a new current signal (
Step 521). Next, in order to prevent the current signal from becoming negative, it is necessary to judge whether ■≧0 or not. If I≧0, the process directly proceeds to step 527, and I<'O In this case, I=O is set in step 525, and the process proceeds to step 527, where the current signal signal is output. As a result, if the torque Tr is larger than the target torque upper limit value, the force smoke current signal I is increased and the start pressure Ps is decreased through the series of steps described in "2", thereby increasing the clutch slip and transmitting the torque. When the torque is decreased and the torque Tr is smaller than the target torque lower limit value, the force motor current signal is decreased to increase the starting pressure, thereby reducing clutch slippage and increasing the transmitted torque. done,
The torque Tr is always maintained between the upper and lower limit values of the target torque. The target torque is a value that allows the vehicle to run at a very slow speed (so-called creep running state). Therefore, when the engine rotation speed increases from this state, the starting pressure PS becomes the oil pressure obtained by adding the oil pressure corresponding to the engine rotation speed to the oil pressure at idling due to the action of the starting valve 116, and the forward clutch 4 (or reverse clutch 24) is engaged and the vehicle is started. As a result, regardless of fluctuations in engine idle speed,
It is possible to obtain a stable starting operation without racing, erroneous starting, etc. This is because the engine's idle speed will not match the normal setting value when the engine is in use, when the cooler is in use, or when the engine is malfunctioning, but the clutch always keeps the torque Tr constant regardless of the idle speed. This is because they are in a loosely fastened state. Note that step 1100
~1106, when the shift position is in the N or P range, if the force smoke current signal is set to a particularly large value of 1, the oil pressure rise time will be shortened even before the clutch reaches the slow forward pressure. Therefore, it is possible to prevent a shock when shifting from the N or P range to the D range.

Next, the complete engagement control routine 600 will be explained.

A complete engagement control routine 600 is shown in FIG. The full engagement control routine 600 is executed following step 527 of the force smoke control routine 500 described above. That is, the process advances from step 527 to step 601, in which the data of the shift reference switch 298 of the current routine is read, the data of the shift reference switch 298 of the previous routine is read in step 602, and then in step 603, the data of the shift reference switch 298 of the previous routine is read. It is determined whether the shift reference switch 298 is on. In the previous routine, the shift reference switch 298
is off, the shift reference switch 2 of this routine
98 is on (step 604), and if it is on, the complete fastening pulse number data M is set to a constant value M.

(step 605), and the process proceeds to step 607. Furthermore, if the shift reference switch 298 of the previous routine was on in step 03, it is determined whether the shift reference switch 298 of the current routine is on (step 606); The process advances to step 607, and in step 607, the fully engaged vehicle speed VDH is searched.

Note that the number of pulses MO is the rod 1 of the speed change operation mechanism 112.
82 corresponds to the position of the step motor 110 immediately before moving to the left in FIG. 2 and entering the O/H stroke region, that is, when the vehicle speed reference switch 298 is turned on. In this position, the drive pulley rotational speed signal oil pressure is guided from the clutch complete engagement control valve 108 to the starting valve 116.

Details of the fully engaged vehicle speed search routine 607 are shown in FIG. As shown in FIG. 7, the fully engaged vehicle speed VOW is stored in the ROM 314 in correspondence with each throttle opening. In the fully engaged vehicle speed search routine 607, first, the comparison reference throttle opening TH* is set to O (that is, the idle state) (691), and the corresponding R
Set address i of OM314 to approximately 11 (69
2). Next, the actual throttle opening TH and the comparison reference throttle opening TH* are compared (693).

Actual throttle opening TH is comparison standard throttle opening TH7
If it is smaller than or equal to, the address of the ROM3'14 storing the fully engaged on vehicle speed data VON corresponding to the actual throttle opening TH is given as an approximate number il, and the fully engaged on vehicle speed at the address of the approximate number iI is given. data V
The value of ONI is read (696). Conversely, if the actual throttle opening TH is larger than the comparison reference throttle opening TH, the predetermined increment ΔTH* is added to the comparison reference throttle TH* (694), and the approximate number i is also increased by the predetermined increment Δi. (695). Thereafter, the process returns to step 693 and the actual throttle opening TH is compared with the comparison reference throttle opening TH.

