JPS6057019A - Stepless speed change gear controlling device - Google Patents

Abstract

PURPOSE:To reduce the cost and miniaturize a device by providing a start-adjusting/completely-fastening control valve on a controlling device for a stepless speed change gear. CONSTITUTION:On the control device of a stepless speed change gear, is provided a start-adjusting/completely-fastening control valve 108, which adjusts a start-adjusting pressure in accordance with the position of a rod 182, in and about the maximum speed change ratio position or in an overstroke area beyond the position of the rod 182 whose position is set by means of a speed change motor 110, and which feeds this adjusted pressure to a starting valve 116. Thereby, the control of a clutch feed pressure before starting, control of starting, control of complete clutch fastening, and speed change control can be carried out only by means of a speed change motor, without need for using a force motor. Accordingly, the cost can be reduced while the device can be miniaturized.

Description

[Detailed description of the invention]

(a) Technical Field The present invention relates to a control device for a continuously variable transmission. (B) Prior art The present applicant filed Japanese Patent Application No. 57-18462753 "Control device for hydraulic automatic clutch"(J'315, July 1983).
(1) disclosed the following as a control device for an automatic clutch combined with a belt-type continuously variable transmission. That is, a starting valve that regulates the clutch supply oil pressure, a start regulating valve that regulates the start regulating pressure according to the electricity (i) given to the force smoke,
Operated by a variable speed motor to supply complete engagement signal hydraulic pressure.
A clutch full engagement control valve that controls shutoff and an engine rotation speed detection device that generates oil pressure according to the engine rotation speed are installed, and before the vehicle starts, the start adjustment is performed by controlling the current to the force motor. Adjust the pressure and apply it to the starting valve to bring the clutch into the state just before engagement, or supply the clutch with hydraulic pressure to slightly engage the clutch, and apply this to the starting valve to control the engine rotation. The clutch supply hydraulic pressure is increased according to the engine speed based on the hydraulic pressure proportional to the speed, and after the start is completed, the signal hydraulic pressure from the clutch full engagement control valve is applied to the starting valve to increase the clutch supply hydraulic pressure. The clutch is configured to be completely engaged. However, such a control device for a continuously variable transmission requires two electric actuators, a force motor and a variable speed motor, which increases the price and the space required. In addition, the characteristics of force motors vary greatly depending on temperature, and even when the same voltage is supplied, the start adjustment pressure fluctuates greatly depending on the temperature, and temperature compensation is required to eliminate this effect. There are also problems. (c) Object of the Invention The object of the present invention is to provide a control device for a continuously variable transmission that can obtain a desired start adjustment pressure without using force smoke. (d) Structure of the invention The invention achieves the above object by using a variable speed motor to perform the start adjustment (T' function). That is, according to the invention, the drive and driven pulleys are connected to the cylinder chamber. A speed change control valve that adjusts the distribution of hydraulic pressure, a speed change operation mechanism that controls the position of a spool of the speed change control valve, a speed change motor that can set the position of a rod connected to the speed change operation mechanism in accordance with a given electric signal. , a hydraulic engine rotation speed detection device that detects the engine rotation speed as an oil pressure signal, and a pre-start reference pressure that is set according to the given start adjustment pressure, and a control signal that uses the engine rotation speed signal oil pressure as a control signal oil pressure. In a control device for a continuously variable transmission, the control device includes a starting valve that adjusts a clutch supply pressure obtained by adding a hydraulic pressure according to an engine rotational speed to a reference pressure, and a maximum gear ratio position of a rod whose position is set by the variable speed motor. A start adjustment/complete engagement control valve is provided that regulates the start adjustment pressure according to the position of the rod in the vicinity and in the overstroke region beyond this and supplies this to the starting valve. The power transmission mechanism of the continuously variable transmission to which it is applied is shown in Fig. 1. An input shaft 2 connected to the crankshaft of the engine can be connected to a drive shaft 8 equipped with a drive pulley 6 via a forward clutch 4. 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. Further, the rotating gutter 16 is provided with a conduit (not shown) that always supplies a predetermined amount of oil into the oil reservoir 18. In the oil reservoir 18 of the rotating gutter 16, there is a pitot hole having an opening facing the flow of oil rotating together with the rotating gutter 16. τ20, and the dynamic pressure of the oil in the oil pool 18 can be detected by a pitot tube 20.A sub-shaft 22 is rotatably provided parallel to the input shaft 2, and one end of this sub-shaft 22 A reverse clutch 24 is provided on the side.The input shaft 2 and subshaft 22 each have gears 26 and 28 that mesh with each other.The gear 26 can always rotate integrally with the human power shaft 2, and the gear 28 is rotatable 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 is connected to the gear 32 which is rotatably supported. The gear 32 is engaged with a gear 30 that can rotate integrally with the drive shaft 8. The forward clutch 4 and the reverse clutch 24
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, while when the reverse clutch 24 is engaged, the engine rotation is transferred to 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 formed integrally with the drive shaft 8 and a fixed conical plate 40 facing the fixed conical plate 40. 6. Been V
While forming a letter-shaped pulley groove, the drive pulley moves in the axial direction of the drive shaft 8 by the hydraulic pressure acting on the drive pulley cylinder chamber 42.
It consists of a movable conical plate 44 which is an SF function. Note that the maximum width of the V-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 a pitot pipe 48, and a predetermined amount of oil is always supplied into the oil reservoir 47 by an oil pipe (not shown). Drive pulley 6 is V-belt 5
0, the driven pulley 51 is connected to a driven pulley 51 for transmission, and the driven pulley 51 is installed on a rotatable driven shaft 52. The driven pulley 51 includes a fixed conical plate 54 formed integrally with a driven shaft 52, and a hydraulic pressure and a spring 5 arranged opposite to the fixed conical plate 54 to form a V-shaped pulley groove and acting on a driven pulley cylinder chamber 56.
7, and a movable conical plate 58 that is movable in the axial direction of the driven shaft 52. As with the drive pulley 6, the axial movement of the movable conical plate 58 is limited by a stopper, not shown, to prevent it from exceeding the maximum V-shaped pulley groove width. Note that the pressure receiving area of the driven pulley cylinder chamber 56 is equal to that of the driving pulley cylinder chamber 42.
The pressure receiving surface Jl (approximately 1/2 of the
2 are interlocked. That is, the rotational force of the driven shaft 52 is transmitted to the ring gear 62 via the gear 60. 1. Differential case 64 & 4± with Nong Kia 62 installed.
, a pair of side gears 72 and 74 are provided which mesh with the pinion gears 66 and 68 to form a differential device 70. The side gears 72 and 74 have output shafts 76 and 78, respectively.
are concatenated. The rotational force input from the power transmission mechanism of the continuously variable transmission as described above and the crankshaft of the engine 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). The drive shaft 81 is transmitted through 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 pulley 6, and the belt 5.
