JPS5999164A - Hydraulic controller of automatic stepless speed changer for vehicle - Google Patents

Abstract

PURPOSE:To enable a fluid coupling to be prevented from an excessive rise of its temperature, by supplying the pressure oil to the hydraulic servo of an oil pump from a secondary regulator valve so as to decrease a delivery amount of oil when the secondary line pressure increases higher than a preset range. CONSTITUTION:An engine, being operated in a range of high speed, causes an oil pump 20 to increase its delivery amount of oil and an amount of oil, discharged to an oil path 2 from a primary regulator valve 30, to increase, and the secondary line pressure increases higher than an accurate range, moving downward a spool 37 of a secondary regulator valve 35 and communicating the third and the first ports 373, 371, then pressure oil is supplied to a hydraulic servo 203 of the oil pump 20 from an oil path 8, thus the delivery amount is decreased. In such way, the secondary line pressure being decreased can prevent an excessive rise of temperature in a fluid coupling, further an engine output consumed in the oil pump is decreased, that is, fuel consumption can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides a multi-stage or stepless transmission that is operated by hydraulic couplings such as 1 to lux converters and fluid couplings, and has a forward/reverse switching function. The present invention relates to a hydraulic control device for controlling an automatic transmission for a vehicle, which is a combination of the following, in accordance with vehicle operating conditions such as vehicle speed and throttle opening.

Conventionally, there has been a variable displacement oil pump that is driven by an engine and whose discharge amount changes according to input oil pressure, and a pressure oil pump that regulates the pressure of the pressure oil discharged from the oil pump according to vehicle operating conditions such as vehicle speed and throttle opening. A primary regulator valve that outputs a primary line pressure, and a secondary regulator valve that adjusts the pressure of surplus oil discharged from the primary regulator valve according to vehicle running conditions and outputs a secondary line pressure that is lower than the primary line pressure. A hydraulic control device has been proposed in which the hydraulic pressure of excess oil in a secondary regulator valve is used as a hydraulic pressure source for hydraulic oil to a fluid coupling and/or lubricating oil to a portion requiring lubrication.

However, in such a vehicle automatic transmission (some hydraulic control device), when the engine rotates at low speed, the oil pump discharges m
When there is a lot of oil leakage due to a rise in oil temperature, the secondary line pressure is low (because the amount of surplus oil generated at the primary regulator valve is small), and the secondary line pressure may not be generated at the secondary regulator valve. In order to prevent the secondary line pressure from further decreasing, the excess oil drain passage is closed and the hydraulic oil supply pressure and/or lubricating oil supply pressure to the fluid coupling is not generated, and the oil in the fluid coupling is Excessive temperature rise and seizure of sliding parts were likely to occur.

In addition, if the amount of oil discharged by the oil pump is large in the high speed range of the engine and the secondary line pressure becomes higher than necessary, the amount of oil discharged by the oil pump is reduced to reduce unnecessary consumption of engine output by the oil pump. It is desirable to increase engine output and improve fuel efficiency.

An object of the present invention is to supply a small amount of pressure oil to fluid couplings and/or parts requiring lubrication even when the secondary line pressure is low and surplus oil is no longer generated from the secondary regulator valve. An object of the present invention is to provide a hydraulic control device for an automatic transmission for a vehicle that can reliably prevent excessive rise in temperature marks in a fluid coupling and seizure of sliding parts.

Another object of the present invention is to make the discharge oil passage of a variable displacement oil pump dependent on the secondary line pressure, and to reduce the discharge oil amount of the oil pump when the secondary line pressure becomes higher than a set value, and to Hydraulic control II for automatic transmissions for vehicles that can lower the secondary line pressure to the appropriate oil pressure, reduce the engine output consumption at the oil pump due to the reduction in the amount of discharged oil, and improve fuel efficiency as a result. The purpose is to provide equipment.

The hydraulic control device for an automatic transmission for a vehicle according to the present invention includes a variable displacement oil pump that is driven by an engine and whose discharge amount changes according to input oil pressure, and a variable displacement oil pump that is driven by an engine and whose discharge amount changes according to input oil pressure. A primary regulator valve that regulates the pressure according to the vehicle driving conditions and outputs the primary line pressure, and a secondary line that regulates the pressure of excess oil discharged from the primary regulator valve according to the vehicle driving conditions and has a pressure lower than the primary line pressure. a secondary regulator valve that outputs pressure, and the secondary regulator valve includes a spool that receives feedback of the recanter blade pressure, a first boat that outputs the secondary line pressure, and a spool that outputs the secondary line pressure, It has a second boat that supplies hydraulic pressure to the fluid couplings and/or parts that require lubrication of the transmission, and a third boat that outputs hydraulic pressure for controlling the volume to the variable displacement oil pump, and outputs oil at secondary line pressure. The hydraulic oil supply passage and/or lubricating oil supply passage to the fluid coupling are connected via an orifice that can supply a small amount of hydraulic oil or/and 4η lubricant, and the Reno J dali line pressure is within the set range. When the secondary regulator valve connects the first port and the second boat to supply hydraulic oil and lubricating oil to the fluid coupling from the second boat, the secondary line pressure becomes lower than the set range. When the first bow 1- and the second bow (~
At the same time, the necessary minimum amount of hydraulic oil and/or lubricating oil is supplied from the orifice to the fluid coupling and/or the parts requiring lubrication, and the secondary line pressure is maintained at the above setting. When the temperature exceeds the range, the first port and the third boat are connected to reduce the volume of the variable displacement oil pump, thereby lowering the discharge amount of the oil pump, thereby removing excess oil from the primary regulator valve. The configuration is such that the secondary line pressure is lowered by decreasing the voltage.

Next, the present invention will be explained based on an embodiment shown in the drawings.

FIG. 1 does not show a continuously variable automatic transmission for a vehicle. This continuously variable automatic transmission for a vehicle includes a hydraulic torque converter 100 that is a direct clutch clutch fluid coupling, a planetary gear width change mechanism 120 for forward/reverse switching, a belt type continuously variable transmission 140, and a differential gear 170.

1~ The torque converter 100 has a front cover 101 connected to the output shaft of the engine, and an impeller is welded to the front cover 101 on the inner periphery. turbine hub 1
A turbine launch 105 is connected to a torque converter output shaft 103I via a one-way clutch 106, and a stator 10 is fixed to an inner case 110 via a one-way clutch 106.
7, and the turbine hub 104 and front cover 101
An oil pump 20 driven by the output of the engine is provided between the 1 to LU converter 100 and the planetary gear transmission mechanism 120.

The 'yL star gear shift for forward/reverse switching (120) uses the output shaft 103 of the 1 to LU converter as the input shaft 103, and the input shaft 141 of the belt type continuously variable transmission 140 connected in series with the input shaft. Output shaft 141, multi-disc clutch C1
, a hydraulic servo 121 that operates the multi-plate clutch C1;
It consists of a multi-disc brake B1, a hydraulic servo 122 that operates the multi-disc brake B1, and a gear set 1-130. The planetary gear set 130 is described above] J4II
I1103 has an annular hydraulic cylinder 12 of a hydraulic servo 121.
Carrier 131 and multi-disc clutch C connected via
a sun gear 1 connected to the hydraulic cylinder 123 via 1 and spline-fitted to the output shaft 141;
32, rotatably supported by the ring gear 133 fixed to the transmission case 220 and the rear key 131 via the multi-disc brake B1;
It consists of a planetary gear 134 that meshes with the sun gear 132 and ring gear 133.