By repeating this series of processes (693, 694 and 695) several times, the RO is stored with fully engaged vehicle speed data VOH corresponding to the actual throttle opening TH.
An approximate number i' of the address of M314 is obtained. In this way, the fully engaged vehicle speed data V ON corresponding to address i is read out, and the process returns.

Next, compare the fully engaged vehicle speed V ON read out as described above with the actual vehicle speed V (609) and the actual vehicle speed V
is larger than the fully engaged on-vehicle speed data VON, the fully engaged flag Ft-1 is set in step 611.
, and then in step 613 it is determined whether the complete engagement pulse number data M is MO,
In the case of M touch M o, the process advances to step 615. In step 615, it is determined whether the timer value T is negative or O, and if the timer value T is positive, the timer value T
A predetermined subtraction value ΔT is subtracted from the routine and this value is set as a new timer value (617), the same step motor drive signal as in the previous routine is output (647), and the routine returns. This step 617 is repeatedly executed until the timer value T becomes 0 or negative. When the timer value T becomes 0 or negative, that is, when a certain period of time has elapsed, the drive signal of the step motor 110 is moved one step in the upshift direction (619), and the timer value T is set to a predetermined positive value. 621), set the number of pulses M to be the current number of pulses M of the step motor plus 1 (623), and set the step motor drive signal that has been moved one step in the upshift direction. Output (647) and return. This causes the step motor 110 to rotate by one unit in the upshift direction. By repeating the above routine, the value of M increases, and when M=Mo is reached, the process proceeds from step 613 to step 651. Note that even if the shift reference switch 298 of the current routine is off in steps 60.4 and 606, the process proceeds to step 651.

In step 609, if v<vON, a routine (625) is performed to search for vehicle speed data (completely engaged off vehicle speed) VOFF at which complete engagement should be released. This search routine 625 is basically the same as the search routine 607 that searches for the fully engaged on-vehicle speed data VON (the only difference being the input data as described below), so a description thereof will be omitted.

In addition, fully engaged vehicle speed data V. N and the fully engaged off-vehicle speed data V [lFF have a relationship as shown in FIG. 8. That is, hysteresis is given as V [IN > V opr. This prevents hunting from occurring. In addition, the vehicle speed data V ON and V OFF are determined by the throttle opening T as shown in FIG.
It is preferable to determine the value to increase in accordance with H.

Next, the complete engagement off vehicle speed data V OFF retrieved in step 625 as described above is compared with the actual vehicle speed V (step 627), and if the actual vehicle speed V is small,
Set the complete engagement flag F to O (629) Step 631
If the actual vehicle speed V is high, it is determined whether the complete engagement flag F is O (633), and if F=O, the process proceeds to step 631, and if F=1, the process proceeds to the aforementioned step 613. Proceed to. In step 631, it is determined whether the complete fastening pulse number data M is O, and if M≠0,
Determine whether the timer value T is O or negative.
35), If the timer value T is positive, a predetermined subtraction value ΔT is subtracted to make the timer value T (637), and the same step motor drive signal as in the previous routine is output (647);
Return. By repeating this, the subtraction value ΔT is repeatedly subtracted from the timer value T, so that after a certain period of time, the timer value T becomes O or negative. timer (i
& When T becomes O or negative, move the step motor drive signal one step in the downshift direction (641)
. Also, the timer value T should be set to a predetermined positive value T1.
43), the number of pulses M is the current number of step motor pulses M
645), outputs the step motor drive signal shifted by one step in the downshift direction (647), and returns. As a result, step motor 110 is rotated by one unit in the downshift direction. By repeating the above routine, M
The value of becomes gradually smaller, and when it reaches M=O, step 6
Proceed from step 31 to step 651. Note that the number of pulses M = 0.
corresponds to the position of the step motor 110 at the end of the overstroke region where the opening/end 182 of the speed change operation mechanism 112 moves farthest to the left in FIG.

In step 651, it is determined whether the complete engagement flag F is 1, and if F=1, the number of pulses M for complete engagement is M.
It is determined whether it is O (653). If M#MO, return, M = M.