0, is transmitted to the driven pulley 51 and driven shaft 52, and l, S
is further input to the ring gear 62 via the gear 60,
The rotational force is then transmitted to the output shafts 76 and 78 by the action of the differential device 70. During the above 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 7BL±1). It is rotated in the 1j-adic direction. Conversely, when the forward crank 14 is released and the reverse clutch 24 is engaged, the drive shaft 8 moves in the opposite direction to the input shaft 2, and the output shaft 76 and 78 rotates in the backward direction. During this power transmission, the movable ring 1 plate 4 of the drive pulley 6
By moving the movable circular l/λ plate 58 of the driven pulley 51 and the driven pulley 51 in the axial direction and changing the diameter of the tangent angle with the V belt 50, the driving 51
You can change the rotation ratio. For example, set the width of the V-shaped pulley groove of the drive pulley 6 to 4+2. By increasing the width of the V-shaped boob 1 groove of the driven pulley 51, the V-belt J bottom (+'j.
(2) The radius of the belt contact position becomes larger, resulting in a larger gear ratio. Movable circle lr” $1i 4
If 4 and 58 are moved in opposite directions, the gear ratio will become smaller as described above. Next, the hydraulic control system for this continuously variable transmission will be explained. As shown in FIG. 2, the hydraulic control device includes an oil pump 10, a line pressure regulating valve 102, a manual valve 104, a speed change control valve 106, a start adjustment/complete engagement control valve 108,
Speed change motor 110, speed change operation mechanism 112, thrower I/LE valve 114, starting valve 116, maximum speed ratio holding valve 12o, reverse inhibitor valve 122, lubrication valve 124
It consists of etc. The oil pump 10 is driven by the input shaft 2 as described above, and sucks the oil in the tank 130 through the strainer 131 and discharges it into the oil path 132.The oil discharged from the oil path 132 is transferred to the line pressure regulating valve 102. ports 146d and 146e of
The line pressure is regulated to a predetermined pressure as described below. The oil passage 132 also communicates with the port 192C of the throttle valve 114 and 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 136' corresponding to this valve hole 134.
spool 136 with b. 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. Port 134a is a drain port 1, and port 134b communicates with port 240c of reverse inhibitor valve 122 by oil passage 138. Further, the port 134c communicates with the port I/2o4a of the starting valve 116 through an oil passage 140, and the port 134d communicates with the piston chamber 36 of the forward clutch 4 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 134.
C is closed by a land 136b, the piston chamber 36 of the forward clutch 4 is drained through the oil passage 142 and the port 134d, and the piston chamber 38 of the reverse clutch 24 is drained through the oil passage 144 and the reverse inhibit valve 12.
2 ports 240b and 240c, oil passage 138 and port 134b. When the spool 136 is in the R position 1ξ, the ports 134b and 134C communicate between the lands 136a and 136b, and (
When the reverse inhibitor valve 122 is in the upper half state in the figure, the star) 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 with the star pressure of the oil passage 140. It is drained via 134d. When spool 136 is in the N position, port 1
34c is sandwiched between lands 136a and 136b and cannot communicate with other ports, while port 1
34b and 134d are both drained, so the screw chamber 38 of the reverse clutch 24 is drained as in the case of the P position.
and the screw I/N chamber 36 of the forward clutch 4 are both drained. When the spool 136 is in the D or L position, the ports 134c and 134d are connected to the land 136a.
and 136b, line pressure is supplied to the cylinder chamber 36 of the forward clutch 4, while the piston chamber 38 of the reverse clutch 24 is drained through the port 134b. As a result, when the spool 136 is in the P or N position, both the forward clutch 4 and the reverse clutch 24 are released, power transmission is interrupted, and the rotational force of the input shaft 2 is transmitted to the drive shaft 8. First, when the spool 136 is in the R position, the reverse clutch 24 is engaged (when the reverse inhibit valve 122 is in the upper half state in the figure), and the output shafts 76 and 78 are driven in the backward direction as described above. Further, when the spool 136 is in the D or L position, the forward clutch 4 is engaged and the output shafts 76 and 78
will be driven in the forward direction. In addition, D position and L
Although there is no difference in the hydraulic circuit between the two positions, the repositioning is electrically detected and the transmission motor 110 (described later) is operated so that the repositioning is electrically detected and the speed is changed according to a different transmission pattern. is controlled. The line pressure regulating valve 102 has six ports 146a, 14
A valve hole 146 having holes 6b, 146c, 146d, 146e and 146f, and five lands 148a, 148b, 148c, 148d and 14 corresponding to the 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 has a pin 156
The lever 158 is designed to receive a pressing force from one end of the lever 158, which swings with 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 15
0 moves to the right in the figure, and as the gear ratio becomes smaller, the sleeve 150 moves to the left in the figure. two springs 152
Of the springs 152 and 154, the outer spring 152 is always in a compressed state with both ends in contact with the sleeve 150 and the spool 148, respectively, but the inner spring 154 is compressed when the sleeve 150 moves more than a predetermined amount to the right in the figure. This is the first time it has been compressed. The port h146a of the line pressure regulating valve 102 is connected to the speed change control valve 106 via an oil passage 160.
It is connected to port 172a of. The port 146b is supplied with throttle pressure from an oil passage 162 or a throttle pressure circuit. Port 1-146c communicates with oil passage 164, which is a 1 m slipway. Line pressure is supplied to the ports 1-146d and 146e from an oil passage 132 connected to the line pressure circuit. Port 146f is a drain port. Note that ports 146a, 146b and 146
The inlets of e have orifices 166, 168 and 1, respectively.
70 is the default. In the end, the spool 148 of the line pressure regulating valve 102 is affected by the force exerted by the spring 152 (or the force exerted by the springs 152 and 154) and the port 146a.
The three rightward forces are the force exerted by the hydraulic pressure of port 146b on the area difference between lands 148a and 148b, and the force exerted by the hydraulic pressure (throttle pressure) of port 146b on the area difference between lands 148b and 148c, and lands 148d and 148c. The oil pressure (line pressure) of port 146e that acts on the area difference between
A force in the left direction called ``force'' acts on spool 1.
Reference numeral 48 controls the line pressure of the port 146e so that the force in the left and right direction is always balanced by adjusting the amount of oil leaking from the port 146cl to the port 146c. Therefore, the line pressure is
The higher the gear ratio is, the higher the oil pressure in port 146a (
As described later, this oil pressure acts only during sudden gear changes, and the higher the line pressure (the same oil pressure as the line pressure), the higher it becomes.
The higher the throttle pressure acting on 46b, the higher it becomes. Adjusting the line pressure in this way requires increasing the belt pressing force of the pulley as the gear ratio increases, and it is also necessary to rapidly supply oil to the pulley cylinder chamber during sudden gear changes, and the throttle pressure When the engine output torque is high (that is, the engine intake pipe negative pressure is small), the engine output torque is large, so the oil pressure is increased to increase the pushing force of the pulley and increase the power transmission torque due to friction. The speed change control valve 106 has four ports 1-172a, 172
A valve hole 172 having holes 172b, 172c, and 172d, and three lands 174a, 174b corresponding to this valve hole 172.
and 174c, and spool 17
4 to the left in the figure. As described above, the port 172a communicates with the port 1-146a of the line pressure regulating valve 102 via the oil passage 160, and the port 172b communicates with the oil passage 13 which is the line pressure circuit.