■The belt type continuously variable transmission 140 has the input @141 and the output shaft 142 arranged parallel to the input shaft 141.
Each is driven by a hydraulic servo.

An input pulley 150 and an output pulley 160 are provided, and these manual pulleys 150 and output pulleys 9160 are connected by a V-belt 145 made of a steel band 143 made of overlapping ring-shaped thin plates and a large number of metal books 144 attached to it. The input pulley 150 is connected to the input fIll1141.
A fixed flange 151 formed integrally with the double pistons 152 and 153, and a movable 7 flange 155 that is driven by a hydraulic servo 154 of the input pulley to the right and is displaced in the axial direction to increase or decrease the effective diameter of the input pulley. . The output pulley 160 is displaced in the axial direction by being driven by an output pulley hydraulic servo 164 having a fixed seven flange 161 integrally formed with the output shaft 142 and double pistons 162 and 163, and is displaced in the axial direction. The movable flange 165 increases or decreases the effective diameter of the movable flange 165.

The differential gear 170 is an input gear, which includes a drive gear 171, a gear box 172, and a differential gear 17.
3. Output shaft 1 connected to differential man gear 174 and axle
Consists of 75.

■There is a governor valve 2 at one end of the output J shaft of the belt type continuously variable transmission.
5, an output key 7188 is rotatably supported at the other end, and a deceleration planetary gear set 180 is provided. The planetary gear set 180 for deceleration includes a sun gear 181 connected to the output @ 142 and a ring gear 182 fixed to the transmission case 220.
, the main 11 rear 183 connected to the output key 7188,
The output key 7188 consists of a planetary gear 184 that meshes with the sun gear 181 and the ring gear 182 and is rotatably supported by the rear 183 of the key 17.
is connected to the driving large gear 171 of the differential gear.

FIG. 2 shows a control device for controlling the speed change of the continuously variable automatic transmission for a vehicle shown in FIG. 1 shows a hydraulic control device in a control device for a continuously variable automatic transmission for a vehicle, which includes a hydraulic control device controlled by an electronic control device.

The hydraulic control device of this embodiment is a hydraulic power source (the oil pump 20 is driven by the opening, the governor outputs a governor pressure corresponding to the vehicle speed or the output shaft rotational speed of the V-bell 1 continuously variable transmission). valve 25, a primary regulator valve 30 that supplies primary line pressure to the hydraulic control device;
A secondary regulator valve 35 that supplies secondary line pressure to the hydraulic control device, and a throttle valve 40 that outputs throttle pressure according to the throttle opening to the throttle opening. A cutback valve 4 that outputs a cutback pressure corresponding to the governor pressure to the throttle valve and relates the throttle pressure to the governor pressure to speed up the vehicle.
5. A line pressure regulating valve 47 that outputs the throttle control pressure regulated in relation to the governor pressure to the primary regulator valve, and a V-belt that controls the supply and discharge of hydraulic oil to the hydraulic servo of the input pulley according to vehicle running conditions. Reduction ratio control mechanism 50 that increases or decreases the reduction ratio of the belt-type continuously variable transmission; ■ The type of hydraulic pressure supplied to the hydraulic servo of the output pulley of the belt-type continuously variable transmission 31 according to the operation of the reduction ratio control mechanism 50; Shift 1 to change from primary line pressure to secondary line pressure
The sequence mechanism 60 balances the hydraulic pressure of the hydraulic servo during steady running of the input pulley, and also balances the oil pressure of the hydraulic servo.
The input pulley modulator mechanism 66 compensates for the leakage of
Manual valve 1 for switching forward and reverse of the transmission mechanism 120
A shift l-control mechanism 75 for smoothly engaging a multi-disc clutch or a multi-disc brake during a 0, N→D shift and N-+R shift, as well as inertia running in the D range, and a torque converter. 100 direct coupling clutch 1
It has a lock-up controller M480 that operates 08.

The oil pump 20 has a spring 202 on one side inside the body 201. This is a variable displacement vane pump in which a slide casing 204 with a hydraulic servo 203 is housed in a slidable state around a fulcrum 205, and a rotor 207 with a vane 2013 is attached inside the slide casing 204. and oil sump 20
8 is sucked in through an oil strainer 209 and discharged into the oil passage 1.

The third motor is attached to the output shaft of the step-change transmission and regulates the line pressure supplied from the oil line 1 according to the output shaft rotational speed of the V-Pel 1-type continuously variable transmission, which corresponds to the vehicle speed. The governor pressure shown in the figure is output from the oil passage 6.

The primary regulator valve 30 includes a spool 32 having a spring 31 installed in front of it on one side (lower side in the figure), and a spool 32 arranged in series in the lower side in the figure and in contact with the spool 32 so as to press the spool 32 from the same direction as the spring 31. It has a regulator plunger 33 provided. The regulator plunger 33 is provided with a large-diameter upper land 331 and a small-diameter lower land 332, and a check valve 3411I'3 and an oil passage 1 are provided on the effective pressure receiving surface of the upper land 331.
Line pressure regulating valve 4 supplied from oil passage 7B via 1
7 or the governor pressure supplied from the oil passage 6A connected to the oil passage 6 via the orifice 341 is applied to the small diameter lower land 332 via the oil passage 7. Throttle pressure is applied, and the spool 32 is pushed upward in the drawing with a pressing force corresponding to the input oil pressure.

The spool 32 receives the primary line pulling ρ feedback applied from the upper side of the figure through the orifice 301 to the upper end land in the figure, and the spring 3 that receives from the lower side of the figure.
1 and the pressing force of the regulator plunger 33, the area of communication between the oil passage 1 and the oil passage 2 is increased or decreased, and excess oil flows out into the oil passage 2.
Excess oil exceeding the outflow capacity from the drain boat 302
Drain from the drain. As a result, the oil pressure in the oil passage 1 generates a primary line pressure P1 shown in FIG. 4, which is related to vehicle speed (governor pressure) and throttle opening (throttle pressure), which are the driving conditions of the vehicle.

The secondary regulator valve 35 has a spool 37 with a spring 36 installed in front of it on one side (lower side in the figure), and a plunger 38 that is provided in series at the lower side in the figure in contact with the spool 37, and outputs secondary line pressure. A first boat 371 supplies excess oil when regulating the secondary line pressure to the torque converter 100 and parts of the automatic transmission that require lubricating oil. A second port 372 supplies the amount of oil discharged to the variable displacement oil pump 20. 3rd boat 373, drain boat 352.353, Φ that outputs hydraulic pressure to control
An input boat 354 for throttle pressure, which is input oil pressure corresponding to both operating conditions, and an input boat 355 for secondary line pressure are provided.