If so, the process advances to step 705 of the step motor control routine 700, which will be described later. That is, the step motor control routine 700 is executed only when the clutch is fully engaged and M = Mo.

The operation of the complete engagement control routine 600 will be summarized and explained by case as follows.

First, if the shift reference switch 298 was off in the previous routine and turned on in the current routine (step 603
→604→605→607→609). The number of pulses M is M
Set to O. Next, if V≧VOH, the step motor 110 does not move. In other words, it remains fully engaged (steps 611→613→651), V<VO
If N, compare ■ with VflFF, and if v≦voFF, rotate the step motor 110 toward the overstroke region until M=0 to release the complete engagement (steps 625→627→629→631→ 635 → (637
)→641→643→645→647). ■〉voF
If so (that is, vOFF<V<vOH, which is in the hysteresis range), and if it was fully engaged in the previous routine, the step motor 110 will be rotated until M = Mo, and the fully engaged state will remain on (step 627). →6
33 → 613 and below), and if it was not fully engaged in the previous routine, the step motor 110 is rotated until M=O (completely engaged remains off) (step 6
27 → 633 → 631 and below). Furthermore, as mentioned above,
The shift reference switch 298 is designed to be turned on just before the rod 182 of the shift operation mechanism 112 enters the Ol<stroke region, so if the accelerator pedal is suddenly depressed while the vehicle is driving, a so-called kickdown is performed. At this time, the speed change reference switch 298 moves to the maximum position and the speed change reference switch 298 is turned on, but it is clear that V >
Since V is ON, complete engagement is maintained.

Next, if the shift reference switch 298 was off in the previous routine and is also off in the current routine (steps 603→6
04). Step forward 6511 steps.

If the shift reference switch 298 was on in the previous routine and is also on in the current routine (step 603 → 606
→607). ■If ≧V OH, rotate the step motor 110 until M=MO is reached, step 609 → 61
1 → 613 → 615 (or 617) → 619 → 621 →
623→647), fully engage the clutch and step 65
Go to 1. If V is less than VON, compare V with V OFF, and if V≦VOFF, rotate the step motor 110 until M=O (complete engagement is off) (steps 627→629→631→635( or 637) → 6
41 → 643 → 645 → 647). ■〉V OFF A
= Raba (i.e., V OFF < V < V ON
If the connection was completely turned on in the previous routine, M =
M.

Step 6: Rotate the step motor 110 until the
27→633→613 and below), and if the engagement was completely off in the previous routine, the step motor 110 is rotated until M=O (step 62F→633→631 and below). That is, the fully fastened on or off state as in the previous routine is maintained.

If the shift reference switch 298 was on in the previous routine and off in the current routine (steps 603→606). Proceed to step 651.

Step motor control routine 700 from step 651
To proceed to M = M, complete engagement is turned on as mentioned above.
This is the case of o.

Next, the control routine 760 for the step motor 110 will be explained. A step motor control routine 700 is shown in FIG. This ``steer rough 0 motor control routine 700'' is the Stella f653 of the complete engagement control routine 600.
If M=M'O, then the side is executed (i.e., the
Executed when the chain is fully tightened (17)). First, the shift position is selected and set from the shift position switch 304 (705). Next, shift position force'; D (same 70 to judge whether it is in the upright position)
7), D (if it is in the 1st position, execute the search routine (720) for D range shifting and <turn).

The D range shift pattern search routine 720 is executed as shown in Figure 10. In addition, the step motor pulse number data ND for the D range shift pattern is the 11th
As shown in the figure, 3144 ROMs are stored. In other words, the lateral force direction of ROM31.4 is arranged for the vehicle speed, and the longitudinal direction is arranged for the throttle opening force. In the D-less shift pattern search routine 720, first, the comparison reference throttle opening TH' is set to 0 (that is, the idle state). 721), and the address j1 of the ROM 314 storing pulse number data when the inter-throttle layer is 0 is set to an approximate number j (722). Next, the actual throttle opening TH and the comparison reference throttle opening TH' are compared (
723), if the actual throttle opening TH is larger, a predetermined increment △TH is added to the comparison reference throttle opening TH'.
' is added (724), and a predetermined increment Δj is added to the approximate number j (725). After this, compare the actual throttle opening TH and the comparative reference throttle opening TH' again.
23) If the actual throttle opening TH is larger, steps 724 and 725 described above are performed, and then step 723 is performed again. By performing this series of processing (steps 723, 724 and 725), when the actual throttle opening TH becomes smaller than the comparison reference throttle opening TH', the approximate number j corresponding to the actual throttle opening TH is determined. can get. Next, the vehicle speed V (Kotsu l/)
However, the same process as above (step 726.727.7
28.729 and 730). Because of this,
An approximate number k corresponding to the actual vehicle speed V is obtained.