2, line pressure is supplied to the land 172.
c is in communication with the port 1-172 of the maximum gear ratio holding jf 120 via the oil passage 176, and is connected to the port 1-172.
d communicates with oil passage 164 which is a lubrication circuit

[7. Note that an orifice 177 is provided at the entrance of the port 172d. The left end of the spool 174 is the gear shift operation mechanism 11, which will be described later.
The second lever 178 is connected to the substantially central portion thereof by a pin 181. The axial length of the land 174b is the port 1
It is slightly smaller than the width of 72C. Therefore, Poe 1
The line pressure supplied to the port 172b flows into the port 172C through the gap between the left side of the land 174b and the port 172c, or a part of it flows into the port 172C.
The pressure in the port 172c is determined by the ratio of the areas of the two gaps, as the pressure in the port 172d is discharged from the gap between the right-hand side in the figure of b and the boat 172C. 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. Maximum gear ratio holding valve 120 (lower half shape m in the figure)
1) and the drive pulley cylinder chamber 42 via the oil passage 180.
SA will be provided to 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 cylinder chamber 56 is approximately 1/2 of the pressure receiving area of the driving pulley cylinder chamber 42, the V-belt is pushed (-J) relatively compared to the driving pulley 6 side.
As the force decreases, the width of the V-shaped pulley groove increases. 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 1 of the speed change control gp lO6 at approximately the center thereof.
74 and pin 181, lever 1
One end of 78 is connected to the end of the sleeve 150 in contact with the sleeve 150 by a pin 183 (for convenience of illustration, the pin 183 on the lever 158 and the pin on the lever 178 (Although 183 is shown separately, they are actually the same member), and the other end is connected to the rod 182 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 connects to the spool 1 of the speed change control valve 106 connected to the lever 178.
Move 74 to the right. With this, as mentioned above,
The movable conical plate 44 of the driving pulley 6 moves to the right, and the interval between the V-shaped grooves of the driving pulley 6 becomes smaller, and at the same time, the interval between the V-shaped grooves of the driven pulley 51 increases. , the gear ratio becomes smaller. lever 178
One end is connected to the lever 158 by a pin 183, so when the movable conical plate 44 moves to the right and the lever 158 rotates counterclockwise, the lever rotates around the pin 185 at the other end of the lever 178 as a fulcrum. 178 rotates counterclockwise. 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. Through such operations, the spool 174, drive pulley 6, and driven pulley 51 are stabilized at a predetermined speed ratio corresponding to 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; When the shift reference switch 298 is activated, 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 motor 110 is controlled? fl, it is possible to control the gear ratio of the continuously variable transmission. 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, it gradually returns to the center position). ). When the spool 174 moves largely to the left, ports 172a and 172b and lands 174a and 174b communicate with each other, and line pressure is supplied to the oil passage 160. The line pressure of the oil passage 160 acts on the port h146a 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. As a result, oil can be rapidly fed into the driven pulley cylinder chamber 56 and the speed can be changed quickly. Variable speed motor (in the following explanation, "step motor")
) 11o is the transmission control device 300
The rotational position is determined in response to the pulse number signal sent from. The pulse number signal from shift control device 300 is given according to a predetermined shift pattern. The start adjustment/complete engagement control valve 108 is provided coaxially with the rod 182 of the speed change operation mechanism 112. The control valve 108 for star), adjustment, and full engagement is at port 186a.
A valve hole 186 having ~186e and a land 187a~1
It consists of a spool 187 having a diameter 87c and a spring 189 interposed between the spool 187 and the rod 182. Ports 186a and 186e are drain ports. port) L86b and 186d are oil passages 19
It communicates with port 204C of starting valve 116 via port 204C. Port 186C is connected to oil passage 164, which is a lubricating oil circuit. Poe I 186b and 186
Orifices 201 and 203 are provided at the inlets of c, respectively. Note that the free length of the spring 189 is jI
7<, so that the engine is compressed only when the engine/end 182 moves to the right near the maximum gear ratio. This start adjustment/complete engagement control valve 108 is connected to the oil passage 164.
It has a function of supplying start adjustment pressure according to the force of the spring 189 to the oil passage 190 using hydraulic pressure supplied from the spring 189. That is, the force of the spring 189 and the port 186 acting on the area difference between the lands 187a and 187b
port 186c so that the force due to the hydraulic pressure of b is balanced.
The gap is adjusted. Furthermore, as in the case of a double series, the force of the spring 189 acts when the rod 182 moves close to the maximum gear ratio, so the start adjustment pressure is the same as that of the rod 1.
This is obtained near the maximum gear ratio position of 82 and in the overstroke region. Throttle-j'r114 is Paul l-192a, 19
Valve hole 1 with 2b, 192c, 192d and 192e
92, three lands 194a corresponding to the valve hole 192,
It consists of a spool 194 having 194b and 194c, a spring 196 that pushes the spool 194 to the right in the figure, and a negative pressure diaphragm 198 that applies a pushing force to the spool 194. Negative pressure diaphragm 198 applies a force inversely proportional to the negative pressure to spool 194 when engine intake pipe negative pressure is lower than a predetermined value (for example, 300 mmHg) (close to atmospheric pressure), If it is higher than the value, no force is applied at all. port) 192a communicates with an oil passage 164 that is a lubrication circuit, ports 192b and 192d communicate with an oil passage 162 that serves as a throttle pressure circuit, and ports 1-192c
is in communication with the oil passage 132 which is a line pressure circuit, and the port 192e is a drain port. Poe 1-19
An orifice 202 is provided at the inlet of 2d. The spool 194 has a port 19 that acts on the force of the spring 196 and the force of the negative pressure diaphragm 198, which are directed toward the right in the figure, and the area difference between the lands 194b and 194c.
A force due to hydraulic pressure 2d, which is directed to the left in the figure, acts, but the thrower valve 114 uses the line pressure of port 1-1920 as a pressure source and connects port 192a to #J1 output port so that the force in both directions is balanced. It performs the well-known pressure regulating action. As a result, a throttle pressure corresponding to the force exerted on the spring 196 and the negative pressure diaphragm 198 is generated in the ports 192b and 192d. The throttle pressure obtained in this way is regulated according to the engine intake pipe negative pressure, so the engine output!・Compatible with Luk. That is, if the engine output torque is large, the throttle pressure will also be correspondingly high. The starting valve 116 is a port l-204a, 204
Valve hole 20 with b, 204c, 204d and 204e
4, lands 206a, 206b, 206c and 206
The spool 2o6 is made up of a spool 2o6 having a diameter d (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 port 1-204a communicates with an oil passage 140 connected via an orifice 210 to an oil passage 162 that is a throttle pressure circuit. The port 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. The port 204c is connected to the port 186b of the start adjustment/complete engagement control valve 108 via the oil passage 190.
and 186d. The port 1-204'd communicates with the pitot tube 20 through an oil passage 214. That is, a signal hydraulic pressure corresponding to the rotational speed of the input shaft 2 (that is, an engine rotational speed signal hydraulic pressure) is supplied to the port 204d. Port 204e is drain port 1. Orifices 216 and 218 are provided at the inlets of port 204c and port 204d, respectively. The starting valve 116 has a function of discharging oil from the port 204a to the port 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. That is, when the spool 206 is located toward the left side in the figure, the hydraulic pressure at the port 204a is high because the gap from the port 204a to the port 204b is small, and conversely, when the spool 206 moves to the right in the figure, the oil pressure at the port 204a is high. 204a to port 204b
The gap between the holes becomes larger and the amount of oil leaks increases.