The oil passage 5 communicating with the second boat 372 is connected to the oil passages 1 to 3 through an orifice 391 having a relatively large diameter.
An orifice 392 communicates with the oil passage 5Δ that supplies hydraulic oil to the torque converter 100 via the lock-up control valve 81 of the torque converter, and is set to a medium diameter and a predetermined diameter.
The oil passage 5B is connected to the oil passage 5B that supplies lubricating oil to parts of the automatic transmission that require lubrication.

The oil passage 2 in which the secondary line pressure is generated and the oil passage 5A communicating with the lock-up control valve 81 are connected through a small diameter orifice 393, and the oil passage 2 and the oil passage 5B for supplying lubricating oil are connected to each other through a small diameter orifice 393. This is an even smaller diameter A-refrigerator 39.
'a is omitted through 4.

This secondary regulator valve 35 functions as follows.

In this secondary regulator valve 35, the spool 37 receives feedback of the secondary line pressure of the oil passage 2 applied from the upper side in the figure via the orifice 351 to the upper end land in the figure, and from the lower side in the figure (also due to the spring load by the spring 3G). It is displaced in response to the throttle pressure applied from the oil passage 7 to the plunge +738, and increases or decreases the communication area between the first port 371 communicating with the oil passage 2 and the second boat 372 communicating with the supply oil passage 5 for lubricating oil, etc. Then, the oil pressure of the oil passage 2, which is the oil passage where excess oil spills when the primary line pressure is regulated by the primary regulator valve 30, is regulated according to the thrower 1 health pressure that is the input oil pressure, and the pressure is shown in Fig. 5. The third line communicates with the oil passage 8 that outputs the secondary line pressure P shown in FIG.
The communication area between the first boat 371 and the drains 1 to 352 that communicate with the port 373 and the oil path 2 is adjusted to output hydraulic pressure to the hydraulic servo 203, thereby controlling the discharge capacity of the oil pump 20.

Figure 6 shows spool 3 when the throttle pressure is constant.
7 shows the characteristics of displacement amount and oil pressure changes of oil passage 5A, oil passage 5B, and oil passage 8.

The secondary line pressure is within the set appropriate range (zone A in Figure 6).

The first port 371 and the second port 372 communicate with each other, and hydraulic pressure is generated in the oil passage 5, and the 1 to LU converter supply pressure in the oil passage 5A and the lubricating oil pressure in the oil passage 5B mainly flow through the orifices 391 and 392, respectively. Hydraulic pressure is sufficiently supplied through the valve and is at an appropriate value.

The engine is operated at low rotational speed and the amount of oil discharged from the A oil horn 20 is small, which causes the primary regulator valve 3
Because there is little excess oil discharged from the 0 to oil passage 2 and the oil temperature is high, oil leaks from various parts of the hydraulic circuit. (B zone in Figure 6).

The spool 37 is displaced upward in the figure to the second ports 1 to 372.
is closed to stop the discharge of excess oil from the oil passage 5 and maintain the recada line pressure. At this time, if no pressure oil is supplied to the oil passage 5A, the direct coupling clutch 108 cannot be reliably kept in the released state in the i-lux converter 100, and the sliding of the direct coupling clutch will cause the sticker and hydraulic oil to flow to the oil cooler. Due to insufficient circulation, excessive temperature rise of the hydraulic oil in the torque converter is likely to occur. In the present invention, the minimum necessary hydraulic oil is supplied from the oil passage 2 through the small diameter orifice 393 into the oil passage 5A, and is supplied from the oil passage 5A to the torque converter 100 via the direct coupling clutch control valve 81. Prevents clutch drag and hydraulic oil from overheating. Furthermore, if no lubricating oil is supplied to the oil passage 5B, the sliding parts that require lubrication are likely to suffer from burning, so the minimum necessary lubricating oil is supplied through the orifice 394, which has an even smaller diameter. Note that the amount of pressure oil flowing out from the flow path 2 through these small-diameter orifices 393 and 394 is minute, so it has little effect on maintaining the secondary line pressure of the flow path 2.

Zone C in FIG. 6 where the engine is operated in a high rotational speed range and there are many discharge oil passages of the oil pump 20, so that a large amount of surplus oil is discharged from the primary regulator valve 30 to the oil passage 2>.

When the secondary line pressure rises to the appropriate range, the spool 37 is displaced downward in the figure, and the third bows 1 to 373 and the first port 371 communicate with each other, and the oil passage 8 is connected to the oil pump 2.
Pressure oil is supplied to the hydraulic servo 203 of 0, and the oil pump 2
This reduces the amount of oil discharged from the primary regulator valve 30, thereby reducing the excess oil in the primary regulator valve 30 and lowering the secondary line pressure to a set appropriate range. By reducing the discharge capacity of the oil pump 20, the output torque of the engine consumed by the oil pump 20 is reduced, making it possible to increase the engine output and improve fuel efficiency.

The secondary line pressure is about 1/2 of the primary regulator pressure outputted to the oil passage 1 by the primary regulator valve 30.

The throttle valve 40 includes a spool 42 having a spring 41 installed in front of it on one side (upper side in the figure), and an end 44A (lower side in the figure) arranged in series with the spool 42 via a spring 43, protruding from the valve body. ) is the engine throat 1~
Throttle cam that rotates according to the throttle opening (not shown)
The throttle plunger 44 is in contact with the operating surface of the throttle plunger 44. The throttle plunger 44 has a large diameter land 441 on the upper side in the figure and a small diameter land 442 on the lower side in the figure, and in addition to the suppression by the throttle cam, the large diameter land 44
The throttle pressure of the oil passage 7 is applied to the effective pressure receiving surface of the lower small-diameter land 442, and the cutback pressure of the oil passage 7A is applied to the effective pressure receiving surface of the lower small diameter land 442, which causes the spring 43 to be displaced upward in the figure.
Press the spool 42 upwards via the spool 42. Spool 42
receives the pressing force from the spring 43 from below, and the spring load from the spring 41 from above is applied to the upper end land 42.
is displaced in response to the back pressure of the oil passage 7A applied to the effective pressure receiving surface of the intermediate land 422 and the feedback of the throat pressure applied to the effective pressure receiving surface of the intermediate land 422 via the orifice 401, The communication area between the oil passage 2 and the oil passage 7 is increased or decreased, and the secondary line pressure supplied from the oil passage 2 is changed in relation to the throttle pressure J3 and the governor pressure (output shaft rotation speed). Adjust the throttle pressure as shown in Figure 7.

The cutback valve 45 includes a spool 46 having a large-diameter lower end land 461, an intermediate land 462, and an upper end land 463.
When the spool 46 is set downward in the figure, the oil passage 7 and the oil passage 7A communicate with each other, and a cutback pressure Pc is generated in the oil passage IA. The spool 46 receives governor pressure Pg supplied from above to the effective pressure receiving area S1 of the lower end land 461 via the oil passage 6, and receives a cutback pressure pc from below to the pressure receiving area S2 of the lower end land 461 via the A relief 451. and is pushed upward, pg x31 = pc
It is displaced so as to maintain the equilibrium expressed by the equilibrium equation xS2. As the spool 4G is displaced upward, the area of the oil passage 7A communicating with the oil passage 7 decreases, and the area of the oil passage 7A communicating with the drain boat 451 increases, so the cutback pressure pc decreases. pg xSl >pc XS2
Therefore, the spool 46 is moved downward.