Next, add the approximate numbers j and k obtained in this way and get
1) Obtain the address corresponding to the actual throttle opening TH and vehicle speed V, and read the step motor pulse number data NO from the corresponding address in the ROM 314 shown in Figure 11.
(732).

It shows the target number of pulses to be set at the pulse number NOL± read in this way, the current throttle opening TH, and the vehicle speed ■. After reading this turn number NO, the D range gear shift turn search routine 720 is completed and the process returns.

In step 707 shown in FIG. The search routine is searched (740). The L range shift no turn search routine 740 has basically the same configuration as the D range shift pattern search routine 720, and when the step motor pulse number data NL stored in the ROM 3.14 is in the D range. It is only different from the pulse number data NO (pulse number data NDf!l
:Differences from NL will be discussed later). Therefore, detailed explanation will be omitted.

As described above, after searching for the target step motor pulse number data NO or NL, respectively, depending on the shift position in step 720 or 740, the signal of the shift reference switch 298 is read (step 778), and the shift reference switch is 298 is in an on state or an off state (779). When the speed change reference switch 298 is in the off state, the current number of pulses NA of the step motor stored in the RAM 315 is read out (781). This pulse number NA is determined by the step motor 110
This is the number of pulses generated by the speed change control device 300 as a signal to drive the motor, and if there is no electrical noise etc., the actual rotational position of the step motor 110 is always in a one-to-one relationship with this number of pulses N. Compatible. Step 779
If the speed change reference switch 298 is in the ON state at I/), the current < Lux number NA of the step motor 110 is set to 0 (780). Shift reference switch 1. The switch 298 is set to be turned on when the rod 182 of the speed change operation mechanism 112 is at the maximum speed ratio position. That is, when the speed change reference switch 298 is on, the actual rotational position of the step motor 110 is at the maximum speed ratio position. Therefore, by setting the number of pulses NA to O when the speed change reference switch 298 is on, the number of pulses NA will correspondingly always be O when the step motor 110 is at the maximum speed ratio position. By correcting the pulse number NA to O at the maximum speed ratio of 1 in this way, the actual rotational position and pulse number N of the step motor 110 can be adjusted to prevent electrical noise etc.
If there is a difference in Δ, these can be made to match each other. Therefore, electrical noise accumulates and steps 2. Therefore, the problem that the actual rotational position of the motor 110 and the pulse number NA do not correspond to each other does not occur. Next, in step 783, the searched target number of pulses No or NL is compared with the actual number of pulses NΔ.

When the actual number of pulses NA and the target number of pulses ND or NL are equal, the target number of pulses ND or N.

It is determined whether (=number of pulses NA) is 0 (785). If the target pulse number ND or NL is not O,
That is, if the gear ratio is not in the highest state, the same step motor drive signal as in the previous routine (described later) is output (811), and the routine returns. When the target number of pulses ND or NL is O, the data of the shift reference switch 298 is read (713), and processing is performed depending on whether it is on or off (715). When the shift reference switch 298 is on, the actual pulse number NA
717), and set the step motor timer value T to O (718), which will be described later, to output the step motor drive signal similar to the previous routine corresponding to the pulse number 0. (same as all). If the shift reference switch 298 is off in step 715, the shift reference switch 298 in steps 801 and below, which will be described later, is
executed.