04a oil pressure becomes low. Note that since 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, the oil passage 14
Even if the zero oil pressure becomes low, the throttle pressure in the oil passage 162 is not substantially affected. The position of spool 206 is determined by the rightward forces of the start pressure acting on land 204a, the force of spring 208, and the force due to hydraulic pressure (start adjustment pressure) acting on the area difference between lands 206a and 206c, and lands 206C and 206d. It is determined by the balance with the leftward force of the hydraulic pressure of the port h204d (engine rotational speed signal hydraulic pressure) acting on the area difference between the two. That is, the higher the start adjustment pressure of the oil passage 190, the lower the start pressure of the oil passage 140, and the higher the engine rotation speed signal oil pressure, the higher the start pressure. Therefore, the star I 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 reverse clutch 24),
This is gradually tightened to enable a smooth start. When the start progresses to a certain extent, the rod 182 moves to the right due to the action of the step motor 110, the start adjustment pressure becomes 0, and the -sk and -t pressures increase. As a result, the forward clutch 4 (or the reverse clutch 24) is securely engaged and there is no slippage. Note that the starting 5 (116) adjusts the throttle pressure according to the engine output torque supplied to the port 204a and supplies it to the forward clutch 4 and the reverse clutch 24. Unnecessarily high oil pressure is not applied. This is suitable for the durability performance of the forward clutch 4 and the reverse clutch 24.
Valve hole 230 with 0b, 230c, 230d, 230e and 230f and lands 232a, 232b and 23
It consists of a spool 232 having a diameter of 2C and a spring 234 that pushes the spool 232 to the left in the figure. Port 230a comes from oil line 188! The V-movement rotation speed signal oil pressure is guided, and the po) 23'Oc is the oil path 180.
It communicates with the drive pulley cylinder chamber 42 and the port h240d of the heath inhibitor valve 122, and the port 230cl communicates with the speed change control valve 10 via an oil passage 176.
6) is connected to 172c. Port 230b is drained via oil passage 200, and port 230f is drained via oil passage 200.
is the drain port. Ports 230a and 230e
Orifices 236 and 238 are provided in the person. Lands 232a and 232b have the same diameter, and land 2
32C has a smaller diameter than these. This maximum gear ratio holding valve 120 is a valve that achieves the maximum gear ratio at the time of starting regardless of the state of the gear change control valve 106. 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 0, so there is no force pushing the spool 232 in the right direction in the figure, and the spool 2
32 is pushed by a spring 234 and is in the state shown in the upper half of the figure. Therefore, the drive pulley cylinder chamber 42
is drained through the oil passage 180, port 1-230c, port 230b, and oil passage 200, and the continuously variable transmission is always in the maximum gear ratio state. In this state, spool 2
Pau 1-230 acting on the area of land 232a of 32
The rightward force in the figure due to the oil pressure at port 230e (drive pulley rotation speed signal oil pressure) acts on the area difference between lands 232b and 232c.The leftward force due to the oil pressure at port 230e (engine rotation speed signal oil pressure) and spring 234 It is maintained until the force is overcome. That is, the maximum gear ratio remains until the forward clutch 4 starts to be engaged and the drive pulley 6 starts rotating at a certain speed (that is, the slippage of the forward clutch 4 becomes small). When the drive pulley 6 begins to rotate at a speed higher than a predetermined speed, the maximum gear ratio holding valve 120 changes to the lower half position in the figure, and the ports 230c and 230d communicate with each other, causing the drive pulley cylinder chamber 42 to shift gears. Hydraulic pressure is supplied from the control valve 106, and the continuously variable transmission becomes capable of shifting 1 m. Once the spool 232 of the maximum gear ratio holding valve 120 reaches the state shown in the lower half of the figure, the hydraulic pressure that was acting on the area difference between the lands 232b and 232c is drained from the ports 1-230f, so that the spool 232 does not return to the position shown in the upper half until the drive pulley rotation speed signal oil pressure becomes very low. In other words, the vehicle speed drops to the valve path and stops 1.
- the spool 232 returns to the position shown in the upper half immediately before;
The maximum gear ratio is reached. Note that the drive pulley rotation speed signal oil pressure is 0 when the drive boob 96 is rotating in the reverse direction (that is, when the reverse clutch 24 is operating), so the maximum gear ratio is always maintained even when reversing. state. The reverse inhibitor valve 122 has ports 240a, 2
a valve hole 240 having 40b, 240C and 240d;
Spool 2 with lands 242a and 242b of equal diameter
42, and a spring 244 that pushes the spool 242 to the right in the figure. The port 240a is a drain port I, the port 240b communicates with the piston chamber 38 of the reverse clutch 24 via an oil passage 144, and the port 240c communicates with the port 134b of the manual valve 104 via an oil passage 138. The port 240d is connected to an oil passage 180 that supplies hydraulic pressure to the drive pulley cylinder chamber 42. This reverse inhibit valve 122 is
This valve prevents the reverse clutch 24 from operating when the manual valve 104 is mistakenly selected to the R position during forward travel. When the vehicle is stopped, the hydraulic pressure in the oil passage 180 (that is, the drive pulley cylinder chamber 42) is drained by the action of the maximum gear ratio holding valve 120 described above. Therefore, no leftward force in the figure acts on the spool 242 of the reverse inhibitor valve 122, so the spool 242 is pushed by the spring 244 to the position shown in the upper half of the figure, and the ports 240b and 240C are in communication. . When the manual valve 104 is selected to the R position in this state, the hydraulic pressure of the port 134b of the manual valve 104 is supplied to the piston chamber 38 of the reverse clutch 24 via the oil passage 138, port 240C, port 240b, and oil passage 144. Ru. 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 in the position shown in the lower half of the figure until just before it stops, and the oil passage 18
0 is supplied with hydraulic pressure from an oil passage 176. Since this oil pressure acts on the holes 1 and 240d of the reverse inhibitor valve 122, the reverse inhibitor valve 122 enters the state shown in the lower half of the figure, and communication between the oil passages 138 and 144 is blocked, and the reverse clutch 240d is blocked. The hydraulic pressure in the piston chamber 38 is drained from the port 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. As a result, it is possible to prevent the power transmission mechanism from being damaged due to backward movement during forward travel.
and a valve hole 250 having a diameter of 250d and a land 25 of equal diameter.
It consists of a spool 252 having 2a and 252b, and a spring 254 that pushes the spool 252 to the left in the figure. The boat 250a is connected to an oil passage 164 communicating with the downstream side of the cooler 260, and the boat 1-250b
is connected to the oil passage 162 which is a throttle pressure circuit, the bow 250c is connected to an oil passage 258 communicating with the upstream side of the cooler 260, and the bow 250d is connected to the oil passage 200 which is a drain circuit. ing. This lubricating valve 1
24 is a baud) 250. 24 is a baud) 250. The oil pressure of a is set to a constant oil pressure corresponding to the spring 254, and this is supplied to the oil path 164. The oil in oil passage 164 is used to supply and lubricate rotary canals 16 and 46, and then drained to tank 130. Next, the speed change control device 300 that controls the operation of the speed change motor (step motor) 110c7) 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.