In this way, the spool 46 becomes P(l x Sl = Pc
The oil passage 7△ is held at the position determined by the balance equation of XS2.
Adjusts the Kamirback pressure output to. Figure 8 shows the cutback pressure pc characteristics.

The line pressure regulating valve 47 includes a spool 49 having a spring 48 installed in front of it on one side (lower side in the figure). Spool 49
receives the spring load of the spring 48 from below, and is displaced from above by receiving the governor pressure Pg of the oil passage 6 to the upper end land 491 shown in the figure; an oil passage 7B that outputs throttle control pressure; and an oil passage that supplies throttle pressure. 7 and the drain boat 471 to regulate the throttle control pressure that exits to the oil passage 7B. FIG. 3 shows the characteristics of the throttle control pressure psm.

The reduction ratio control mechanism 50 controls communication between the oil can servo 154 of the input pulley 150 and the oil passage 1 or the drain boat 511, Input pulley rotation speed, slorami ~
The reduction ratio control valve 5 is turned ON and OFF under the control of an electronic control device that inputs vehicle running conditions such as the level of noise.
Upshift 1 to electromagnetic solenoid valve 55 (hereinafter referred to as up solenoid 55) and downshift electromagnetic solenoid valve (hereinafter referred to as down solenoid 5G) 5
It consists of 6. The reduction ratio control valve 51 is located on one side (lower side in the figure).
A spool 5 is provided with a spring 52 in front thereof, and has intermediate lands 532 and 533 between an upper end land 531 and a lower end land 534 in contact with the upper end of the spring 52.
3, and the oil chamber 521 between the lands 531 and 532 communicates with the oil passage 9, and when the spool 53 is displaced upward, it communicates with the oil passage 1, and when the spool 53 is displaced downward, the oil chamber 521 between the lands 531 and 532 communicates with the oil passage 1. Contact. Intermediate land 532
The oil chamber 522 between the drains 1 to 511 communicates with the oil passage 12A which communicates with the lower end oil chamber 524, and the opening area is adjusted by the lands 532. 1 and hold the spool in the intermediate position.The drain boat 511 has a notch 511A.
The amount of oil pressure leaking from the oil passage 12A changes gradually, and the spool is smoothly maintained at an intermediate position.

The oil chamber 52 between the intermediate land 533 and the lower end land 534
3 is connected to the oil passage 6A through the orifice 512, and when the spool 53 is held at an intermediate position, the oil passage 6A and the drain boat 513 are communicated with each other to exhaust pressure from the oil passage 6A, When the spool 53 is displaced upward, the lower end land 534 closes the communication boat 514 with the oil passage 6A to maintain the oil pressure in the oil passage 6Δ, and also closes the communication boat 515 with the oil passage 12A which communicates with the lower oil chamber 524. The drain boat 513 is communicated with the oil passage 12A to exhaust pressure. The up solenoid 55 is connected to the oil passage 2A, which is supplied with secondary line pressure from the oil passage 2 via an orifice 551 and communicates with the illustrated upper end oil chamber 525 of the reduction ratio control valve 51. The oil pressure is maintained at a high level (equivalent to the secondary line pressure), and when ON, the oil pressure in the oil path 2A is discharged. The down solenoid valve 5G communicates with the oil passage 12 via an orifice 561 and also with the lower end oil chamber 524 of the reduction ratio control valve 51, and furthermore, the down solenoid valve 5G communicates with the oil passage 12 through an orifice 561, and also communicates with the lower end oil chamber 524 of the reduction ratio control valve 51. J3 is connected to the oil passage 12A that communicates with the boat 515 that communicates with the oil chamber 522 of the spool, and maintains the oil pressure of the oil passage 12A when it is OFF, and evacuates the oil passage 12A when it is ON.

In the fourteenth configuration, the primary line pressure of the oil passage 1 is controlled as follows.

When a shift-me-up or shift-down shift I signal is issued from an electronic control circuit that receives vehicle running conditions such as input pulley rotation speed and throttle opening, the up solenoid 55 or down solenoid 56 is turned on, thereby controlling the reduction ratio. The spool 53 of the valve 51 is displaced upward or downward from the intermediate position, and as a result, when the spool 53 is in the intermediate position, the drain port 513 and the oil passage 6A are connected and the oil passage 6A, which had been drained, is replaced with the oil passage 6A. 6A and the drain boat 513 are cut off, the governor pressure of the oil passage 6A is generated as shift 1 signal oil pressure, and the oil passage 6
The governor pressure A is applied to the regulator plunger 33 via the check valve 34 and the oil passage 11 as a shift signal oil pressure.
A voltage is applied to the second land 331 and pushes the spool 32 upward. This shift 1-signal oil pressure causes the regulator valve 30 to
The communication area between oil passage 1 and oil passage 2 is reduced.

As a result, the line pressure regulated by the regulator valve 30 increases in level as shown by the broken line in FIG.

In this way, during steady running, the input pulley's hydraulic servo is kept constant at a low line pressure, and the line pressure is raised only when the torque ratio changes, and this leveled-up line pressure is applied to the input pulley's hydraulic servo during an upshift. supply,
During a downshift, it is supplied to the output pulley's hydraulic servo to control the reduction ratio. As a result, ■ Pell 1~ type continuously variable transmission (quick upshifts and downshifts are possible, excellent acceleration and deceleration performance, and only a low level of line pressure is required except when shifting to shift 1. The output consumption of the engine by the oil pump can be reduced.In this embodiment, the governor pressure that provides back pressure as shown in FIG. 3 in response to an increase in vehicle speed or the rotational speed of the output shaft 142 is used as the shift signal oil pressure. This is because the above-mentioned characteristics of the governor pressure are suitable for reducing the line pressure required during shift driving by 4q, but the shift signal oil pressure may be another oil pressure other than the governor pressure.

The shift sequence mechanism 60 includes a shift sequence valve 61
and check valves 64 and 65.

The shift 1 to sequence valves 61 each include a spool 63, which is provided with a spring 62 on one side (lower side in the figure), has an upper end land 631, an intermediate land 632, and a lower land 633 in contact with the upper end of the spring 62; Port 611 connected to path 1, hydraulic servo 1 of output pulley 1G0
It has a port 612 communicating with the oil passage 10 for supplying hydraulic oil to the oil passage 64, a port 613 communicating with the oil passage 12, and a drain boat 614. The check valve 64 is inserted into an oil passage communicating between the oil passage 2 and the oil passage 10, and the check valve 65 is inserted into an oil passage communicating between the oil passage 2 and the oil passage 12.

