JPS6059466B2 - Automatic and manual shift control device for vehicle hydraulic continuously variable transmission - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION J The present invention relates to an automatic and manual transmission control device for a hydraulic continuously variable transmission for a vehicle.

Conventionally, a constant discharge type axial plunger type hydraulic pump linked to an input shaft and a swash plate type variable displacement axial plunger type hydraulic pump linked to an output shaft are connected via a hydraulic closed circuit, In the hydraulic continuously variable transmission, the transmission amount of the hydraulic motor is adjusted by changing the inclination angle of the motor swash plate to steplessly adjust the gear ratio between the input shaft and the output shaft. It has already been proposed that the input shaft of the pump be linked to the crude oil of the vehicle's driving engine, and the output shaft of the hydraulic motor be linked to the drive axle of the vehicle, so that it can be applied to a vehicle transmission. Although it is known as a well-known technique, it is desirable that such continuously variable transmissions for vehicles be able to perform automatic gear shifting, manual gear shifting, and switching operations therebetween smoothly and accurately with extremely simple operations.

The main object of the present invention is to provide a hydraulic system for a vehicle with a simple configuration, which allows automatic speed change control and manual speed change control of a hydraulic continuously variable transmission to be performed extremely smoothly and accurately using a common device. We provide automatic and manual transmission control devices for continuously variable transmissions.

Another object of the present invention is to automatically shift the transmission to the LOW side regardless of the manual operation when a sudden load is applied, such as when the vehicle is on a hill, even during manual transmission operation. An object of the present invention is to provide an automatic/manual speed change control device for a hydraulic continuously variable transmission that prevents excessive loads from being applied. An embodiment of the present invention will be described below with reference to the drawings.

The figure shows the entire operation control system of a vehicle hydraulic continuously variable transmission equipped with the device of the present invention. It is driven by a conventionally known hydraulic continuously variable transmission CVT which is configured by hydraulically connecting a plate type variable displacement axial plunger type hydraulic motor M and a vehicle running engine (not shown). Engine-driven pump EP and its engine. A centrifugal governor CG is driven in synchronization with the engine drive pump EP and generates an output oil pressure proportional to the engine speed, a force proportional to the throttle opening of the engine, and a force proportional to the engine speed. Convert the difference into displacement and control the output control member using that displacement! a main servo motor MS with a control valve that increases its control force when the direction is determined;
A shift operating device CHS that is manually operated by a vehicle driver to select three positions: a manual shift position, an automatic shift position, and a neutral position, and a motor swash plate 11 of a hydraulic motor M in the continuously variable transmission CVT. a hydraulic change servo motor CHS for tilting control; and the continuously variable transmission CV.
Hydraulic clutch motor C that operates the clutch of T
LS, the main servo motor MS with a control valve, and the change and clutch servo motors CHS and CLS, and an interlocking operation device 0PC that controls the phosphor operation of the servo motors CHS and CLS either individually or in conjunction; The clutch servo motor CLS is composed of a forced clutch off device CLO that forcibly brings the clutch servo motor CLS into a 0° clutch state, and a traveling drive pump VP that is driven by the running of the vehicle and generates an output oil pressure proportional to the vehicle speed. ) First, the configuration of a continuously variable transmission CVT including a swash plate type constant discharge type axial plunger type hydraulic pump P and a swash plate type variable displacement axial plunger type hydraulic motor M will be explained.

The hydraulic pump P includes a pump cylinder 1 which is spline-engaged (when passed through an input shaft 3), and a plurality of annular arrays provided on the pump cylinder 1 so as to surround its center of rotation. A large number of pump plungers 5, 5, . . . are respectively slid into cylinder holes 4, 4, .
Power from an engine (not shown) is transmitted to the input shaft 3. On the other hand, the hydraulic motor M includes a motor cylinder 8 which is disposed so as to concentrically surround the pump cylinder 1 and rotate relative to it, and a motor cylinder 8 which is disposed so as to surround the center of rotation of the motor cylinder 8. It has a large number of motor plungers 10, 10, . . . which are slidably engaged with cylinder holes 9, 9, .
The inner end of each pump plunger 5 of the hydraulic pump P is rotatably connected via a spherical joint 7 to a pump swash plate 6 fixed at a fixed angle in a motor cylinder 8 of a hydraulic motor M. has been done. Therefore, when the pump cylinder 1 rotates with respect to the motor cylinder 8, a large number of pump plungers 5, 5, . . .
The pump is sequentially reciprocated and the discharge stroke and suction stroke are repeated. The inner end of each motor plunger 10 is connected to a spherical joint 1
It is rotatably connected to the surface of the motor swash plate 11 via 2.

The motor swash plate 11 has a pair of trunnion shafts 13 protruding from both sides of the center thereof.
The motor swash plate 11 is pivotally supported on the mission case.
can be tilted left and right with respect to the mission case. Further, a drive gear 14 is integrally formed at the left end of the motor cylinder 8 to constitute an output shaft 15.
The rotational force of the motor cylinder 8, that is, the output shaft 15, is transmitted to the drive axle of the vehicle via a transmission mechanism (not shown).

By the way, when the motor cylinder 8 rotates, a large number of motor plungers 10, 10... slide back and forth inside the cylinder holes 9, 9... with a phase shift, thereby performing an expansion or contraction stroke. repeat. In this case, the sliding stroke of the motor plungers 10, 10, .
．．・The minimum inclination position Smi shown by the chain line in the figure becomes large.
It is minimum when n. The hydraulic pump P and the hydraulic motor M are communicated via a hydraulic closed circuit formed in a distribution panel 17 and a distribution ring 18, which will be described later, which constitute a hydraulic oil distribution mechanism Ds.