, shift position switch 304, speed change reference switch 298. Electric signals from an engine coolant temperature sensor 306 and a brake sensor 307 are manually input. An engine rotation speed sensor 301 detects the engine rotation speed from the ignition pulse of the engine, and a vehicle speed sensor 302 detects the vehicle speed from the rotation of the output shaft of the continuously variable transmission. A throttle opening sensor (or negative pressure sensor) 303 detects the throttle opening of the engine 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 indicates that the aforementioned manual valve 104 is set to P, R,
Detect the position of N, D, or L. The speed change reference switch 298 is connected to the speed change operation mechanism 112 described above.
This is a switch that is turned on when the rod 182 of the gear ratio is at the highest position. be). Engine coolant temperature sensor 306 generates a signal when the engine coolant temperature is below a certain value. Brake sensor 307 detects whether the vehicle's brakes are being used. The signals from the engine rotational speed sensor 301 and the vehicle speed sensor 302 are each sent to a waveform shaper 30.
8 and 309 to the input interface 311, and the voltage signal from the throttle opening sensor (or intake pipe negative pressure sensor) 3o3 is converted into a digital signal by the AD converter 310 and sent to the input interface 3.
Sent to 11. The speed change control device 300 includes an input interface 311, a CPU (central processing unit) 313, a reference pulse generator 312, and a ROM (read only memory).
314, RAM (random access memory) 315,
and an output interface 316, which are communicated by an address bus 319 and a data bus 320. (The quasi-pulse generator 312 is
313 is generated. ROM'
314 stores a program for controlling the step motor 110 and data necessary for the control. R
AM315 has information from each sensor and switch,
Temporarily stores parameters necessary for control. An output signal from speed change control device 300 is output to step motor 110 via amplifier 317. Next, the details of the specific control of the step motor 110 performed by the speed change control device 300 will be explained. Control can be broadly divided into start/complete engagement control routine 50
0 and a step motor control routine 700. First, start and complete engagement control will be explained. The start/complete engagement control routine 500 is executed in steps 4(a) and (
b) As shown in the figure. The starting-complete engagement control routine 500 is as follows:
When the engine is idling, the start pressure is adjusted via the start adjustment/complete engagement control valve 108 and the starting valve 116, and the forward clutch 4 (or reverse clutch 24) is in a state just before starting to be engaged or in a slightly engaged state. It also has a function of completely engaging the forward clutch 4 (or the reverse clutch 24) after starting. This start/complete engagement control routine 500 is executed 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 5).
01), the vehicle speed V is read from the vehicle speed sensor 302 (503), and then in step 505 it is determined whether the vehicle speed V is less than a predetermined small value 0,
If it is less than the predetermined value Vo, it is determined in step 507 whether the throttle opening TH is less than a predetermined small value THO, and the throttle opening degree TH is determined to be less than the predetermined value THo (that is, the vehicle stops,
If the engine is in an idling state), the process advances to step 509 and reads the engine rotation speed N from the engine rotation speed sensor 301.
If it is determined in step 7 that V>Vo or T H > T H,0, the process proceeds to step 602. After reading the engine speed NE in step 509, it is determined whether NF is smaller than a predetermined value Nn (step 511).
). Nn is the idle rotational speed in a state where the engine is normally operated after completion of warm-up. If NE≦Nn (that is, the engine is in a stable state), the process advances to step 513 and the number of pulses Mo of the step motor drive signal is determined.
is set to a value n corresponding to the boundary of the overstroke region in which the shift reference switch 298 is activated. Note that the number of pulses M=O corresponds to the position of the step motor 110 at the end of the overstroke region where the rod 182 of the speed change operation mechanism 112 moves farthest to the left in FIG. If NE > Nn (i.e., the idle rotation speed is high due to the action of the choke, the operation of the data compressor, etc.), then set the comparison reference engine rotation speed N Japan/US as Nn (i.e., normal idle state). P
I315), the corresponding address j of ROM314
is set to the number of frames jO (517). Next, the actual engine rotational speed NE is compared with the comparison reference engine rotational speed N in Japan and the US (519). When the actual engine rotational speed NE is smaller than or equal to the comparison reference engine rotational speed NE7, the address of the ROM 314 in which the pulse number data MO corresponding to the actual engine rotational speed NE is stored is given in the frame number jO, Data MO of address of frame number jO
(a value slightly smaller than n) is read out (525). Note that the data Mo is as shown in FIG.
It is stored in the ROM 314 in correspondence with each idle rotation speed (the value of Mo becomes smaller as the idle rotation speed increases). Conversely, if the actual engine rotational speed NE is greater than the comparison reference engine rotational speed N Japan/US, a predetermined increment ΔNE is added to the comparison reference engine rotational speed N Japan/US.
521), and the number of slots j is also added by a predetermined increment Δj (523). Thereafter, the process returns to step 519 and the actual engine rotation speed N1Y is compared with the comparison reference engine rotation speed NEIK. This series of processing (51
9. By repeating 521 and 523) several times,
The number j of address frames in the ROM 314 in which data Mo corresponding to the actual engine speed NE is stored is q. In this way, data Mo corresponding to address j is read out, and the process advances to step 602. Data MO as above
After setting, the data of the shift reference switch 298 of the previous routine is read out in step 602, and then in step 2 PRO 03 it is determined whether the shift reference switch 298 was on in the previous routine. If the shift reference switch 298 was off in the previous routine, the shift reference switch 29 in the current routine
8 is on (step 604), and if it is on, the pulse number data M is set to the MO determined as described above (step 605), and step 607
Proceed to. Further, if the shift reference switch 298 of the previous routine is on in step 603, it is determined whether the shift reference switch 298 of the current routine is on (step 606), and if it is on, the process advances to step 607. In step 607, a search is made for the fully engaged vehicle speed VOH. In addition, the number of pulses M. The value n corresponds to the position of the step motor 110 immediately before the rod 182 of the speed change operation mechanism 112 moves to the left in FIG. 2 and enters the overstroke region, that is, when the speed change reference switch 298 is turned on. ing. Further, the value of the data MO is such that the lot 182 is moved in the direction in which the overstroke becomes larger as the idle rotation speed becomes higher. Details of the fully engaged vehicle speed search routine 607 are shown in FIG. As shown in FIG. 7, the fully engaged vehicle speed VON is stored in the ROM 314 in correspondence with each throttle opening. In the complete engagement on vehicle speed search routine 607, first, the comparison reference thrower opening degree TH is set to O (i.e.
The address i of the ROM 314 corresponding to this is set to 11 (idle state) (691).