The spool 63 of the shift 1 sequence valve 61 receives the spring load of the spring 62 from below, receives the pressure of the oil passage 9 supplied from above through the orifice 601 on the upper end land 631, and is displaced. When the oil pressure of No. 9 is higher than the set value (during steady running or upshifting), it is set to the lower position in the figure to connect the oil path 12 with the oil path 104S, and also cut off the communication between the oil path 1 and the oil path 10. 1 and oil line 1
3. When the oil pressure in oil passage 9 is at exhaust pressure (during a downshift), it is set upward in the figure to connect oil passage 1 and oil passage 10, and also connect oil passage 12 to drain boat 614 to exhaust the pressure, and then oil passage 1 and the communication with oil line 13 is cut off. Check valve G4 is the spool 6 of the shift sequence valve.
3 is set at the lower position in the figure, the secondary line pressure of the oil passage 2 is supplied to the oil passage 10 and the oil passage 12, and the check valve 65 is activated when the oil pressure of the oil passage 12 is higher than the oil pressure of the oil passage 2. When this happens, the pressure oil in the oil passage 12 is discharged to the oil passage 2. FIG. 9 shows changes in the oil pressure P9 of the oil passage 9, the oil pressure P10 of the oil passage 10, and the oil pressure P12 of the oil passage 12 with respect to the output shaft rotation speed.

The input pulley modulator mechanism 66 includes a modulator valve 6
7 and a check valve 69. The modulator valve 67 has a spool 68 provided with a spring 671 on one side (lower side in the figure), and the check valve 69 is connected to the modulator valve 67.
is inserted between the output oil passage 13A of the input pulley and the operation supply oil passage 9 to the hydraulic servo 154 of the input pulley.

The spool 68 of the modulator valve 67 receives the spring load of the spring 671 and the governor pressure supplied from the oil passage 6 from one side, and the oil passage 13△ which is applied to the upper end land in the figure through the orifice 672 from the other side. It is displaced in response to feedback of the output oil pressure, adjusts the communication volume between the oil passage 13A, the oil passage 13, and the drain boat 673, and regulates the line pressure supplied from the oil passage 13 in relation to the governor box. It is output to the oil passage 13A as line modulator pressure Pm.

FIG. 10 shows the line modulator pressure Pm and the required pressure Pn required by the input boolean hydraulic servo during steady running.

In conventional reduction ratio control mechanisms, in order to maintain steady running conditions, the hydraulic pressure in the hydraulic servo generated by centrifugal force must be considered to maintain the tension of the V-belt pulled by the input and output pulleys. It is necessary to supply the resulting static pressure to the hydraulic servo of each pulley, and to balance the clamping force of the V-belt by the hydraulic servo between the input pulley and the output pulley. However, since the rotation speeds of the input pulley and output pulley vary according to the reduction ratio (torque ratio), in order to achieve the above-mentioned balance, the reduction ratio control mechanism is operated to supply hydraulic oil to the input pulley's hydraulic servo or the input booster. It was necessary to make the hydraulic oil come out one by one from the hydraulic servo. For this reason, even during steady running, the solenoid valve is constantly turned on and off, placing a heavy burden on the solenoid valve, which is disadvantageous from the viewpoint of durability of the electromagnetic solenoid valve.

The input coupler modulator mechanism 6G determines the speed at which the driving force of the engine and the constant running resistance are balanced at each throttle opening, and applies the hydraulic servo pressure of the input pulley necessary for that state (at constant speed) to the reduction ratio control valve. The hydraulic servo pressure of the input pulley is balanced by supplying it from the input pulley modulator + is without going through iA, thereby controlling the reduction ratio (the downshift a3 and upshift electromagnetic pressure when maintaining steady running in the large groove or downshifting). Solenoid valve ON/O
The number of FF operations is reduced.

Next, the reduction ratio control mechanism 50. Schiff l-sequence machine'+
The functions of the MGO1 input pulley modulator mechanism 66 and the primary regulator valve 30 of the hydraulic pressure adjustment device will be explained.

When the vehicle starts from a stop, both manual valves are set to the N position and the manual valve is set to the O position.
Of the up solenoid valve 55 and down solenoid valve 56 that were in the FF state, the down solenoid valve 56 is turned on for a short time by the action of the electronic control circuit that inputs the N-D shift signal of the manual valve, and the spool 53 is moved downward as shown in the figure. is set to As a result, the input boolean hydraulic servo 154
The oil passage 9 that supplies hydraulic oil to the drain boat 511 communicates with the drain boat 511, and when the oil pressure in the oil passage 9 is reduced and reaches a set value, the spool 63 of the shift sequence valve 61 is moved by the action of the spring 62. It is displaced upward in the figure, and connects the oil passage 1 with the oil passage 10 that supplies hydraulic oil to the hydraulic servo 164 of the output pulley, supplies primary line pressure to the oil passage 10, and simultaneously connects the oil passage 12 with the drain boat 614. and evacuate the oil passage 12. By supplying the primary line pressure I8 to the oil path 10, the hydraulic servo 164 of the output pulley is activated.
quickly increases the effective diameter of the output pulley to the maximum value, and as the effective diameter of the output pulley increases, the V-belt 145
The movable flange of the input pulley is pushed by the tension of , and the effective diameter is reduced to the minimum value while promoting the discharge pressure of the hydraulic fluid in the hydraulic servo 154. At the same time, the oil passage 12A communicates with the drain boat 513 and is depressurized, and the oil passage 12A
Since the pressure is also exhausted, the down solenoid valve 56 is turned on.
The exhaust pressure state is maintained regardless of whether it is OFF. The oil passage 7B
The throttle control pressure is applied to the regulator plunger 33 of the primary regulator valve 30 via the oil passage 11.
is input to raise the level of the primary line pressure.

As described above, this level-up primary line pressure is supplied to the hydraulic servo 164 of the output pulley, so that the effective diameter of the output pulley 160 is quickly and powerfully increased, making it possible to start the vehicle smoothly.

When the vehicle is upshifted after starting or when the vehicle is rapidly upshifted while the vehicle is running, the up solenoid valve 55 is turned on and the down solenoid valve 5G is turned off. As a result, the spool 53 of the reduction ratio control valve 51 is set upward in the figure, and the oil passage 9 and the oil passage 1 communicate with each other. Since the hydraulic line pressure is supplied to the oil passage 9, the spool 63 of the shift sequence valve 60 is displaced downward in the figure, and the communication between the oil passage 10 and the oil passage 1 is cut off, and the communication between the oil passage 10 and the oil passage 12 is interrupted. will be contacted. Therefore, the secondary line pressure of the oil passage 2 is supplied to the oil passage 10 via the check valve 64. ■In the Pell 1 continuously variable transmission, the force of the hydraulic servo 154 of the output pulley, which is supplied with the primary line pressure from the oil passage 9, is transferred to the hydraulic servo 16 of the output pulley, which is supplied with the secondary line pressure from the oil passage 10.
4, the effective diameter of the input pulley 150 increases, and the effective diameter of the output pulley 1(1)00 decreases, resulting in an upshift. The secondary line pressure supplied to the oil passage 10 is guided to the oil passage 12A via the oil passage 12, and allows the down solenoid valve 56 to control the oil pressure of the oil passage 12A. Furthermore, since the spool 53 is set upward in the figure, the communication between the oil passage 6A and the drain boat 513 is circulated by the land 534, so the governor pressure of the oil passage G△ is maintained, and the governor pressure of the oil passage 6A is maintained. The pressure is input to the regulator plunger /33 of the primary regulator valve 30, and the level of the primary line pressure is amplified as shown in FIG.

