JPS6095265A - Control device of belt type continuously variable transmission - Google Patents

Abstract

PURPOSE:To reversely transmit torque to the primary pulley reliably while good fuel cost performance is maintained by compensating belt tension in such a manner as to be increased according to a car velocity or rev count of an engine. CONSTITUTION:Compensating means 20 adapted to detect the no-load condition of an engine and compensate tension of metallic belt means controlled by pressure adjust means 13 in such a manner as to increase belt tension according to a car velocity or rev count of an engine is connected to the pressure adjust means 13 for controlling the tension of the metallic belt means. In this arrangement, slippage of the metallic belt belt means can be eliminated to reversely transmit torque to the primary pulley reliably at the time of putting on the engine brake.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a control device for a Pell 1 to Valorous gear transmission mounted on a vehicle, and particularly relates to a control device for a Pell 1 to Valor gear transmission mounted on a vehicle, and in particular, to
This invention relates to an improvement in which the tension on Jζ is controlled to be high or low depending on the engine load.

(Prior Art) Conventionally, as shown in the specifications and drawings of European Patent No. 63.787M, this bell 1 set continuously variable transmission has a fixed flange and a movable axial direction relative to the fixed flange. The movable flange is moved by supplying working fluid to a fluid cylinder formed on the back of the movable flange, and the primary pulley J5 and the secondary pulley have variable effective pitch diameters, and between the two pulleys. Transmission metal bells 1 and 2 are known. In the above-mentioned conventional machine, the tension of the metal belt means is adjusted by adjusting the supply pressure of the working fluid to the fluid cylinder provided in either the primary or secondary pulley using the pressure adjusting means according to at least the engine load. is high when the engine is fully loaded and low when the engine is not loaded.

By the way, when the engine is under no load and the engine speed is lower than the rotation speed of the medium-sized drive wheels, it is necessary and desirable to prevent the engine from rotating by the drive wheels and apply so-called engine braking. . However, in the above conventional system, the tension on bell 1 is always kept low when the engine is unloaded, so when engine braking is required, the tension on bell 1 is insufficient, causing the metal belt means to slip. As a result, in order to prevent insufficient reverse transmission of torque to the primary pulley, the minimum level of tension must be set to a high value in anticipation of this, which may reduce pump loss and belt durability. Technical issues remain in 11 aspects.

In order to solve the above-mentioned technical problem, the tension of the metal belt means is maintained under all operating conditions of the engine in order to ensure that reverse transmission of 1-lux during engine braking can be carried out without slipping of the belt means. It is conceivable to set it to -91 days for a period of 1 to 30 days, but in this case, the tension applied to the bell 1 when the engine is loaded will become higher than necessary, and the driving force of the fluid pump will increase. , there is a concern that fuel efficiency will deteriorate.

(Object of the Invention) The present invention has been made in view of the above points, and its object is to control the tension of the metal bell 1 according to the engine load by the pressure regulating means as described above during engine braking. By appropriately correcting the power output, it is possible to ensure good fuel efficiency while reversely transmitting 1-lux to the primary pulley during engine braking. Made bell 1~
The purpose is to ensure that the process is carried out without any slippage of the means.

(Structure of the Invention) In order to achieve the above object, the solution means of the present invention is composed of a fixed flange and a movable flange that is movable in the axial direction with respect to the fixed flange as described above, and the driving flange is To supply the working fluid to the fluid cylinder formed on the back, move the effective pitch (a brilliance boolean and a secondary boob that are variable in Y, and a metal that transmits power between the two boobies). Adjust the pressure of the working fluid supplied to the cylinder (either the primary J3 or the secondary pulley) according to at least the engine load. A pressure adjusting means for controlling the tension of the metal belt 1 means and a no-load state of the engine are detected, and the tension control of the metal belt means is controlled at a medium speed or at a low engine speed. The metal bell 1 is equipped with a correction means for correcting the tension so that the tension becomes higher according to the tension control of the metal bell 1 to the force during engine braking.
Bell 1~Tension is 1st gear or C depending on the engine rotation.
This is corrected so that it becomes higher.