When the input shaft 3 is rotated by the engine,
The pump cylinder 1 that is spline engaged 2 is rotated, and high-pressure hydraulic oil is discharged from the cylinder hole 4 that accommodates the pump plunger 5 during the discharge stroke via the hydraulic oil distribution mechanism Ds, which will be described in detail later. The cylinder hole 9 is fed into the cylinder hole 9 that accommodates the motor plunger 10 during the expansion stroke, while the cylinder hole 9 accommodates the motor plunger 10 during the contraction stroke.
The hydraulic oil discharged from the hydraulic oil distribution mechanism Ds, which will be described in detail later,
The fluid is returned to the cylinder bore 4 which accommodates the pump plunger 5 during the suction stroke. In this way, while the input shaft 3 is rotating, high-pressure hydraulic oil circulates between the hydraulic pump P and the hydraulic motor M, and during this period, the pump plunger 5 during the discharge stroke applies reaction torque to the motor cylinder 8 via the pump swash plate 6. The motor plunger 10 during the expansion stroke is connected to the motor swash plate 11.
The motor cylinder 8 is rotationally driven by the sum of the reaction torque received by the motor cylinder 8. Then, by controlling the inclination angle of the motor swash plate 11 from the minimum inclination angle (vertical position) Smin to the maximum inclination angle Smax, the capacity of the hydraulic motor M is changed from zero to a predetermined value, and the input shaft 3 and output shaft 15 are The gear ratio between the two can be changed steplessly from 1:1 to the maximum value. Next, the engine-driven pump EP, which is driven by the engine, will be explained. This is a normal gear pump, and its suction port is communicated with the oil sump T, and its discharge port is connected to the main oil supply port 20. It is communicated.

The main oil supply passage 20 is bifurcated into two, one of which 21 is communicated with a central hydraulic oil passage 44 of a main servo motor MS with a control valve, which will be described later, and the other 22 is connected through an on-off valve V and an oil supply passage 118, which will be described later. It also communicates with a distribution boat 117 of a forced clutch-off device ClO, which will also be described later. Further, a replenishment oil passage 24 is branched from the main oil supply passage 20, and this replenishment oil passage 24 passes through an oil passage 25 in the input shaft 3 of the continuously variable transmission CVT, and is connected to the main oil supply passage 20 via check valves 26 and 27. The hydraulic oil is communicated with the hydraulic closed circuit of the hydraulic pump P and the hydraulic motor M, so that when the hydraulic oil in the circuit leaks, it can be automatically replenished. Furthermore, 28 is an engine-driven pump E.
A check valve interposed in the main oil supply path 20 immediately after the discharge port of P, 29
is a relief valve connected to the main oil supply path 20 on the downstream side of the check valve 28 .

Next is the centrifugal governor CG, which has a conventionally known structure, is driven in synchronization with the engine-driven pump EP, and is capable of generating an output oil pressure proportional to the engine rotation speed. The input side is supplied with pressure oil from the main oil supply passage 20 via a branch oil passage 30, and the output oil pressure from the output side is supplied via an oil passage 31 to a control valve to be described later. It is communicated with the main surfboard motor MS. Next, a force proportional to the throttle opening of the engine and a force proportional to the engine speed are input, the difference between these forces is converted to displacement, and the control direction of the output piston 54 is determined by the displacement.) To explain the configuration of the main surf motor JMS with a control valve that increases its control force, the control box 33 is provided with a valve hole 34 that opens on both sides of the control box 33. A spool valve 35 is fitted in the center thereof, and left and right closing pistons 36 and 37 are slidably fitted in the left and right ends thereof, respectively.

- The spool valve 35 has land portions R2, Rl, and r3 at the center and on the left and right sides, respectively, and the inside of the valve hole 34 has four oil chambers A, b, and c from the left side in the figure.
and d. Transmission springs 38 and 39 are compressed in the oil chambers A and d, respectively, and the elastic force of these transmission springs 38 and 39 causes the left and right closing pistons 36 to be compressed.
, 37 protrude outside the control box 33. An engine throttle valve (not shown) is provided on the outer end surface of the left closing piston 36.
The cam surface of the rotary cam 40 interlocked with is in contact with the outer end surface of the right closing piston 37, and the control box 3 is in contact with the outer end surface of the right closing piston 37.
The lower end of a regulating plate 41 whose upper end is fixed to 3 is in contact with the lower end. A stopper 42 is provided on the right side surface of the control box 33, and this stopper 42 restricts movement of the restriction plate 41 to the left. Further, a bimetal 43 is attached to the regulating plate 41, and the lower part of the regulating plate 41 is bent to the right in the figure in cold weather, so that when the engine is warmed up in cold weather, the lower part of the regulating plate 41 is bent to the right in the figure. This is caused by an increase in idle speed due to fast idle. The movement of the spool valve 35 can be corrected, that is, the movement of the spool valve 35 can be corrected for variations in the engine's idle speed. At the center of the valve hole 34, the main oil supply passages 20, 21 are connected to the engine-driven pump EP.
A central hydraulic oil passage 44 communicating through is opened,
This central hydraulic oil passage 44 can be selectively communicated with oil chamber b or c by moving the spool valve 35 left and right. An oil chamber b of the valve hole 34 and a first oil chamber e of the cylinder hole 48, which will be described later, communicate with each other via a left hydraulic oil passage 45, and an oil chamber c of the valve hole 34 and a second oil chamber e of the cylinder hole 48 communicate with each other via a left hydraulic oil passage 45. The oil chamber f is the right hydraulic oil passage 46.
communicated via. Note that the right hydraulic oil passage 46 is further communicated with a replenishment oil passage 47, which will be described later. Further, the valve hole 34 has a return oil passage 49 that can communicate with the oil chamber A, b, or c.
are opened, of which oil chambers A and b and return oil passage 49 are opened.
Orifices 51 and 52 are interposed in the communication path. The return oil passage 49 communicates with the oil reservoir T. Further, the valve hole 34 has a control oil passage 5 that can communicate with the oil chamber d.
3 is open. This control oil passage 53 is communicated via the output oil passage 31 with an output boat of the centrifugal governor CG which generates pressure oil proportional to the engine speed. A cylinder hole 48 is provided in the control box 33 below the valve hole 34.
is formed, and this cylinder hole 48. An output piston 54 that partitions the inside of the cylinder hole 48 into a first oil chamber e and a second oil chamber f is slidably fitted therein. Further, the control box 33 has a tip of a shift operation lever L, which will be described later, which passes through the center of the cylinder hole 48 and is slidably supported therethrough, and the output piston 54 has a through hole 56 at its center. The tip of a speed change operation lever L, which will be described later, is slidably passed through the through hole 56. Further, as will be described in detail later, the tip of the gear shift operation lever L has a stepped portion 58 from the first large diameter portion 12.
A first small diameter portion 11 is formed through the first small diameter portion m1, and when the output piston 54 comes to the first small diameter m1, the through hole 56
A slit is formed between the first small diameter portion 11 and the first small diameter portion 11, and the first oil chamber e1 communicates with the second oil sac f through this slit. Further, in the left end wall of the cylinder hole 48, there is a fitting hole 57 into which the first large-diameter rod can be fitted when the shift operating rod L moves to the left position, that is, to the automatic shift position D or neutral position N, which will be described later. It is installed with holes. A piston rod 55 is integrally formed with the output piston 54, and this piston rod 55 extends outside the control box 33, and the upper end of an operating arm 132 of an interlocking operation device 0PC, which will be described later, is connected to the tip end of the piston rod 55. The output piston 54
The actuating arm 132 can be swung left and right by the left and right movement of the actuating arm 132.