This leveled up primary line pressure is supplied to the input pulley hydraulic servo 154 as described above, so that the effective diameter of the input pulley 150 is quickly and powerfully adjusted, resulting in rapid upshifts of the vehicle and excellent acceleration performance. Continuous automatic transmission for vehicles (17 times).

Up solenoid valve 55 and down solenoid valve 5G during steady running
Both are turned off.

The spool 53 of the reduction ratio control valve 51 is held at an intermediate position, the oil passage 9 is cut off from both the oil passage 1 and the drain boat 511, and the oil pressure is maintained, so that the spool 63 of the shift sequence valve 61 is moved downward in the figure. Retained.

In this state, hydraulic oil is supplied to the oil passage 9 from the oil passage 123 through the check valve to replenish the leakage of hydraulic oil in the oil passage 9 or to slightly change (increase) the reduction ratio as the output shaft rotational speed increases. This is done by the input pulley modulator valve via the input pulley modulator valve 69, and the up solenoid valve 55 and down shift valve 56 are turned ON and OFF without operation. This improves the durability of the solenoid valves 55 and 5G.

Normal upshift 1~ and gradual upshift 1) The up solenoid valve 55 is intermittently turned ON and OFF by the output of the electronic control device, and the spool 53 of the reduction ratio control valve is oscillated upwardly displaced and connected to the oil path 1. It also communicates with the oil passage 9 through a small communication area. As a result, the hydraulic pressure in the oil passage 9 is communicated to the oil passage 9 through the gastric pressure. , an upshift is made.

Normal downshift 1 hour and gentle graph 29 shift 1
~ time, the down solenoid valve 56 is intermittently turned ON and OFF by the output of the electronic control device, and the spool 53 of the reduction ratio control valve is vibrated downward, and the drain boat 511 and the oil passage 9 are
There is also communication between the two over a small area. As a result, the oil pressure in the oil passage 9 decreases, and the hydraulic servo 154 of the input pulley connected to the oil passage 9 reduces the effective diameter of the input pulley in accordance with the amount of hydraulic oil discharged from the oil passage 9 to the oil passage 511. Let, downshift 1
- will be done.

During a sudden downshift, the up solenoid valve 55 is turned off, and the down solenoid valve 56 is turned on or off. As a result, the spool 53 of the reduction ratio control valve 51 is set downward in the figure, and the oil passage 9 communicates with the drain boat 511.

The oil passage 9 is depressurized, and the J: reshift sequence valve 6
The spool 63 of No. 1 is set upward in the figure by the action of the spring 62, and the oil passage 10 is connected to the oil passage 1, primary line pressure is supplied to the hydraulic servo 164 of the output pulley, and the oil passage 12 is connected to the drain boat 614. Exhausted pressure.

■In the belt-type continuously variable transmission 120, the effective diameter of the pulley 120 increases rapidly (as a result of primary line pressure being supplied to the hydraulic servo of the output pulley). The movable flange of the input pulley is pushed by the tension, and the hydraulic servo 15
The effective diameter is reduced while promoting the drainage pressure of the hydraulic oil in the cylinder. At this time, the oil passage 12A is connected to the drain boat 513 and the pressure is discharged, so the pressure of the downshift 1 to solenoid valve 56 is 0N.
The exhaust pressure state is maintained regardless of whether it is 1OFF or not.

Also, since the spool 53 is set downward in the figure, communication between the oil passage 6A and the drain boat 513 is established through the land 533.
Since the governor pressure of the oil passage 6A is maintained, the governor pressure of the oil passage 6A is blocked by the primary regulator valve 3.
0 to the regulator plunger 33 to raise the primary line pressure as shown in FIG. This leveled up primary line pressure is supplied to the output pulley hydraulic servo 164 as described above, so the output pulley
The increase in the effective diameter of 160 mm is carried out quickly and powerfully, resulting in rapid acceleration of the vehicle.

The manual valve 70 includes a spool 71 that is manually displaced by a shift lever provided at the driver's seat.
is each shift 1 of P (parking), R (reverse), N (neutral), D (forward), L (low) set by shift I ~ lever.
As shown in Table 1, oil passages 1 and 2 are connected to oil passages 3 and 4, and line pressure or pressure is applied to oil passages 3 and 4. Secondary line pressure is supplied or the oil passage 3 or 4 is connected to the drain boat 701 or 702 to exhaust the pressure.

In addition, the drain boat 702 that drains the pressure of the oil passage 4 connected to the clutch C1 is set so that its opening is above the oil level 712 to prevent the clutch from pulling due to residual oil in the hydraulic servo of the clutch C1. ing.

Table 1 RNDL Oil path 3 × ○ ××× Oil path 4 × × × △ △ In Table 1, ○ indicates communication with oil path 1, △ indicates communication with oil path 2, and × indicates increase in exhaust pressure. vinegar.

The shift control I mechanism 75 is supplied with secondary line pressure from the oil passage 2 through the Gino 1 control well 76 and the orifice 91, and is attached to an oil passage 2D that communicates with the oil chamber at the left end in the figure of the shift control valve 76. 1 to a shift control electromagnetic solenoid valve (hereinafter referred to as shift solenoid valve) 79, which controls the control valve 76 according to the output of an electronic control device.

The shift control valve 7G has a spring 7 (on the right side in the figure).
7 is loaded, the left end land 781 and the intermediate land 78 are loaded.
2 and 783, a spool 78 having a small diameter and a land 784 at the right end in the figure, to which the left end of the spring 17 is abutted;
to the right. The spool 78 receives hydraulic pressure from the oil passage 2D on the land 781 from the left side, and the spring 77 from the right side.
The spring load of the brake B1 and the effective receiving surface of the land 783 from the hydraulic oil supply/drainage path 3a to the hydraulic servo 122 (rIJi surface area of the land 783 - cross-sectional area of the land 784)
Feedback of hydraulic pressure received by the hydraulic servo 121 of the clutch C1 from the oil supply/drainage path 4a to the land 7
84 and is displaced in response to hydraulic feedback.

Next, the manual valve 70 and the shift control mechanism 75
Explain the effect of

When the manual valve is shifted from the N position (range) to the D range, the oil passage 3 becomes a discharge pressure state and the secondary line pressure is supplied to the oil passage 4. In response to the N-+D shift signal, the shift solenoid valve 79, which had been turned off during the N range, is turned on for a set short time, thereby setting the spool 78 to the left in the figure. At this time, the oil passage 4 and the oil passage 4a are cut off, the oil passage 4a communicates with the drains 1 to 761, and the pressure is discharged, and the clutch C1 is released. The duty control mill roll turns the spool 78 0N-OFF so that the ON time gradually decreases, and the oil pressure in the oil passage 2D gradually increases.
is gradually displaced to the right in the figure, the oil passage 4a increases the communication area with the oil passage 4, and decreases the communication area with the drain boat 761, and the oil pressure of the oil passage 4a smoothly approaches the secondary line pressure. Go. In this way, a smooth N-+D shift is performed. After a certain period of time, the shift solenoid valve 79 is turned off.