Next, in step 783, if the actual pulse number N is smaller than the target pulse number NO or NL, it is necessary to drive the step motor 110 in the direction of a larger pulse number. First, it is determined whether the timer value T in the previous routine number is negative or O (787),
When the timer value T is positive, a predetermined subtraction value △T is subtracted from the timer value T and this is set as the new timer value T (789), and the same step motor drive signal as in the previous routine is sent. Output (811) and return. This step 789 is repeatedly executed until the timer value T becomes O or negative. When the timer value T reaches 0 or the negative side, that is, when a certain period of time has elapsed, the drive signal of the step motor 110 is moved one step in the upshift direction as described later (791), and the timer value T to a predetermined positive value T
793), the current number of pulses NA of the step motor is added by 1 (795), outputs a step motor drive signal that has been moved by one step in the upshift direction (811) and returns. do. This causes the step motor 110 to rotate by one unit in the upshift direction.

Stella 7" 783 i: If the current step motor pulse number NA is larger than the target pulse number ND or NL, it is determined whether the timer value T is 0 or negative (801), the timer value If T is positive, a predetermined subtraction value ΔT is subtracted to set the timer value T (803), and the same step motor drive signal as in the previous routine is output.
11), Return. By repeating this, the subtraction value ΔT is repeatedly subtracted from the timer value T, so that after a certain period of time, the timer value T becomes 0 or negative.

When the timer value T becomes 0 or negative, the step motor drive signal is moved one step in the downshift direction (80
5). In addition, the timer value T is set to a predetermined positive value T1 (80.7), the current step motor pulse number NA is decreased by 1 (8.9), and the shift is performed one step in the downshift direction. 811 to output the step motor drive signal
), return. As a result, step motor 1
10 is rotated by one unit in the downshift direction.

Here, the drive signal for the step motor will be explained. FIG. 12 shows the drive signal for the step motor. Four output lines 317 wired to the step motor 110
a, 317b, 317c and 317c ((see Figure 3)
There are four signal combinations A-D, A-B+
When a drive signal like C+D+A is applied, the step motor 110 rotates in the upshift direction, and vice versa.
When a drive signal is applied such as B→A+D, the step motor 110 rotates in the downshift direction. Therefore, if the four drive signals are arranged as shown in Fig. 13, driving (upshifting) A+BCD in Fig. 12 is as follows.
This is similar to moving the signal to the left in FIG.

In this case, the bit3 signal is transferred to bito. Conversely, in Fig. 12, driving (downshift) of D+(, +B-A)
13 corresponds to moving the signal to the right in FIG. In this case, the bito signal is bit3
will be moved to.

Output lines 317a, 317b, 317 during upshift
The states of the signals at points c and 317d are shown in FIG.

Here, the time in each state of A, B, C, and D is the timer value T1 specified in step 793 or 807.

As mentioned above, the step motor drive signal is such that the actual number of pulses (i.e., the actual gear ratio) is equal to the target number of pulses (i.e.,
If the gear ratio is smaller than the target gear ratio), it is moved to the left (791), thereby functioning as a signal to rotate the step motor 110 in the upshift direction. Conversely, when the actual gear ratio is larger than the low gear ratio, the step motor drive signal is moved to the right (8°5), thereby functioning as a signal to rotate the step motor 11o in the downshift direction. do. Further, when the actual speed ratio matches the target speed ratio, the drive signal in the previous state is outputted without moving in either the left or right direction. In this case, the step motor 110 does not rotate and no gear change is performed, so the gear ratio is held constant.

If it is not in the L range in step 709 (FIG. 9), that is, in the R, P or N range,
Step 713 and subsequent steps are executed. That is, the operating state of the speed change reference switch 298 is read (same as 7).
13), to determine whether the shift reference switch 298 is on or off (715), the shift reference switch 298
When is on, the actual pulse number NA indicating the actual number of pulses of the step motor is set to O (717) and the step motor timer value T is set to 0 (718). Next, the step motor drive signal in the same state as in the previous routine is outputted (811), and the routine returns. If the shift reference switch 298 is in the OFF state in step 715, the steps from step 801 described above are executed. That is, step motor 110 is rotated in the downshift direction. Therefore, in the R, P and N ranges, the gear ratio is the largest.