By the way, when a throttle valve (not shown) is opened to accelerate the engine, the rotating cam 40 that is linked thereto rotates counterclockwise in the figure, and the left closing piston 36 moves to the right. The displacement is converted into force by the transmission spring 38 and transmitted to the spool valve 35, so that the spool valve 35 slides to the right by a position proportional to the throttle valve opening of the engine (not shown).

As a result, the central hydraulic oil passage 44 is connected to the oil chamber b1 left hydraulic oil passage 45.
The second oil chamber f of the cylinder hole 48 communicates with the return oil passage 49 via the right hydraulic oil passage 46 and the oil chamber c, so that the engine drive Pressure oil from the pump EP is forced into the first oil chamber e through the main oil supply passages 20, 21, the central hydraulic oil passage 4 oil chamber b1, and the left hydraulic oil passage 45, and the oil in the second oil chamber f. is the right hydraulic oil passage 46
, the oil chamber e, and the return oil passage 49 to the oil sump T, and the output piston 54 can be moved to the right in the figure. When the engine speed increases due to an increase in the opening of the throttle valve, the output oil pressure of the centrifugal governor CG increases in proportion to this as described above, and the increased pressure oil passes through the output oil path 31 and the control oil path 53. Since the oil is supplied to the oil chamber d of the valve hole 34, the spool valve 35 slides to the left by a position proportional to the increase in engine speed.

Then, the central hydraulic oil passage 44 is now connected to the oil chamber C1 right hydraulic oil passage 4.
6 to the second oil chamber f of the cylinder hole 48, while the first oil chamber e communicates to the left hydraulic oil passage 45 and the return oil passage 49 via the oil chamber b, so that the engine drive pump Pressure oil from the EP is supplied to the second oil chamber f, oil in the first oil chamber e is returned to the oil sump T, and the output piston 54 slides to the left.
Furthermore, when the throttle valve is closed in order to decelerate the engine, the rotary cam 40 rotates clockwise in the figure, and the left closing piston 36 slides to the left by a displacement proportional to the opening degree of the throttle valve. completely opposite to the above, the first oil chamber e becomes the oil sump T.
Also, the second oil chamber f communicates with the main oil supply passages 20 and 21 of the engine-driven pump EP, and the output piston 54 is moved to the left.

When the engine speed decreases due to the above, the output oil pressure of the centrifugal governor CG decreases in proportion to this, and in complete contrast to the above, the spool valve 35 slides to the right by a displacement proportional to the decrease in engine speed. move. Then, the pressure oil from the engine-driven pump EP is again supplied to the first oil chamber e, and the second oil chamber f communicates with the oil sump T, so the output piston 54 slides to the right. As described above, the spool valve 35 is moved left and right until the external force based on the opening of the throttle valve, that is, the rotation of the rotary cam 40, and the hydraulic pressure from the centrifugal governor CG, that is, the external force proportional to the engine speed are balanced. Moved steplessly.

Therefore, for example, under conditions where the engine speed is relatively low and the throttle valve opening is relatively large, the spool valve 35 is moved to the right, and the output piston 54 is increased in width and moved to the right. On the other hand, under conditions where the engine speed is relatively high and the throttle valve opening is relatively small, the spool valve 35 is moved to the left, and the output piston 54 is accordingly increased in width and moved to the left. It will be done. The above-mentioned operation is performed with the oil supply passage 50 communicating with the supply oil passage 47 being closed by an on-off valve (2), which will be described later, as shown in the figure.

In addition, the output piston 54 is connected to the first small diameter portion 11 of the speed change operation lever L.
, the first small diameter portion 11 and the output piston 54
Since the first oil chamber e and the second oil chamber f communicate through the gap between the through holes 56, oil can freely flow between the chambers E and f, and the output piston 54 It is moved by the difference in area between the left and right sides.

Since the left side area A1 of the output piston 54 is larger than the right side area A2, the first large diameter portion 12 of the speed change operation lever L
is moved to the right until it reaches . As will be explained later in detail in the explanation section, when the continuously variable transmission CVT is "manually operated", when the gear shift operating rod L is manually moved left and right, the output piston 54 follows this movement. It was designed so that it could be moved. The speed change operation device CSH has a speed change operation lever L mounted on a bearing portion 6 formed in the transmission case.
0 so that it can be slid left and right, and the free end of the gear shift operation lever L is linked to a handle (not shown), so that the driver can manually slide it left and right. There is.

The speed change operation lever L consists of a first small diameter part 11, a first large diameter part 12, a second small diameter part 13, and a second large diameter part 14 from the inner end to the outer end, that is, from left to right in the figure, A step portion 58 is formed between the first small diameter portion and the first large diameter portion 12.

The first small diameter portion 11 and the first large diameter portion 12 are inserted into the above-mentioned main surf motor MS with a control valve. A click stopper 61 is provided between the bearing portion 60 and the shift operation lever L for locking the shift operation lever L at three positions: a manual shift start position M, an automatic shift position D, and a neutral position N as shown in the figure. This click stopper 61 is provided with three notches 62 and 63 formed on the gear shift operation lever L.
and 64, a locking ball 65 provided on the bearing portion 60, and a spring 66 that springs the locking ball 65 toward the speed change operation lever L.
It is composed of.

Thus, the range between the manual speed change start position M and the automatic speed change position D becomes the manual speed change range Mr of the speed change operation lever L. In the figure, the manual shift start position M, manual shift range Mr, automatic shift position D, and neutral position N are all shown with the center line of the click stopper 61 as a reference. The gear shift operation lever L and the bearing portion 60 of the transmission case are:
These work together to form the on-off valve (■) that controls the opening and closing of the oil passage.