(Effects of the Invention) Therefore, according to the control device for a belt-type continuously variable transmission of the present invention, the belt tension during engine braking can be adjusted to the vehicle speed or the engine speed 1'? ＋M! Since the correction was made so that 'C becomes higher according to ζ, a good i! ! i cost performance all performance ff
During engine braking, the reverse transmission of 1-lux to the primary pulley can be carried out reliably without any slippage during engine braking, and the braking is as large as 1-
This makes it possible to improve engine braking performance by generating torque.

(Example) 1:1. DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the technical means of the present invention will be described below with reference to the drawings.

Figure 1 shows the J-belt type continuously variable transmission (J3 in some Δ(,1
;, L, there is a primary pulley C provided on the input shaft 2 and composed of a fixed cylinder 1a and a movable flange 1b movable in the axial direction with respect to the fixed flange 1a; 3,
There is a secondary pulley which is provided on the output shaft 4 and also includes a fixed flange 3a and a movable flange 31 which is movable in the axial direction with respect to the fixed flange 3a. A metal belt means 5 for transmitting power between the pulleys 1 and 3 is wound once.

A fluid cylinder 7, 8 is formed at the back of the movable flange 1b, 3I of each of the pulleys 1, 3, and the combined cylinder 7, 8 is connected to a fluid pump 9, respectively.
The working fluid from the single pump 9 is supplied to each fluid cylinder 7.8 to move the movable flange 1b of each pulley 1, 3,
By moving the pulleys 3b, the effective pitch diameter of each pulley 1, 3 is made variable, thereby constructing a bell 1 type continuously variable transmission A in which the torque transmission ratio changes steplessly.

J:k, A pressure regulating valve 11 is interposed between the fluid cylinder 8 of the secondary pulley 3 and the fluid pump 9T, and the pressure regulating valve 11 is supplied with a vehicle speed signal fluid Pc which changes in degrees Celsius depending on the vehicle speed. is the fluid cylinder 8 of the secondary pulley 3
In addition, the engine load is detected by the throttle opening in opposition to the vehicle speed signal flow l4VPa, and the pressure is changed according to the engine load. A load signal fluid P from the throttle valve 12 that generates a load signal fluid PT is applied in a direction to increase the pressure of the working fluid to the fluid cylinder 8 of the secondary pulley 3, and the pressure horn is adjusted. The pressure of the working fluid supplied to the fluid cylinder 8 of the secondary pulley 3 is adjusted according to the medium speed and engine load by the valve 11, so that the tension of the means 5 to the metal bell 1 can be controlled. It constitutes a pressure adjustment means 13. J3 and vehicle speed signal fluid Pc change according to the engine speed (bJ is used as a fluid).

J. A pressure adjustment valve 14 is interposed between the pressure adjustment valve 11 and the fluid cylinder 7 of the primary pulley 1. The IJ fluid from the ratio control valve 15 that adjusts 1 along with the working fluid to the fluid cylinder 7 of the primary pulley '1 is directed to reduce the torque transmission ratio (high gear N
7 side). Furthermore, the ratio control valve 15 contains $3! No. 3 fluid Pc and a signal fluid PT' that indicates the running state of the vehicle.
is added, so that the torque transmission ratio is variably controlled according to the driving condition of the vehicle.