The hydraulic automatic clutch control device according to the present invention, whose components have been individually explained above, will now be collectively explained. The hydraulic automatic clutch control device of this embodiment is a clutch supply hydraulic pressure #J control device (pitot pipe 2
0, start adjustment valve 118, and starting valve 11
6), a torque sensor 321' (a torque detection device), and a shift control device 300 (an electronic control device). The forward clutch 4 (or the reverse clutch 24), which is a hydraulic automatic clutch, is supplied with a starting pressure (clutch supply oil pressure at the time of starting) regulated by a starting valve 116. Starting valve 116
The start pressure obtained by this increases as the engine rotational speed signal oil pressure obtained by the pitot tube 20 increases, and decreases as the start adjustment pressure obtained by the start adjustment valve 118 increases. Start adjustment valve 118
is controlled by the transmission control device 300, and when the engine is idling while the vehicle is stopped, the start adjustment pressure is controlled so that the torque transmitted to the output shaft through the clutch is always constant. That is, for example, if the idling speed increases due to the use of the choke in cold weather, the engine speed signal oil pressure acting on the starting valve 116 will increase, but the starting adjustment pressure acting in the opposite direction will also increase due to the speed change control device. 300 to the start adjustment valve 118, the start pressure supplied to the clutch remains almost unchanged (
Alternatively, the torque decreases slightly by the amount of torque that increases as the engine rotational speed increases), the clutch becomes a half-engaged state, and torque sufficient to drive the vehicle at a very slow speed is transmitted to the output shaft. Note that the control program for the speed change control device 300 has already been explained in detail based on FIG. 4.

After all, even if the idling speed of the engine fluctuates, the vehicle is in a state where it can run at a very low speed at the time of starting, and there is no possibility of engine revving or erroneous starting.

In the above embodiment, the torque transmitted by the clutch at the time of starting is set to a value that allows the vehicle to move forward at a very slow speed, but the torque value is set to less than this value so that the vehicle does not move when it is constantly idling. You can also do it like this. In this case, there is no need to determine the shift position, so step 1100.1102.11 in FIG.
04 and 1106 can also be removed.

As described above, according to the present invention, the starting clutch supply hydraulic pressure control device (
In a control device for a hydraulic automatic clutch that has a pitot tube 20, a start adjustment valve 118, and a starting valve 116), a torque detection device (torque sensor 321) that detects an electric signal corresponding to the vehicle drive torque and a torque sensor 321 that detects an electric signal corresponding to the vehicle drive torque are used. When the engine is idling, the electronic control device (shift control device 30
0), it is possible to maintain the hydraulic automatic flanch in a state where a constant torque is always transmitted before starting, and it is possible to prevent the engine from revving or the vehicle from starting erroneously.

[Brief explanation of the drawing]