Hereinafter, the structure of this on-off valve (2) will be explained. The second large diameter portion 14 of the speed change operation lever L has an oil supply passage 118 that communicates with the engine drive pump EP and the travel drive pump VP, which will be described in detail later. The oil supply passages 50 that communicate only with the travel drive pump VP cross adjacent to each other, and these oil supply passages 118 and 50 are arranged so that the transmission lever L is in the "manual transmission range Mr" and the "automatic transmission position D". When shifted to , the second large diameter Ff! I) is adapted to be closed and shut off by 4. Further, when the gear shift operation lever L is shifted to the leftmost position in the figure, that is, to the neutral position N, the oil supply passages 118 and 50 are both connected to each other through the annular grooves 67 and 68 formed in the second large diameter portion 14. Pressure oil from the engine drive pump EP and the traveling drive pump VP, which will be described later, is communicated with the oil supply path 1.
18 into the right chamber j of the cylinder 113 of the forced clutch off device CLO, which will be described later, and forcibly turns off the clutch of the clutch servo motor 03, which will be described later. Further, pressure oil from the traveling drive pump VP, which will be described later, is supplied to an oil supply path 50,
The second oil chamber f of the servo cylinder 48 is supplied with oil through the supply oil passage 47 and the right hydraulic oil passage 46, and the output piston 54 on the first large diameter portion 12 is moved to the left limit position, that is, the TOP position. (The gear change operation lever L is at the left limit position, that is, the neutral position N.

), a sudden engine braking load is not applied when returning from the neutral position N to the automatic or manual shifting position. A hydraulic change servo motor CHS is provided in the transmission case for performing a tilting operation from the maximum tilted upper 0W position Smax shown by a solid line in the figure.

Next, to explain the configuration of this change servo motor CHS, it is a servo cylinder that is fixedly supported by the mission case! A servo piston 71 that divides the interior into a left oil chamber g and a right oil chamber h, and a servo piston 71 that penetrates the servo cylinder 70 and whose tip slides into a valve hole 73 bored in the servo piston 71. A piston rod 74, which is integral with the servo piston 571, passes through the servo cylinder 70 and projects to the outside thereof, and is connected to the motor swash plate 11 with a pin connection 7.
5 has been done. In the left oil chamber g of the servo cylinder 70,
The servo cylinder 70 is connected to a high-pressure oil passage 77 through a passage 76 formed in the servo cylinder 70, and high-pressure oil flowing in the high-pressure oil passage 77 is applied thereto. Incidentally, in the high pressure oil passage 77, when the engine is driven, high pressure hydraulic oil from the hydraulic pump P is supplied to the clutch servo motor CLS, which will be described later.
), and during engine braking, constant pressure oil, which is lower than the high pressure hydraulic oil, is supplied from the engine drive pump EP through the clutch servo motor 03. ing. Also, this high pressure oil passage 77 is connected to the main oil supply passage 2 via the relief valve R.
2, and when the hydraulic pressure in this high pressure oil passage 77 exceeds a predetermined value, the relief valve R is activated.
Further, the valve hole 73 passes through its return path 128 to the oil sump T.
is communicated with. The servo piston 71 includes a discharge passage 78 that opens the right oil chamber h to the oil sump T via the valve hole 73 in response to rightward movement of the pilot valve 72;
In response to the leftward movement of the oil chamber h, a supply passage 79 is bored which connects the right oil chamber h to the left oil chamber g. Therefore, the servo piston 71 is actuated to increase its width by the pressure oil in the high pressure oil passage 77 so as to follow the left and right movements of the pilot valve 72, thereby moving the motor swash plate 11 to the solid line in FIG. From the maximum inclination position shown, that is, LOW position Smax, to the minimum inclination position (vertical position, that is, TOP position S
It can be shifted steplessly up to min. In that case, when the hydraulic pump P is moved by the drive of the engine, the high pressure hydraulic oil passage is connected to the clutch servo motor C? Since the hydraulic oil is supplied to the high-pressure oil passage 77 through the inside, the response tilting of the motor swash plate 11 can be made sensitive, and during engine braking, the pressure is lower than that of the hydraulic oil from the engine-driven pump EP as described above. Pressure oil is also supplied to the oil passage 77 through the clutch servo motor CLS, which will be described later, so that the response tilting of the motor swash plate 11 is slowed down to prevent sudden engine braking. I can do it. A fixed shaft 81 is mounted on one end wall 80 of the transmission case on the right side of the continuously variable transmission QVT.
This fixed shaft 81 penetrates the support shaft portion 82 of the motor cylinder 8 of the continuously variable transmission CVT and extends into the interior thereof, and the distribution ring 18 is eccentrically attached to the inner end of this fixed shaft 81. The inner end surface of the distribution ring 18 is in oil-tight contact with one end surface of the distribution plate 17.

The distribution ring 18 divides a sealed hollow chamber 83 defined within the motor cylinder 8 into an inner chamber 831n and an outer chamber 830ut. On the other hand, a discharge boat 84 and a suction boat 85 are bored in the distribution board 17.
communicates the cylinder hole 4 on the discharge stroke side of the hydraulic pump P with the inner chamber 831n, and also connects the suction boat 85 with the inner chamber 831n.
The cylinder hole 4 on the suction stroke side of the hydraulic pump P can communicate with the outer chamber 830ut. In addition to the discharge boat 84 and the suction boat 85, the distribution board 17 also includes a large number of communication boats 86, 86, . . .
... have been drilled, and these communication boats 86, 86
. . . is to communicate the cylinder holes 9, 9, . I can do it. Therefore, when the pump cylinder 1 rotates as the input shaft 3 rotates,
As mentioned above, the high pressure hydraulic oil generated by the discharge stroke of the pump plunger 5 is transferred from the discharge boat 84 to the inner chamber 831.
n, further flows into the cylinder hole 9 of the motor plunger 10 on the expansion stroke through the communication boat 86 in communication with it, gives a thrust to the motor plunger 10, and is discharged by the motor plunger 10 on the contraction stroke. The hydraulic oil is returned to the cylinder hole 4 of the pump plunger 5 during the suction stroke through the communication boat 86 and the suction boat 85 that communicate with the outer chamber 830ut, and this circulation of the hydraulic oil transfers power from the hydraulic pump P to the hydraulic motor M. transmission is carried out.