92). Next, the actual throttle opening TH and the comparison reference throttle opening TH* are compared (693). The actual throttle opening TH is the comparison standard Thron) Le opening TH7
If it is smaller than or equal to , the address of the ROM 314 in which the fully engaged on vehicle speed data VON corresponding to the actual throttle opening TH is stored is given by lit, and the fully engaged on vehicle speed data at the address of the count iI is given. V
The value 1181 is read (696). Conversely, if the actual throttle opening TH is larger than the comparison base throttle distance TH, a predetermined increment △TH* is added to the comparison reference throttle TH' (694), and the count i is also set to a predetermined value. Add the 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 processing (693, 694 and white 95) several times, the count i of the address of the ROM 314 where the fully engaged vehicle speed data V 118 corresponding to the actual throttle opening TH is stored is obtained. It will be done. In this way, the fully engaged vehicle speed data corresponding to address 1 V ON
Read and return. Next, the fully engaged vehicle speed V read out as described above. When the actual vehicle speed V is larger than the fully engaged vehicle speed data V11N, the fully engaged flag F is set to 1 in step 611, and then the data is set in step 613. MO to M
The process changes to o=n and proceeds to step 631. In step 631, it is determined whether the pulse number data is M or MO, and if it is M, the process proceeds to step 614. In step 614, M<Mo (in this case, M<Mo
n), and if M<Mo, the process proceeds to step 615. In step 615, it is determined whether the timer value T is negative or 0, and if the timer value T is positive, a predetermined subtraction value △T is subtracted from the timer value T and this is set as a new timer value. set as 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 timer 1IIT becomes O 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 (619). i?4 T + should be set to 621
), pulse (iM is the current number of step motor pulses M
Please set it again by adding 1 to P]623),
It outputs a step motor drive signal that has been shifted one step in the upshift direction (647) and returns. As a result, the step motor 110 is shifted in the upshift I direction by 1?
It is rotated by ii position. By repeating the above routine, the value of M increases, and when it is confirmed in step 631 that M = Mo has been reached, the process proceeds to step 651. Note that even if the shift reference switch 298 of the current routine is off in steps 604 and 606, step 65
Go to 1. Further, when it is determined that M > Mo in step 614, M = M in step 631 through steps 635 to 647, which will be described later. After that, the process proceeds to step 651. In step 609, in the case of v voN, the vehicle speed at which the complete engagement should be released (complete engagement off vehicle speed) data v
A routine (625) for searching opr is executed. This search routine 625 is basically the same as the search routine 6.7 that searches for fully engaged on vehicle speed data V open (the only difference is the input data as described below).
Therefore, the explanation will be omitted. The fully engaged on vehicle speed data voh and the fully engaged off vehicle speed data VOFF have a relationship as shown in FIG. That is, hysteresis is provided as V ON > V OFF. This prevents hunting from occurring. In addition, vehicle speed data V ON and V
As shown in FIG. 8, it is preferable that OFF is determined to increase in accordance with the throttle level TH. Next, the fully engaged off vehicle speed take V nfF 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 0 (629) Step 631
If the actual vehicle speed V is high, it is determined whether the complete engagement flag F is O or not (633). If F=O, the process proceeds to step 631, and if F=1, the process proceeds to step 613. move on. In step 631, the pulse number data M
It is determined whether or not M
If <Mo, proceed to step 615 described above;
If M≧MO, the process advances to step 635. In step 635, it is determined whether the timer value T is 0 or negative (635), and if the timer @T is positive, a predetermined subtraction value ΔT is subtracted to set the timer value T (637).
The same step motor drive signal as in the previous routine is output (647), and the routine returns. By repeating this, the subtraction value ΔT is repeatedly subtracted from the timer (tDT), so after a certain period of time, the timer value T becomes 0 or negative. Move the pump mork drive signal one step in the downshift direction (same 6
41). Also, the timer value T should be set to a predetermined positive value T1 (643), and the number of pulses M should be reset to the current number of step motor pulses M minus 1 (64).
'5), outputs the step motor drive signal that has been moved 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, the value of M gradually decreases, and when M=MO is reached, the process advances from step 631 to step 651. 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 n.
(653) If M#n, return; if M=n, proceed to step 705 of 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=n. The operation of the start/complete engagement control routine 500 will be summarized and explained in each case as follows. First, if the shift reference switch 298 was off in the previous routine and turned on in the current routine (steps 603→604
→605→607→609). Set the number of pulses M to MO. Next, if ■≧V ON, step motor 110
does not move. In other words, it remains fully engaged (
611t613-63]y+651),
If V is open, V and v oF are compared, and V≦v n
If rr, step motor l until M = Mo
1.0 to the overstroke area side to release the complete engagement (steps 625 → 627 → 629 → 631
→614→635→(637)→641→643-+
645 + 647), V > V II) F
If it is fully engaged in the previous routine, the step motor 110 will be rotated until M=n, and the fully engaged state will remain on) (step 627 → 633 →6
13+631→614→615→(617)→619+
621 → 623 → 631 → 651), and if the step motor 110 was not fully tightened in the previous routine,
= M o (complete engagement remains off) (steps 627 -> 633 -> 631 and subsequent steps). As mentioned above, the shift reference switch 298 is
Since the rod 182 of the gear shift operation mechanism 112 is configured to turn on just before entering the overstroke region, when the accelerator pedal is suddenly depressed while driving, or so-called kick town, the rod 182 is set to the position where the gear ratio is maximized. Although the shift reference switch 298 is turned on, the complete engagement is maintained because V > V ON. 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). Proceed to step 651. If the shift reference switch 298 was on in the previous routine and is also on in the current routine (step 603-+60
6-607). If V≧V, , then rotate the step motor 110 until M=n is reached in step 609→6.
11 → 613 → 631 → 614 → 615 → (617) →
619→621→623→647), completely tie the clutch and proceed to step 651. If you say vku■, then ■ and V
,, [Compare ■≦■11 [“If M = M
Rotate the step motor 110 until o (complete engagement is turned off) (steps 627 → 629 → 63
1 → 635 → (637) → 641 → 643 → 645 → 6
47). If V > VoFF (i.e., V l
lIr<V<V. 8), and if it was fully engaged in the previous routine, step motor 11 until M-n is reached.
Rotate 0 step 627 → 633 → 613 → 631
→ 614 → 615 or less), if the engagement was completely off in the previous routine, step motor 11O until M = Mo
Rotate (steps 627 → 633 → 631 → 614
→635 or less). That is, the fully fastened on or off state as in the previous routine is maintained. When the transmission base switch 298 was on in the previous routine and off in the current routine (step 603→606). Proceed to step 651. Step motor control routine 700 from step 651
The process proceeds to step 1 when the connection is completely on and M=n as described above. Next, a control routine 700 for the step motor 110 will be explained. A step motor control routine 700 is shown in FIG. This step motor control routine 700 is performed at step 653 of the complete engagement control routine 600 where M=
n (i.e., executed when the flange is fully tightened). First, the shift position is read from the shift position switch 304 (705). Next, it is determined whether the shift position is at the D position (707). If so, the D range shift pattern search routine (720) is executed. DL/NJ shift pattern search routine 720
It is executed as shown in the figure. In addition, the step motor nozzle number data ND for the D range gear changer is the 11th
As shown in the figure, 3144 ROMs are stored. That is, the vehicle speed is arranged in the horizontal direction of the ROM 314, and the throttle opening force is arranged in the vertical direction (34i speed or higher as you go to the right, and throttle 7 torque 15 as you go downwards). ). In the D range shift pattern search routine 720,
First, let us assume that the standard throttle opening TH' is O (that is, the idle state), and the throttle opening TH' is 721).