As a feature of the present invention, the pressure regulating valve 11 (pressure regulating means 13) has a signal fluid Pc that changes depending on the vehicle speed.
' Generate vehicle speed signal fluid P from tension correction brake R16
c,' are added so as to act in a direction to increase the pressure of the working fluid to the fluid cylinder 8 of the secondary pulley 3. The tension compensation valve 16 is illustrated in FIG. J: Sea urchin,
A vehicle speed signal fluid Pc is supplied via an A-A valve 21. On-off valve 21 (21 liters) Fluid P1 from sensor valve 12 is applied so as to oppose spring 21b which forces spool 21a in direction H in the figure. The load signal fluid PT is zero.
When the pressure corresponding to the loaded state is other than the pressure 1st direct PTMIN, the land 21c of the spool 2 to 1 shuts off one passage of the vehicle speed signal fluid Pc, while the pressure corresponding to the engine non-negative state is When the 1st shift is at PTMIN, the spool 21a is biased toward the spring 21b (as shown in the figure) to supply medium-speed signal fluid Pc to the tension correction valve 1G. land 17a
The pressure of the vehicle speed signal fluid PG is regulated by the pressure of the vehicle speed signal fluid PG, and the signal corresponding to the change in vehicle speed is applied to the pressure regulating valve 11 via the passage 19 through the signal GE body Pc'. The correction valve 16 adjusts the tension control of the metal belt means 5 by the pressure adjustment valve 11 according to the vehicle speed. 's done.
The filling of PG' is determined by the area ratio of the left and right sides of the spool 17 and the spring force of the spring 18.

In this way, in the engine no-load state 11), the tension correction valve 1G generates a signal fluid PG' corresponding to the change in the dead speed and applies it to the pressure regulation valve 11, thereby reducing the fluid sillage of the secondary pulley 3. The pressure of the working fluid on the metal bell 1 and the means 5 increases as the pressure of the working fluid increases. The increasing width of C1 corresponds to the change characteristics of the torque reversely transmitted to the primary pulley 1, as shown in Fig. 3.
It is large at high vehicle speeds and small at low vehicle speeds. the result,
1~ from secondary pulley 3 to primary pulley '1
The reverse transmission of torque is carried out reliably when the metal belt 5 slips <'t<, and the engine brake is reliably applied 80. Ashishi ill +, 1 engine brake 2 1 o'clock J
Only 3 C's are carried out, C'.
Since C is set as small as possible, the driving force of the single-flow pump 9 does not increase, and good fuel efficiency can be ensured.

In the above embodiment, the tension of the metal bell 1 to the means 5 was controlled by adjusting the pressure of the working fluid to the fluid cylinder 8 of the horizontal pulley 3. Of course, the pressure adjustment may be performed by adjusting the pressure on the J carding body, but the pressure adjustment is not limited to the one according to the vehicle speed J3 and the engine load as in the above embodiment, but it is also possible to adjust the pressure C according to at least the engine load. Bye.

Further, in the above embodiment 0, the tension correction valve 16 (correction means 20) of the tension saw control of the metal belt means 5 performs correction according to the vehicle speed. The correction base for the change characteristics of Luk is 1:
In order to correspond to 1, the engine may be stopped for ?m depending on the engine speed.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention, and FIG. 1 is a diagram of a rest strategy, FIG. 2 is a specific circuit diagram of the main parts, and FIG. It is a J-diagram showing the change characteristics with respect to the number. '1...Primary pulley, 3...Kanter pulley, 1a, 3a...fixed flange, 1b, 3b...
・Movable flange, 5...Metal bell 1 means, 7, 8
...Fluid cylinder, 13...Pressure adjustment means, 20.
...Correction means. Figure 3 Figure 2 rMIN

Claims (1)

[Claims] (1) Consisting of a fixed flange and a movable flange that is movable in the axial direction with respect to the fixed flange, the movable flange is moved by supplying working fluid to a fluid cylinder formed at the back of the movable flange, and the effective bit diameter is variable. Continuously variable transmission to the bell 1, which is equipped with a primary pulley (13), a secondary pulley, and a metal belt means for transmitting power between the two pulleys (13). Pressure adjustment means for adjusting the pressure of the working fluid supplied to the cylinder according to at least the engine load and controlling the tension of the metal belt means; A control device for a bell 1 continuously variable transmission system, characterized in that it is equipped with a correction means for correcting the tension control of the manufacturing belt means so that the belt tension becomes high according to the !II speed or the engine speed.