The distribution board 17 that constitutes the hydraulic oil distribution mechanism Ds
And the distribution ring 18 is a continuously variable transmission consisting of this kind of hydraulic pump P and hydraulic motor M? (2) Since it is already known in T, detailed explanation thereof will be omitted. The structure of this clutch servo motor CLS will be explained below. The fixed shaft 81 has a plurality of (two shown in the figure) short-circuit boats 87 and 88 that pass through the center hole 89 and the side wall thereof. The inner open ends of these short-circuit boats 87 and 88 are communicated with the inner chamber 831n through the center hole 89 of the fixed shaft 81, and the outer open ends of these short-circuit boats 87 and 88 are formed outside the fixed shaft 81. It communicates with the outer chamber 830ut through an oil passage groove 90. The inner open end of the short circuit boats 87 and 88, that is, the fixed shaft 81
The opening end to the center hole 89 is slightly offset in the axial direction of the fixed shaft 81 (in the figure, the short-circuit boat 87 is slightly offset to the left with respect to the short-circuit boat 88). The fixed shaft 8
A clutch valve 92 is slidably fitted into the small diameter portion of the center hole 89 of No. 1, and when the clutch valve 92 slides to the left in the figure, the shorting boats 87 and 88 are sequentially closed. Furthermore, when sliding to the right, the shorting boats 87 and 88 are opened sequentially.

Further, a tapered surface 93 is formed on the outer periphery of the inner end surface of the clutch valve 92, and this tapered surface 93 cooperates with the shorting boats 87 and 88 offset as described above to open and close the shorting boats 87 and 88. This is performed slowly, and the clutch switching operation, which will be described in detail later, can be performed more smoothly.
A valve rod 94 is screwed onto the tip of the clutch valve 92, and a shoe 95 is swingably connected to the spherical end of the valve rod 94.

The shoe 95 has one end surface so as to close the open end of the discharge boat 84 formed in the distribution board 17 when the clutch valve 92 moves further to the left beyond the "clutch on" state as described later. The flow of oil from the discharge boat 84 to the inner chamber 831n can be blocked in an oil-tight manner.When the clutch valve 92 is at the right end position as shown in the figure, the short-circuit boats 87 and 88 are The high-pressure hydraulic oil discharged from the discharge boat 84 of the distribution panel 17 immediately short-circuits to the suction boat 85 of the hydraulic pump P, and the supply to the hydraulic motor M is interrupted. Transfer is not performed.

Therefore, in this state, hydraulic motor N1 is not operated;
It is in a so-called clutch-of state. Next, the clutch valve 92
slides to the left in the figure and both the short-circuit boats 87 and 88 are closed, a flow of hydraulic oil is generated between the hydraulic pump P and the hydraulic motor M as described above, so that the input shaft 3 and the output It is hydraulically connected to the shaft 15 and is in a so-called "clutching" state. Further, while the clutch valve 92 is in the process of moving from the above-mentioned "゛゜clutch-off state" to the "゛゜clutch-off state," the opening degrees of the short-circuit bonds 87 and 88 are gradually narrowed, and a portion of the hydraulic fluid from the discharge boat 84 is released into the hydraulic pressure state. The flow goes to the motor M, and the other part goes to the suction boat 8 of the hydraulic J pressure pump P.
It will be short-circuited to 5. This state is the so-called "half-clutch state.In this case, the short-circuit boat 8
7 and 88 are in the axial direction of the fixed shaft 81, that is, the clutch valve 9
The shorting boats 87 and 88 are opened and closed slowly due to the offset in the sliding direction of the clutch valve 92 and the tapered surface 93 formed on the outer periphery of the inner end surface of the clutch valve 92. This allows for smoother clutch switching and a wider half-clutch area, making it possible to start the vehicle even more smoothly. Further, when the clutch valve 92 moves further to the left beyond the above-mentioned "clutching state", the shoe 95 comes into close contact with the end surface of the distribution board 17, and the discharge boat 84 opens there.
The flow of hydraulic oil from the discharge boat 84 to the inner chamber 831n is blocked, and the hydraulic pump and hydraulic motor are directly connected, and the pump plunger 5 is hydraulically depressed to remove the pump from the pump cylinder 1. The motor cylinder 8 can be mechanically driven via the plunger group 5 and the pump swash plate 6. Therefore, the motor plunger 10
The thrust applied to the motor swash plate 11 disappears, and the burden on various members such as bearings due to the thrust can be reduced. This state of ゜hydraulic pump and hydraulic motor being directly connected is carried out when the motor swash plate 11 is placed in an upright position and the gear ratio becomes 1.1, that is, when the motor is at the ゜T0P position Smin゛. This makes it possible to improve the power transmission efficiency from the input shaft 3 to the output shaft 15. The clutch valve 92 is interlocked with a bi-pump valve 105, and this pilot valve 105
The width is increased in accordance with the movement of , so that it can slide left and right, but its detailed structure is not the gist of the present invention, so a description thereof will be omitted. Behind the hydraulic clutch servo motor CLS, an operating lever 110 is pivotally supported 111 in the transmission case so as to be able to swing left and right, and a clutch servo,
The rear end of the pilot valve 105 of the motor CLS is connected to the connection 1
12 has been done.

A forced clutch off device ClO is connected 121 to the lower end of the operating lever 110.

This forced clutch-off device QD is configured to forcibly shift the clutch device to a degree of clutch-off when the gear shift operation lever L is shifted to the neutral position N, regardless of the interlocking operation device QPC described later. And,
The structure of this device CLO will be explained below. A cylinder 113 is disposed on the lower right side of the operating lever 110, and inside this cylinder 113, the inside is divided into a left oil chamber 1 and a right oil chamber j. A partitioning piston 114 is fitted so as to be slidable left and right. A piston rod 115 integral with the piston 114 passes through the left end wall of the cylinder 113 and projects to the outside, and the lower end of the operating lever 110 is connected 121 to the tip thereof. A compression spring 116 is compressed in the left oil chamber 1, and when the compression spring 116 biases the piston 114 to slide to the right)
As described above, the operating lever 110 is biased counterclockwise (to rotate counterclockwise) to achieve two types of operation. Further, on the right end wall of the cylinder 113, there is a distribution boat 1.
17 is bored, and this circulation boat 117 is equipped with the engine-driven pump EP or the traveling-driven pump ■P described later.
An oil supply passage 118 is connected to the cylinder 113, and as will be described in detail later, when the gear shift operation lever L is in the neutral position N, pressure oil from the pump EP or VP acts on the right oil chamber j of the cylinder 113. It's becoming like that. Furthermore, a reed valve 119 is fixed to the inner wall of the right end of the cylinder 113 and is pressed into contact with the circulation boat 117. A small hole 120 is bored in this reed valve 119, and the right oil chamber is passed through the small hole 120. j is connected to an oil supply path 118 via a distribution boat 117. Therefore, when the aforementioned speed change operation lever L is shifted to the "゜neutral position N'1," the engine drive pump EP or the travel drive pump ■P
The pressure oil passes through the on-off valve V, enters the right oil chamber j of the cylinder 113 via the circulation boat 117 and the reed valve 119 from the oil supply path 118, and moves the piston 114 against the elastic force of the compression spring 116. Since it slides to the left, the operating lever 1
15 is forcibly rotated clockwise, and the pilot valve 72 of the clutch servo motor CLS is forcibly moved to the right, that is, to the ゜clutch-off side, so that the ゜゜clutch-off can be forced during neutral operation. In addition, the shift operation lever 17, which will be described later, is shifted from the neutral position N to the automatic shift position D, and the on-off valve
If the communication between the pump EP or VP and the oil supply passage 118 is cut off by At this time, the pressure oil in the right oil chamber j is throttled through the small hole 120 and flows into the return oil path 122 through the oil supply path 118, so the operating lever 110 slowly rotates counterclockwise. Thus, the clutch servo motor A3 operates in a buffer manner. The pilot valve 72 of the change servo motor CHS and the pilot valve 105 of the clutch servo motor CLS are provided with an interlocking operation device 0PC at a suitable location in the mission case to operate them individually or in conjunction with each other.