Address j+ of ROM 314, which is set to
I Kensada Suru (same 722). Next, the actual throttle hearing degree T) (and the comparison reference throttle degree 156 degrees TH') are set to 1.
By comparison (723), the actual slot opening TH;
When lj is large, the comparison reference throttle opening TH'
Add a predetermined increment ΔTH' to
A predetermined increment Δj is also added to (725). After this,
Again, compare the actual throttle opening TH with the reference throttle opening T.
H' (723), actual throttle opening TH
is larger, steps 724 and 725 described above
After doing this, step 723 is executed again. Such a series of processing (steps 723, 724 and 725)
By doing this, a count j corresponding to the actual throttle opening TH is obtained at the time when the actual throttle opening TH becomes smaller than the comparison reference throttle opening TH'. Next, the same process as above is performed for the vehicle speed V (step 7).
26.727.728.729 and 730). As a result, a count k corresponding to the actual vehicle speed ■ is obtained. Next, add the counts j and k obtained in this way.
1) Obtain the address corresponding to the actual throttle opening TH and vehicle speed V, and read the step motor pulse number data ND from the corresponding address in the ROM 314 shown in FIG. 11 (732). The number of pulses ND thus read indicates the target number of pulses to be set at the current throttle opening TH and vehicle speed V. This number N+) is read, the shift is shifted to the D range, the turn search routine 720 is completed, and the process returns. In step 707 shown in FIG. 9, if it is not in the D range, it is determined whether the force is in the L range (117L).
(709), if it is in the L range, search for an L range shift pattern search routine (740). L
The range shift pattern search routine 740 has basically the same configuration as the P range shift pattern search routine 720, and the step motor pulse number data NL stored in the ROM 314 is the pulse number when the step motor pulse number data NL is in the D range. It is only different from the pulse number data ND (the difference between the pulse number data ND and NL will be described below). Therefore, detailed explanation of 3T and 1 will be omitted. As shown below, after searching for the target step motor pulse number data ND or t±NL in accordance with the shift position in step 720 or 740j,
Read the signal of the speed change reference switch 298 (778
), determines whether the shift reference switch 298 is on or off (779). If the shift reference switch 298 is off, the current step motor pulse stored in the RAM 315 is determined. The number NA is read out (78'l). This pulse number NA is used as a signal for driving the step motor 110 by the speed change control device 3.
This is the number of pulses generated by 00, and if there is no electrical noise etc., the step motor 110
The actual rotational positions E and l always correspond to each other on a one-to-l basis. If the shift reference switch 298 is in the on state in step 779, the current pulse value N of the step motor 110 is set to n (step 780). The shift reference switch 298 is set to be turned on when the rod 182 of the shift operation mechanism 112 is at the maximum gear 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 changing the pulseless number from 8 to n when the speed change reference switch 298 is on, when the step motor 110 is at the maximum speed change ratio Y, the pulse gb NΔ is always nu.
It will happen. In this way, the l/
By correcting the pulse number NA to n by X, if a discrepancy occurs between the actual rotational position of the step motor 110 and the pulse number NA due to electrical noise, etc., it is possible to make them coincide with each other. Therefore, there is no problem that electrical noise accumulates and the actual rotational position of the step motor 110 does not correspond to the number of pulses NA.Next, in the step step 783, the searched target number of pulses N6 or (or Compare the magnitude of NL and the actual pulses R, N△. If the actual pulse number NA and the target pulse number ND are equal to NL, the target pulse number No or NL (-to the pulse number N) is n. (785).If the target pulse number NO or NL is not n, that is, if the gear ratio is the largest (L/), then the step motor drive signal is the same as in the previous routine. (This will be described later) is output 1° (811) and returned. Target number of pulses N. Or, if NL is n, read the data of the speed change reference switch 298 (713) and turn it on/off. (715).Shift reference switch 298
is on, set the actual pulse number NA to n and set it to 717.
), the step motor timer value T, which will be described later, is set to 0 (718), and the same step motor drive signal as in the previous routine corresponding to the number of pulses n is output (811). In step 715, the speed change knob <B switch 298
is off, steps from step 801 to be described later are executed. Next, in step 783, if the actual pulse number N is smaller than the target pulse number ND or N, it is necessary to drive the step motor 110 in the direction of increasing the pulse number. First, determine whether the timer value T in the previous routine was negative or 0.
If is positive, subtract a predetermined subtraction value ΔT from the timer value T and set this as the new timer value T.
), outputs the same step motor drive signal as in the previous routine (811), and returns. This step 789
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 step motor 110
The drive signal of (7) is moved one step in the upshift direction.
91), set the timer value T to a predetermined positive value T1.
93), the current number of pulses NA of the step motor is added by 1 (795), and 1 in the upshift direction.
Moved stage 1. Output the motor drive signal (
811) Return. This causes the step motor 110 to rotate by one unit in the upshift direction. In step 783, is the current step motor pulse number N the target pulse? JNl) or NL, it is determined whether the timer value T is O or negative (801), and if the timer value T is positive, a predetermined subtraction value △T is subtracted and the timer value is Assuming the value T (803), step 1. is the same as the previous routine. 8 to output the motor drive signal.
11), Return. By repeating this, the timer value T is also repeatedly subtracted by the subtraction value ΔT, so that after a certain period of time, the timer value T becomes O or negative. When the timer value T becomes O or negative, move the step motor drive signal one step in the downshift direction (805)
. In addition, the timer value T is set to a predetermined positive value T1 (807), and the current step motor pulse g&NA
by 1 (809), downshift I direction by 1
8 to output the step motor drive signal that has been moved step by step.
11), Return. As a result, step motor 1
10 is rotated by one unit in the downshift direction. Here, I will explain about the step motor drive signal 1. FIG. 12 shows the drive signal for the step motor. Four output lines 31 wired to the motor 110
7a, 3] 7b, 317C, and 317d (see Figure 3) have four signal combinations, A-D, and A→B.
-C-+D-A, the step motor 110 rotates in the upshift direction, and conversely, D+C
When a drive signal is applied like -B→A+D, the step motor 110 rotates in the downshift direction. Therefore, 4
If two drive signals are arranged as shown in the t513 diagram, the 12th
In the figure, driving (upshifting) from A-+B to CD is the same as moving the signal to the left in FIG. 13. In this case, the bit3 signal is transferred to bito. Conversely, driving (downshifting) D+C-+]3-A in FIG. 12 corresponds to moving the signal to the right in FIG. In this case, biLO's it
<'= is moved to b[t3. Output lines 317a, 317b, 31 during upshift
7c and 317d, Article 12!