FIG. 1 is a sectional view of a V-belt continuously variable transmission, FIG. 2 is a diagram showing the entire hydraulic control device, FIG. 3 is a diagram showing the speed change control device, and FIG. 4 is a diagram showing the force smoke control routine. Fifth
Figure 6 shows the complete engagement control routine, Figure 6 shows the complete engagement on vehicle speed search routine, Figure 7 shows the storage arrangement of the complete engagement on vehicle speed data, and Figure 8 shows the complete engagement control pattern. Fig. 9 shows the step motor control routine, Fig. 10 shows the D range shift pattern search routine, Fig. 11 shows the storage arrangement of pulse number data, and Fig. 12 shows each output line. FIG. 13 is a diagram showing a combination of signals, FIG. 13 is a diagram showing an arrangement of each output line, and FIG. 14 is a diagram showing signals on each output line in the case of upshift. 2... Input shaft, 4... Forward clutch, 6... Drive pulley, 8... Drive shaft, 10... Oil pump,
Race 12 - Drive gear, 14... Driven gear, 16...
Rotating channel, 18...oil pool, 20...pitot tube,
22. Countershaft, 24... Reverse clutch, 26, 28
, 30, 32. 34 Fist・Φ Gear I, 36, 380-・Piston chamber, 40... Fixed conical plate, 42・φ・Drive pulley cylinder chamber, 44・φ・Movable conical plate, 46φ・φ
Rotating pipe, 47/so oil sump, 48φ/Q pitot tube,
50... V-belt, 51-... Driven pulley, 52...
- Driven shaft, 54... fixed conical plate, 56 - driven pulley cylinder chamber, 57 - fight spring, 58 - ◆ - movable conical plate, 60 @ battle fist gear, 62 - fist ring gear,
64・Φ・Differential case, 66.68・φ・Pinion gear, 70・Chain・Differential device, 72.74...Side gear,
76.78...Output shaft, 102...φ line pressure regulating valve, 104...Manual valve, 106φ...speed change control valve,
108... Clutch complete engagement control valve, 110... Speed change motor, 112... Speed change operation mechanism, 114.IIΦ
Throttle valve, 116... Self-starting valve, 118
...-Start adjustment valve, 120... Maximum gear ratio holding valve, 122 111 Reverse inhibitor valve, 124
Fist S fight lubricating valve, 130---Tank, 131・Fight・Strainer, 132・φ・Oil passage, 134φ・Fist valve hole, 136
...Spool, 138,140,142.144...
・Oil passage, 148・Spool spool, 150-・Sleeve, 152.154・φ・Spring, 156-・φ pin, 158-・Fist lever, 160.162.164 life a1
1 oil path, 166, 168, 170φ unit/orifice, 1
72・Φ-valve hole, 174---spool, 175---
Spring, 176 φ oil passage, 178 fist lever,
180... φ oil passage, 181.183.185 Φ calligraphy pin, 182 Φ, mouth y-do, 190... oil passage, 192, number valve hole, 194-... spool, 196. --・Spring, 198... Negative pressure diaphragm, 200...φ oil path, 202... Orifice, 204φ, valve hole, 2
06...Spool, 208-...Spring, 212
, 214... Oil path, 216, 218, 220... Orifice, 224.11@Form Smoke, 226-Φ
・Orifice, 232・Φ・Spool, 234e...Spring, 242...Spool, 244...Spring, 250...Valve hole, 2! :2Q・e spool, 2
54... Spring, ≦58... Oil path, 260...
φ cooler, 298 φ...shift reference switch, 300 φ
・Speed control heavy! , 3Ql-・Company engine rotation speed sensor, 302・-Φ vehicle speed sensor, 303--・Throttle opening sensor (intake pipe negative pressure sensor), 304-・・
Shift position switch, 306...Engine coolant temperature sensor, 307--Fist brake sensor, 3'0
8,309...Waveform shaper, 310...-AD converter, 3110--Input interface, 312-φ fist reference pulse generator, 313...CPU (central processing unit)
, 314...ROM (read only memory), 315
・Conflict・RAM (Runtime Access Memory), 31
6-...Output interface, 317 salary...Amplifier,
318... ψ current controller, 319... address bus,
320--φ data bus, 321...O torque sensor, 500--force smoke control routine, 600...
ψ・Complete engagement control routine, 607φ...Full engagement ON vehicle speed search routine, 625-@1 Complete engagement OFF vehicle speed search routine, 700...Shift motor control routine, 72
0.--D range shift pattern search routine, 740 bone.-L range shift pattern search routine. Patent applicant Nissan Motor Co., Ltd. Company agent Patent attorney Miyauchi
Riyuki IHI diagram 0 Δv2muV□Kanda kIkI+Δk k, +2Δ to one? l'Lsu 11/2
1! f (Downship I-”1 162- Fig. 13 b1↑3 bit2 bin o+tOfi&/
da figure

Claims (1)

[Claims] 1. A control device for a hydraulic automatic clutch having a starting clutch supply hydraulic pressure control device that controls clutch supply hydraulic pressure at the time of vehicle starting based on engine rotational speed, comprising: an electric signal corresponding to vehicle drive torque; When the engine is idling while the vehicle is stopped, an electric signal is sent to the clutch supply hydraulic control device to keep the torque detected by the torque detection device at a constant value regardless of fluctuations in engine speed. 1. A control device for a hydraulic automatic clutch, comprising an electronic control device. 2. The control device for a hydraulic automatic clutch according to claim 1, wherein the constant value of the torque is a value that allows the vehicle to run at a very slow speed. 3. The hydraulic automatic clutch/crunch control device according to claim 1, wherein the constant torque value is less than or equal to the torque value required to start running the vehicle.