The configuration of this device QPC will be explained below. A support shaft 130 is supported on the transmission case behind the change servo motor CHS, and this support shaft 130 includes an operating cam 131, an operating arm 132, and an operating arm 133. are supported so that they can rotate integrally,
The operating arm 132 is connected 141 to the rear end of the piston rod 55 of the output piston 54 of the main servo motor MS.
has been done. The operating cam 131 has a generally scoop-like overall shape, and has a first cam surface C1 at its base end, which is an arcuate surface with a short radius 5 centered on the axis 0 of the support shaft 130.
Further, a second cam surface C2 is formed at the tip thereof, which is an arcuate surface having a long radius r1 centered on the axis 0 of the support shaft 130,
Further, a hyperbolic third cam surface C3 is formed between the upper surface ends of the first and second cam surfaces Cl and C2.

A tension spring 134 is stretched between the base end of the operating cam 131 and the base end of the pilot valve 72 of the change servo motor CHS, and the tension of this tension spring 134 causes the base end surface of the pilot valve 72 to It is biased so as to come into pressure contact with the cam surface of the operating cam 131. As shown in the figure, when the base end of the pilot valve 72 is in contact with the second cam surface C2, even if the operating cam 131 rotates, the pilot valve 7
2 is held at that position without moving, and the motor swash plate 11 is at the maximum tilt position Smax, that is, '6L0W position 1.
It is in.

When the operating cam 131 is rotated counterclockwise in the figure, the base end of the pilot valve 72 comes into contact with the third cam surface C3 having a hyperbolic shape, and as the operating cam 131 continues to rotate, the pilot valve 72 is rotated. The hyperbolic third cam surface C
Move to the right as shown in step 3. Therefore, the motor swash plate 11
tilts to the right toward the TOP side. When the operating cam 131 further rotates counterclockwise, the base end of the pilot valve 72 comes into contact with the first cam surface C1, and the motor swash plate 11 is at the minimum tilt position (upright position) Smin, that is, the ゜''IOP position''. Then, even if the operating cam 131 rotates further, the pilot valve 72 no longer moves.The operating arm 133
The upper end of a clutch operating rod 135 is connected to the tip 136. The clutch operating rod 135 extends vertically through a guide hole 137 formed in the transmission case, and its lower end reaches the rear of the clutch servo motor CLS. An inclined cam surface 138 is formed on one side of its lower end, and a roller 139 pivotally supported by the upper half of the operating lever 110 is mounted on the inclined cam surface 138 by a compression spring in the cylinder 113. They are pressed together by the elastic force of 116. The rear end of the pilot valve 105 of the clutch servo motor CLS is connected 112 to the upper end of the operating lever 110, as described above. Therefore, the support shaft 13
0 rotates, the clutch operating rod 135 is moved up and down via the operating arm 133. When the clutch operating lever 135 rises, the roller 139 moves to the right along the inclined cam surface 138, so the operating lever 110 is rotated clockwise.
The pilot valve 105 moves to the right, that is, toward the clutch-off side, and when the clutch operating lever 135 descends, the roller 139 moves to the left along the inclined cam surface 138, so the operating lever 110 rotates counterclockwise. The pilot valve 105 moves to the left, that is, to the "clutch on" side. At the bottom of the clutch operating rod 135,
A bimetal 140 is attached to the side opposite to the inclined cam surface 138, and this bimetal 140 acts to bend the lower half of the clutch operating rod 135 to the right in cold weather. In cold weather, the pilot valve 105 is corrected to be positioned slightly to the right, so that even if the idling speed of the engine increases due to fast idling, the clutch servo motor CLS operates to the '4 clutch on'1 side. In other words, correction for the increase in engine idling speed during cold weather is performed by sensing the temperature at that time.

Next, we will explain the traveling drive pump VP, which is driven by obtaining power from the traveling rotating parts of the vehicle when the vehicle is running.This is composed of a normal gear pump, and its suction side is communicated with the oil sump T. A discharge passage 150 is communicated with the discharge side, and this discharge passage 150 is connected to a first sub-oil supply passage 151, a second sub-oil supply passage 151,
The first auxiliary oil supply path 151 is connected to the supply oil path 47 of the main servo motor MS via the on-off valve V, and the second auxiliary oil supply path 15
2 is a main oil supply path 2 connected to the engine-driven pump EP.
It is connected to 2.

This travel drive pump VP has three functions: (1) When the vehicle is running on high power, this travel drive pump VP is operated in parallel with the engine drive pump EP; Even if one side malfunctions, it is fail-safe and does not affect driving in any way.

(2) When the necessary high-pressure hydraulic oil cannot be obtained from the engine-driven pump EP, such as when a vehicle is running in a forced manner or when the engine stalls during neutral elliptical driving, the traveling-drive pump VP supplies pressure hydraulic oil to the necessary locations. I can do it. (3)
When the speed change operation lever L is shifted to the neutral position N, the traveling drive pump V is placed in the second oil chamber f of the cylinder hole 48.
Pressure oil is supplied from P to move the output piston 54 to the left end position and forcibly tilt the motor swash plate 11 to the TOP position, thereby preventing excessive engine braking when driving again. This makes it possible to smoothly switch from neutral driving to drive driving without shock. Next, the functions of the present invention during each operation of "° automatic drive", "manual drive", and "° neutral" will be explained in order.

[1] Automatic drive operation gear change operation lever L is shown by the two-dot chain line in the figure. Shift to automatic shift position D.