Shown in Figure 4. Here, the time in each state of A, B, C, and D is determined by the timer (
i(j T I. As mentioned above, if the actual number of pulses (i.e., actual gear ratio) is smaller than the target number of pulses (i.e., target gear ratio), the step motor drive signal (791), it functions as a signal to rotate the step motor 110 in the upshift direction.On the other hand, when the actual gear ratio is larger than the target gear ratio, the step motor drive signal is shifted to the right. (8°5)
), it functions as a signal for rotating the step motor 110 in the downshift direction. Further, when the actual speed ratio matches the target speed ratio, the drive signal is outputted in the same state as before 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 the above-mentioned step 7o9 (Fig. M9) is not in the L range, that is, in the R, P or N range, steps from step 713 are executed. That is, the operating state of the shift reference switch 298 is read (713), and it is determined whether the shift reference switch 298 is on or off (715).
8 is on, the actual pulse number NA indicating the actual number of pulses of the step motor is set to n (717) and the step motor timer value T is set to O (718). Next, the routine outputs the step-moke drive signal in the same state as the previous routine (811) and 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. Next, the operations obtained by the start/complete engagement control routine 500 and the step motor control routine 700 will be collectively explained based on FIG. 15. In Figure 15, the number of pulses of the step motor is plotted on the horizontal axis.
The vertical axis shows the start adjustment pressure (and gear ratio). When the number of pulses is n, the speed change (to switch 298
is switched, and this point is the maximum gear ratio position, and as the number of pulses increases beyond this point, the rod 182 moves to the right in FIG. 2, and the gear ratio becomes smaller. The start adjustment pressure at the number of pulses n is Pn, and the star I pressure obtained by the starting valve 116 at this time is in a state where the clutch is just about to be engaged or slightly engaged (
Basic pressure before the start). When the engine is in a steady state, oil pressure is added according to the engine rotation speed from this state, the clutch is gradually engaged, and after the start is completed, the number of pulses increases, and at point A, the clutch engagement force is maximum, and the clutch will no longer slip in the area where the engine is used. In a situation where the engine idle speed is high,
The number of pulses is, for example, mO smaller than n, and the start adjustment pressure is Pmo. In this case as well, the start pressure is the pre-start reference pressure at which the clutch is immediately or slightly engaged, as in the case described above. That is,
The engine rotation speed signal oil pressure has also increased to compensate for the increase in the start adjustment pressure (because the idle rotation speed is high). When the vehicle is started from this state, oil pressure corresponding to the engine rotational speed is added to the start pressure, and the clutch is gradually engaged. When the vehicle speed exceeds the fully engaged vehicle speed, the number of pulses of the step motor decreases to mO.
(changes from n to star)・Adjustment pressure changes from Pmo to P'n
The starting pressure suddenly increases. Therefore, the clutch is completely engaged, and thereafter operates in the same manner as in the case described above. After starting and fully engaging, the number of pulses becomes larger than n, and a gear ratio corresponding to the number of pulses can be obtained. After all, as described above, by controlling the step motor 110, it is possible to control the oil pressure (pre-start reference pressure) supplied to the clutch before starting, control the complete engagement of the flanch, and control the speed change. (f) As described in detail, the present invention provides a speed change control valve that adjusts the distribution of hydraulic pressure between the cylinder chambers of the driving and driven pulleys, and a speed change operation that controls the position of the spool of the speed change control valve. a variable speed motor that can set the position of a rod connected to the variable speed operating mechanism in accordance with a given electric signal; a hydraulic engine rotational speed detection device that detects the engine rotational speed as a hydraulic signal; and a given start. a starting valve that sets a pre-start reference pressure according to the adjustment pressure and uses the engine rotation speed signal oil pressure as a control signal oil pressure to regulate a clutch supply pressure obtained by adding the pre-start reference pressure and the oil pressure according to the engine rotation speed; In the control device for a continuously variable transmission, the start adjustment pressure is regulated in accordance with the position of the rod in the vicinity of the maximum gear ratio position of the rod whose position is set by the speed change motor, and in an overstroke region beyond this. A start adjustment/complete engagement control valve is provided to supply the starting valve, so only the variable speed motor (step motor) can be used.
It is possible to control the clutch supply pressure before starting, start control, complete clutch engagement control, and speed change control, and it is possible to achieve the effects of reducing costs and reducing the ffi of the device. In addition, the star) adjustment pressure is regulated according to the step morph position, so the influence of oil temperature is extremely small.
Does not require temperature compensation.

[Brief explanation of the drawing]

Figure 1 is a sectional view of the V-belt continuously variable transmission, Figure 2 is a diagram showing the entire hydraulic control device, Figure 3 is a diagram showing the speed change control device, and Figures 4 (a) and (b) are for starting.・A diagram showing the complete engagement control routine, FIG. 5 is a diagram showing the storage arrangement of pulse number data, and FIG. 6 is a diagram showing the complete engagement on vehicle speed search routine.
Figure 7 is a diagram showing the storage arrangement of fully engaged vehicle speed data;
Fig. 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, and Fig. 11 shows the storage arrangement of pulse number data. Figure 12 is a diagram showing the combination of signals on each output line, Figure 13 is a diagram showing the arrangement of each output line, Figure 14 is a diagram showing signals on each output line in the case of amplifier shift, FIG. 15 is a diagram showing the relationship between the number of pulses and the start adjustment pressure. 106...Speed control valve, 108...Start adjustment/
Fully engaged control valve, 110... Speed change motor (step motor), 112... Speed change operation mechanism, 116... Starting valve, 298... Speed change reference switch, 300
. . . Speed change control device, 500 . . . Start/complete engagement control routine, 607 . . . Full engagement on vehicle speed search routine, 625 . . . Full engagement off vehicle speed search routine, 700
...Step motor control routine, 720...D range shift pattern search routine, 740Φ/ΦL range shift pattern search routine Patent applicant Nissan Motor Co., Ltd.
Motor Vehicle Stock Company Agent Patent Attorney Miyauchi
ri line eye j 0 △■2Δ■ -1◆ car far + k leaf Δkk++ 2Δ □ Atsushi Figure 12 (downshift) 13 j, -, ::・ bit3 bit2 bitl bit. □ (Downshift) Y4th Fn! i

Claims (1)

[Claims] A speed change control valve that adjusts the distribution of hydraulic pressure to the spooling chambers of the driving and driven pulleys, a speed change operation mechanism that controls the position of the spool of the speed change control valve, and a rod connected to the speed change operation mechanism. A variable speed motor whose position can be set according to an electric signal given, a hydraulic engine rotation speed detection device which detects the engine rotation speed as a hydraulic signal, and a start I/front reference pressure according to a given start adjustment pressure. In a control device for a continuously variable transmission, the control device includes a starting valve that sets an engine rotation speed signal oil pressure and uses the engine rotation speed signal oil pressure as a control signal oil pressure to adjust a clutch supply pressure obtained by adding an oil pressure according to the engine rotation speed to a pre-start reference pressure. The start adjustment adjusts the start adjustment pressure according to the position of the rod in the vicinity of the maximum gear ratio position of the mouth and the end whose position is set by the speed change motor, and in the overstroke region beyond this, and supplies this to the starting valve.・
A control device for a continuously variable transmission, characterized in that it is provided with a fully engaged control valve.