When the manual valve is shifted from the N range to the R range, primary line pressure is supplied to the oil passage 3 and the oil passage 4 maintains a discharged pressure state. N-R shift] ~ The shift solenoid valve 79, which was turned off in the N range, is activated by the signal (the OFF time is gradually reduced by the duty control).
: ON is turned OFF, and as a result, the oil pressure in the oil passage 2D gradually decreases. As a result, the spool 78, which was set to the right in the drawing, is gradually displaced to the left in the drawing, and the oil passage 3a gradually decreases the communication area with the drain 1-761, and gradually increases the communication area with the oil passage 3, so that the oil passage 3a becomes smooth. A N-+R shift is performed. After a certain period of time, the shifton renoid valve 79 is turned on.
be done.

When the solenoid valve 77 is turned on [J, the pressure in one of the oil passages 21 is exhausted, so the spool 78 is set to the left in the figure and communicates with the oil passage 3 and oil passage 3a, so that pressure oil is supplied to the hydraulic servo 122. When the brake B1 is engaged, the oil passage 4a communicates with the drain boat 761 and is pressurized by 1) 1, and the clutch C1 is released. As a result, the planetary gear transmission mechanism 120
is in a backward state. In addition, when the solenoid valve 79 is turned off, the oil pressure in the sharpening oil passage 2D becomes the secondary line pressure, and the spool 78 is set to the right in the figure, so that the oil passage 4 is connected to the oil passage 4a, and the oil passage 3a is connected to the oil passage 2D. Drainbow 1-
Call 761. As a result, pressure oil is supplied to the hydraulic servo 121, and pressure is discharged from the hydraulic servo 122, so that the clutch C
1 is engaged and brake B1 is released. This causes the planetary gear transmission mechanism 120 to move forward.

In addition, when the vehicle speed is below the set speed and the throttle opening is below the set throttle opening while driving in the D range, the output of the electronic control device turns on the shift solenoid valve 79, thereby releasing the clutch C1. By breaking the connection with the output shaft, inertia travel can be achieved, thereby improving the substrate quality.

The lock-up control mechanism 80 includes a lock-up control valve 81
, a lock-up signal valve 85, and a lock-up electromagnetic solenoid valve 88 as an auxiliary device.

The lock-up control valve 81 includes a spool 82 disposed at the bottom in the drawing, and a plunger 84 connected in series with the spool 82 via a spring 83. Spool 82
has a lower end land 821, an intermediate land 822, and an upper end land 823 each having the same diameter, and has a plunger 1784.
is set to have a smaller outer diameter than the land of the spool 82.

The lock-up signal valve 85 has a spring 8G on one side.
The spool 87 has a front stage spool 87, and the spool 87 is connected from one side to the spring load of the spring 86 and the orifice 88.
1, and receives the oil pressure of oil passage 10 from the other side (when displaced and set upward in the figure, it connects oil passage 2 and oil passage 2B. , when set downward in the figure, it cuts off communication between the oil passage 2B and the oil passage 2, and also connects the oil passage 2B to the drain boat 851.

The lock-up electromagnetic solenoid valve 88 is installed in the oil passage 2C, and when turned ON, it discharges the hydraulic pressure in the oil passage 2C and transfers the spool 87 of the lock-up signal valve 85 to the oil passage 10.
When turned off, the oil pressure in the oil passage 2C is maintained and the spool 85 of the lock-up signal valve 85 is locked upward in the figure.

Next, the operation of the lock-up control system 80 will be explained.

The lock-up control valve 81 receives an input signal hydraulic pressure from the oil passage 2,
A canter blade line PS is applied to the pressure receiving surface (pressure receiving area L2) of the illustrated lower end land 821 of the spool 82 via the lockup signal valve 85 and the oil path 2B, and from the oil path 10 to the pressure receiving surface (pressure receiving area L2) of the plunger V-84. 1j), the hydraulic pressure P10 of the hydraulic servo 164 of the output pulley is applied as a counter hydraulic pressure.

(a) When the hydraulic pressure of the output boolean servo 164 is the primary line pressure P1, this lock-up control valve 81 is operated so that the subroutine 82 and J: The pressure receiving area of the plunger 84 is set.

Therefore, when the oil pressure I]10 in the oil passage 10 is the primary line pressure PI, the spool 82 is fixed on the direct clutch release side, regardless of the input signal oil pressure (PS at secondary line pressure). and the oil passage 5C, and also communicate the oil passage 50 and the oil passage 5F. Hydraulic oil goes through oil path 2 → secondary regulator valve 35 → oil path 5 →
Oil passage 5A → Lock-up control valve 81 → Oil passage 5C → Oil passage 5
The oil flows in the order of 0→lockup control valve 81→oil path 5F→oil cooler, and the direct coupling clutch 108 is released.

(b) The hydraulic pressure of the output boolean hydraulic servo 164 crosses the secondary line pressure, and due to the relationship P10=Ps Plo・Ll <Ps −12, the spool 82 is set upward in the figure (direct clutch engagement side), and the oil path 5A and the oil passage 50 communicate with each other, and the oil passage 5C communicates with the drain port 811. Hydraulic oil goes through oil path 2 → secondary regulator valve 35 → oil path 5
→Oil passage 5△→Lock-up control valve 81→Oil passage 50→Oil passage 5C→Drain port 811 of the lock-up control valve flows in this order, and the lock-up clutch is engaged. FIG. 11 shows the relationship between the position of the spool of the lock-up control valve 81 and the oil pressure P2B in the oil path 2B and the oil pressure P10 in the oil path 10, and FIG. 12 shows the characteristics of P2B and Plo with respect to vehicle speed.

In the lock-up signal valve 85, the hydraulic pressure P10 of the oil passage 10, which is the hydraulic pressure of the hydraulic servo 164 of the output pulley, is applied from the upper side in the figure to the spool 87 having a pressure receiving area, and the spring load ff1s P2 of the spring 86 and the orifice 881 are applied from the lower side in the figure. The secondary line pressure Ps of the oil passage 2C that communicates with the oil passage 2 via is applied.

(c) Oil pressure P10 of oil passage 10 is primary line pressure PI
When , the spring load is set so that the relationship plo=PI Plo・L > Ps −L +SP2 is established, so the spool 87 is set at the lower side in the figure, and the oil passage 2B and the drain port 851 are connected and the oil is Channel 2B is evacuated. Due to this exhaust pressure in the oil passage 2B, the spool of the lock-up control valve is set to the lower position in the figure, and the direct coupling clutch is released.

(d) The oil pressure P10 of the oil passage 10 is the secondary line pressure ps
When P10=Ps plo·l<Ps −L+SP2, the spool 87 is set upward in the drawing, and the oil passage 2B communicates with the oil passage 2 to supply the secondary line pressure ps.

J: When the oil pressure in the oil passage 10 is the primary line pressure, the input signal oil pressure (the oil pressure in the oil passage 2B) is not supplied to the lock-up control valve 81, so the direct coupling clutch 10 is released regardless of other conditions. be done.