At this position D, the locking ball 65 of the click stopper 61
fits into the notch 63 and locks the gear shift operation lever L. By the way, at this automatic shift position D, the left end of the first large diameter section 12 of the shift operating lever L fits into the fitting hole 57, and within the cylinder hole 48, the first large diameter section extends over its entire length. is positioned so that the output piston 54 is slidably fitted onto the first large diameter portion 12 at any position within the cylinder bore 48 . In addition, when the on-off valve V is in the closed position and the oil supply to the forced clutch-off device ClO is cut off, both supply oil passages 47
Refueling has also been cut off. When the engine throttle valve (not shown) is opened or closed in order to accelerate or decelerate the engine, the rotating cam 40 that is linked thereto rotates counterclockwise or clockwise, causing the left closing piston 36 to move to the right or left. , and the displacement of the left closing piston 36 is converted into force by the transmission spring 38 to move the spool valve 35, thereby causing the engine-driven pump EP to move as described above.
Hydraulic oil is supplied to the cylinder hole 48, and a rightward control force is applied to the output piston 54 according to the opening degree of the throttle valve. On the other hand, the centrifugal governor CG generates an output oil pressure proportional to the engine speed, so the spool valve 3
5, the hydraulic oil is supplied to the cylinder hole 48, and a control force in the left direction according to the engine speed is applied to the output piston 54.
give to In this way, the output piston 54 is moved steplessly left and right to the point where the rightward control force corresponding to the opening degree of the throttle valve and the leftward control force corresponding to the engine speed are balanced. By the way, in the state shown in the figure, the output piston 54 is at the right end position, the operating cam 131 is rotated most clockwise, and the motor swash plate 11 of the continuously variable transmission CVT is at the maximum tilt position Smax.
1, that is, the LOW position, and its reduction ratio is at its maximum.

When the engine is being driven and the throttle valve opening is small and the engine speed increases, the main servo motor with control valve M
The output piston 54 of S begins to move to the left, and the actuating arm 13
However, in the range in which the output piston 54 moves from the A position to the mouth position in the figure, the pilot valve 72 of the change servo motor CHS starts rotating to the left even though the operation cam 131 rotates to the left. The change servo motor CHS does not operate because it simply slides on the two-cam surface C2, but on the other hand, the operating arm 133 is rotated to the left, so the clutch operating rod 135 descends and the clutch servo motor C
The LS pilot valve 105 moves to the left and the servo motor C? As mentioned above, the clutch goes through the half-clutch state and then turns on the clutch.

Is this a continuously variable transmission? A hydraulic pump P and a hydraulic motor M of the VT are hydraulically connected. When the engine speed further increases and the output piston 54 moves to the left beyond the mouth position in the figure, the operating cam 131 further rotates to the left, and the right end of the pilot valve 72 of the change servo motor CHS moves to the hyperbola of the operating cam 131. When the third cam surface C3 is reached,
The change servo motor CHS enters the operating state, and the motor swash plate 11 can be tilted.

In this case, the pilot valve 72, that is, the motor swash plate 11 is moved by the third cam surface C against the linear left and right movement of the output piston 54.
3, it is tilted hyperbolically, making it possible to perform a gear change operation that matches the output characteristics of the engine. Therefore, the output piston 54
When is moved from side to side in the range of mouth or C in the figure,
Automatic transmission control is performed so that the vehicle can drive comfortably and safely while the engine is operating at high efficiency, adapting to various driving conditions.For example, when the engine speed is relatively low and the throttle valve is open, Under conditions where the degree of rotation is relatively large, the output piston 54 occupies the right position in the range of the low rotation, and accordingly, the change servo motor CHS automatically tilts the motor swash plate 11 to the LOW position or a position close to it to decelerate. Increase the ratio.

On the other hand, under conditions where the engine speed is relatively high and the throttle valve opening is relatively small, the output piston 54 occupies the left position in the range of the lo-ho, and accordingly, the change servo motor CHS moves to the motor swash plate 11. automatically TOP
position (vertical position) or its vicinity, and the reduction ratio decreases. In the lower movement range of the output piston 54, the clutch operating rod 135 is lowered, and the clutch servo motor C? Of course, is in the 44-clutchiozo3 state. Also, when the TOP position, that is, the output screw 54 moves further from the C position to the left position and reaches the harness position range, the change servo motor CHS
The right end of the pilot valve 72 reaches the right end position by contacting the first cam surface C1 of the operating cam 131, and even when the operating cam 131 rotates, the pilot valve 72 remains at the right end position. 11 remains in the TOP state.

In this state, the clutch operating lever 135 is lowered to the lowest position, and the roller 139 of the operating lever 110 is moved to the clutch operating lever 13.
5, the clutch servo motor C
The pilot valve 105 of the LS moves further to the left from the 4" clutch on position, and the shoe 95 closes the discharge boat 84 of the distribution board 17, and as described above, the continuously variable transmission?
The hydraulic pump P and hydraulic motor M of the VT are in a locked state, and the motor swash plate 11 is in the TOP position, that is, the gear ratio is 1.
:1, the continuously variable transmission CVT can be hydraulically locked to increase the power transmission efficiency between the input shaft 3 and the output shaft 15 as detailed above. In addition, when the output piston 54 moves to the right from the position C in the figure, the "hydraulic pump and hydraulic motor are directly connected" state is released and the motor swash plate 11 is moved from the TOP position after returning to the "clutch on" state. Needless to say, it begins to tilt toward the LOW side.

■] In the manual drive operation diagram, the manual gear shift start position M is shown for the gear shift lever L, and the range in which the gear shift lever L is shifted to the left from this position M within the length range of the manual gear shift range Mr is manual. This is the movement range of the speed change operation lever L during driving.

In the case of this manual drive operation, the on-off valve (2) is in the closed state as in the case of the automatic drive operation. As is clear from the figure, a portion of the first small diameter portion 12 and the first large diameter portion 12 of the speed change operation lever L are located within the cylinder hole 48.
When the engine is operated and its rotational speed increases, the output piston 54 moves to the left as described above, but at this time, the output piston 54 crosses the stepped portion 58 between the first small diameter portion 11 and the first large diameter portion 12. When it moves to the left, the first oil chamber e and the second oil chamber f of the cylinder hole 48 come into communication through the through hole 56 of the output piston 54. In this case, the left pressure receiving area A1 of the output piston 54 is larger than the right pressure receiving area A2, so that as soon as the output piston 54 exceeds the stepped portion 58, it is moved to the right and slid into contact with the first large diameter portion 12 again. become. This means that while the shift operation lever L is being shifted within the manual shift range Mr, the output piston 54 can be moved left and right by increasing its width following this shift. Therefore, by shifting the speed change operation lever L left and right in the manual speed change range Mr, the change servo motor CHS and clutch servo motor C are activated in the same way as in the automatic drive operation.
By operating the LS, it is possible to perform a speed change operation of the continuously variable transmission CVT and a clutch operation of the clutch mechanism. Furthermore, when a sudden load is applied, such as when the vehicle is on a steep slope, the output piston 54 is automatically moved by the hydraulic oil flowing into the first oil chamber e regardless of the position of the gear shift operation lever L. Since it is located above the first large diameter portion 12 of the gear shift operation lever L, the continuously variable transmission CVT is automatically shifted to the LOW side, so that an excessive load is not momentarily applied to the engine. can do.

[■] Neutral operation The shift control lever L is at the left end position shown by the dashed line beyond the above ゜゜ automatic shift position D゛, that is, ゜゜neutral position N.
Shift to ″.

At this position N, the locking ball 65 of the click stopper 61
is inserted into the notch 64 to lock the speed change operation lever L. In this "neutral position N", the left end of the first large diameter portion 12 of the shift operation lever L is inserted into the insertion hole 5, as in the "automatic shift position D".
Insert into 7. On the other hand, the on-off valve V is now in the open state, and the pressure oil from the engine drive pump EP and the pressure oil from the traveling drive pump VP merge and pass through the annular groove 67 and the oil supply path 118 to the forced clutch off device CLO. The operating lever 110 is press-fitted into the right oil chamber j of the cylinder 113.
rotates clockwise and slides the pilot valve 105 of the clutch servo motor CLS to the right regardless of the position of the clutch operating rod 135 to disengage the clutch of the servo motor CLS. The operating state of the CVT is cut off, the rotation of the input shaft 3 is no longer transmitted to the output shaft 15, and the vehicle enters a state of coasting. In addition, the pressure oil from the travel drive pump ■P enters the second oil chamber f of the cylinder hole 48 from the first sub-oil supply path 151 through the supply oil path 47 of the main servo motor MS with control valve, and enters the second oil chamber f of the cylinder hole 48. Slide the shift operating lever L on the first large diameter portion 12 to the left end position, that is, the TOP position.

As a result, the motor swash plate 11 is tilted to the TOP position (vertical position). That is, when the shift operating lever L is in the neutral position N, the motor swash plate 11 is always held at the TOP position to prevent sudden engine braking when the shift operating lever L is subsequently shifted to the drive position. The shock to the vehicle is reduced as much as possible.

As is clear from the above embodiments, according to the present invention, when the shift operation lever L is in the automatic shift position D, the continuously variable shift lever is not activated. Cylinder hole 48 that is linked to the motor swash plate 11 of the VT
The operating direction of the output piston 54 within the engine can be automatically determined by the difference between the control force proportional to the throttle opening of the engine and the control force proportional to the rotation speed of the engine. Automatic speed change control of the step-change transmission CVT can be performed, and when the speed change operation lever L is in the manual speed change position,
The output piston 54 slides following the movement of the speed change operation lever L, and the continuously variable transmission CVT can be manually changed, so that the continuously variable transmission CVT can be accurately and It allows for smooth automatic or manual gear shifting operations. Furthermore, during manual gear shifting operation, when a sudden load is applied, such as when the vehicle is mounted, the output piston 54 can be forcibly moved to the deceleration side regardless of the position of the gear shifting lever L. There is no risk of applying a large load to the engine, and efficient operation of the engine can be ensured without adversely affecting the engine.

[Brief explanation of the drawing]

The drawing is an overall view showing the main parts of the operation control system of a hydraulic continuously variable transmission equipped with the device of the present invention. 3...Input shaft, 11...Motor swash plate,
15...Output shaft, 33...Control box, 48...
... Cylinder hole, 54 ... Output piston, 56
...Through hole, 58...Step part, M...
Hydraulic motor, P...Hydraulic pump, L...
・Speed control rod, 11...First small diameter part, 12...
...First large diameter section, e...First oil chamber, f...
...Second oil room.

Claims (1)

[Scope of Claims] 1. A constant discharge type axial plunger type hydraulic pump P that is interlocked with the input shaft 3 and a swash plate type variable displacement axial plunger type hydraulic motor M that is interlocked with the output shaft 15 are hydraulically closed. are connected via a circuit, and the discharge amount of the hydraulic motor M is adjusted by changing the inclination angle of the motor swash plate 11, so that the gear ratio between the input shaft 3 and the output shaft 15 can be adjusted steplessly. In a speed change control device for a hydraulic continuously variable transmission, the cylinder hole 48 formed in the control box 33 is slid together to partition the inside of the cylinder hole 48 into first and second oil chambers e and f, and one end is connected to the motor swash plate. a servo cylinder equipped with an output piston 54 connected to a control valve capable of selectively supplying hydraulic oil to the first and second oil chambers e and f under switching control; The output piston 54 is composed of a shift operation lever L that can be slidably controlled to a manual shift position where the oil chambers e and f are communicated with each other, and an automatic shift position where the oil chambers e and f are disconnected from each other.
When the shift operation lever L is in the manual shift position, the width is increased following the movement of the shift operation lever L, and when the shift operation lever L is in the automatic shift position, the difference between the two control forces is An automatic/manual speed change control device for a hydraulic continuously variable transmission for a vehicle, in which the direction of operation is determined by the direction, and the operation is increased in that direction. 2. In the hydraulic continuously variable transmission according to claim 1, the output piston 54 has different pressure-receiving areas facing the first and second oil chambers e and f, and has a center portion thereof. A through hole 56 through which the speed change operation lever L passes is bored in the speed change operation rod L, and the speed change operation rod L has a first large diameter portion l_2 that is slidably fitted into the through hole 56 of the output piston 54, and A first small diameter part l_1 is connected to the large diameter part l_2 via a stepped part 58 and can form an oil passage with the through hole 56, and when the shift operating rod L is in the manual shift position, The first large diameter portion l_2, the first small diameter portion l_1, and their stepped portions 58 are all located within the cylinder hole 48,
Further, when the speed change operation lever L is in the automatic speed change position, only the first large diameter portion l_2 is located within the cylinder hole 48, an automatic/manual speed change control device for a hydraulic continuously variable transmission for a vehicle. .