(E) When the lock-up solenoid 88 is turned on, the spool 87 is fixed at the lower position in the figure regardless of the oil pressure in the oil passage 10 as described above, and the oil passage 2B is exhausted and inputted to the lock-up control valve 81. No signal oil pressure is supplied and the direct coupling clutch 108 is released. Six orifices 5G are provided between the oil passage 5D and the oil passage 5F, and an unsupplied direct coupling clutch 108 constantly supplies the minimum amount of hydraulic oil necessary to prevent the oil temperature from rising excessively to the oil cooler. will be released.

As described above, the hydraulic control device for a continuously variable automatic transmission for vehicles according to the present invention controls the pressure oil discharged from the oil pump, such as a variable displacement oil pump that is driven by an engine and whose discharge amount changes according to the input oil pressure. A primary regulator valve that regulates pressure according to vehicle running conditions '1 such as vehicle speed and throttle opening and outputs primary line pressure; and a primary regulator valve that regulates pressure of surplus oil discharged from the primary regulator valve according to vehicle running conditions and a secondary regulator valve that outputs a secondary line pressure that is lower than the line pressure; the secondary regulator valve includes a spool that receives feedback of recanter blade-in pressure; and a first bow 1 that outputs the secondary line pressure; , a second port for supplying surplus oil to a fluid coupling and/or a part requiring lubrication of a vehicle automatic transmission, and a third port for outputting hydraulic pressure for controlling the volume to the variable volume oil pump. The output oil passage of the secondary line pressure and the hydraulic oil supply oil passage and/or the hydraulic oil supply oil passage of the fluid coupling l\ are connected via an orifice through which a small amount of hydraulic oil and/or lubricating oil can be supplied. When the secondary line pressure is within the set range, the zecanter blade regulator valve connects the first port and the second port to supply hydraulic oil and lubricating oil for the fluid coupling from the second ports 1 to 1, and the secondary line pressure is When the pressure becomes lower than the set range, communication between the first boat and the second port is stopped to prevent a drop in the secondary line pressure, and the minimum necessary amount of hydraulic oil or/and is removed from the orifice.
and lubricating oil is supplied to the fluid couplings and/or parts requiring lubrication, and when the secondary line pressure becomes higher than the set range, the first bows 1 to 3 are connected to the variable displacement oil pump. The discharge amount of the oil pump is reduced by reducing the volume, thereby reducing excess oil from the primary regulator valve and lowering the secondary line pressure. Seizure of moving parts is reliably prevented, the discharge oil path of the variable displacement oil pump is dependent on the secondary line pressure, and when the secondary line pressure becomes higher than the set value, the oil pump's discharge oil direction is reduced. This lowers the secondary line pressure to the appropriate oil pressure and reduces engine output consumption at the oil pump due to the reduction in the amount of oil discharged, resulting in a continuously variable automatic transmission for vehicles with excellent fuel efficiency. is reduced to 1q.

[Brief explanation of the drawing]

Figure 1 is a skeletal diagram of a continuously variable automatic transmission for vehicles, Figure 2 is a hydraulic circuit diagram of its hydraulic control device, and Figure 3 (characteristics of the governor pressure output from the governor valve installed in the hydraulic control device). FIG. 4 is a graph showing the characteristics of the throttle control pressure output from the line pressure regulating valve, and FIG. , FIG. 5 is a graph showing the secondary line pressure characteristics due to the hydraulic pressure adjustment device installed in the hydraulic control device of the continuously variable automatic transmission for vehicles of the present invention, and FIG. 6 is the output pressure characteristics from each boat of the secondary regulator valve. Fig. 7 is a graph showing the throttle pressure characteristics of the throttle valves 1 to 1, Fig. 8 is a graph showing the cutback pressure characteristics, and Fig. 9 is the graph showing the input and output oil pressure characteristics of the shift sequence valve. Figure 10 is a graph showing the characteristics of the line modulator pressure pm at which the manual coupler modulator valve comes out and the required oil pressure pn of the input pulley. Graph showing the relationship with opposing hydraulic pressure, 1st
FIG. 2 is a graph showing the characteristics of the input signal oil pressure and opposing oil pressure of the lock-up control valve with respect to vehicle speed. In the diagram 20... Variable volume oil pump 25...
Cabana valve 30...Primary regulator valve 35
...Secondary regulator valve 40...Throttle valve 45...Cutback valve 47...Line pressure adjustment valve 50...Reduction ratio control 1 parts 51...Reduction ratio control valve 55...Up shift solenoid valve
56... Downshift solenoid valve 60...
Shift sequence machine 476 61...Shift sequence valve 66...Input pulley modulator mechanism 67.
... Modulator valve 34.64.65.69 ... Check valve 70 ... Manual valve 75 ... Shift control mechanism 7G ... Shift control valve 79 ... Electromagnetic solenoid valve for shift control 80 ... Lock-up control mechanism 81...Lock-up control valve 85...Lock-up signal valve 88...Lock-up electromagnetic solenoid valve 100...Torque converter 120...Planetary gear transmission mechanism for forward/reverse switching 140...V Belt type continuously variable transmission 150...Input pulley 160...
・Output pulley 170...Differential gear 1
80... Output gear 190... To the chain ■ Specific force axis rotation number of the nine-tooth type continuously variable oars To the number ■ 37ha Tire 11 (JIJI Bi U1 Rotation V nu Figure 9 ■ (Death blind + Ne 亨迭轢柿迭轴rotation 1 Figure 10 Figure 11 Figure 2-= Figure 12

Claims (1)

[Scope of Claims] A variable displacement oil pump that is driven by an engine and whose discharge amount changes according to input oil pressure; A primary regulator valve that adjusts the pressure according to operating conditions and outputs a primary line pressure; and a secondary line pressure that adjusts the pressure of excess oil discharged from the primary regulator valve according to the vehicle running conditions and outputs a secondary line pressure that is lower than the primary line pressure. and a secondary regulator valve that outputs a spool that receives feedback of secondary line pressure, a first boat that outputs the secondary line pressure, and a fluid coupling of a vehicle automatic transmission or a secondary regulator valve that outputs excess oil. / and the second port that supplies the parts that require lubrication, and the third port that outputs the oil pressure that controls the volume to the variable displacement oil pump, and connect the output oil path of the secondary line pressure to the fluid coupling. The hydraulic oil supply passage or/and iI','] is connected to the lubricating oil supply passage through an orifice that can supply a small amount of hydraulic oil and/or lubricating oil, and as long as the secondary line pressure is within the set range, The secondary regulator valve connects the first port and the second port 1~ to supply hydraulic oil and lubricating oil for the fluid coupling from the second port 1~, and when the secondary line pressure is lower than the set range ( In this case, the communication between the first boat and the second boat is stopped to prevent a drop in the secondary line pressure, and the minimum necessary amount of hydraulic oil and/or lubricating oil is supplied from the orifice to the fluid coupling or/d5 and the necessary lubrication. When the secondary line pressure becomes higher than the set range, the first boat and the third boat 1 to 1 are connected to avoid reducing the volume of the variable displacement oil pump and reduce the discharge amount of the oil pump. A hydraulic control system for an automatic transmission for a vehicle, which is characterized in that it reduces the excess oil from the primary regulator valve and lowers the secondary line pressure.