JPS6123418B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operation 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 motor linked to an output shaft are connected via a hydraulic closed circuit. In a hydraulic continuously variable transmission in which the discharge amount is adjusted by changing the inclination angle of a motor swash plate to steplessly adjust the gear ratio between the input shaft and the output shaft, the input shaft of the hydraulic pump It is already known that the hydraulic motor can be applied as a transmission of a vehicle by interlocking the drive shaft of the vehicle's driving engine and interlocking the output shaft of the hydraulic motor with the drive axle of the vehicle. In this known system, a change servo motor for tilting the motor swash plate of a hydraulic motor of a continuously variable transmission and a clutch servo motor for operating a clutch of the continuously variable transmission are operated by separate operating systems. This not only makes the operating system complicated, but also makes it difficult to perform related operations accurately and is cumbersome to operate.In particular, the motor swash plate is designed to match the output characteristics of the engine. It was difficult to perform tilting operation, and it was difficult to obtain an accurate gear ratio that would suit the vehicle's driving conditions over the entire range from LOW to TOP.

The present invention has been proposed in view of the above, and is capable of accurately operating the change servo motor and the clutch servo motor either separately or in conjunction with each other only by controlling the throttle valve opening of the engine, and always adapting to the load and speed of the vehicle. You can drive the vehicle comfortably by automatically and steplessly obtaining the desired gear ratio.Moreover, the motor swash plate is hyperbolically tilted to match the output characteristics of the engine.
The main purpose of this invention is to provide an operation control device for a hydraulic continuously variable transmission for a vehicle, which can obtain the optimum gear ratio for the driving conditions of the vehicle over the entire TOP range.

An embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows the entire operation control system of a hydraulic continuously variable transmission for vehicles equipped with the device of the present invention. A conventionally known hydraulic continuously variable transmission CVT configured by hydraulically connecting a variable displacement axial plunger type hydraulic motor M;
An engine-driven pump EP driven by a vehicle running engine (not shown), and a centrifugal governor that is driven in synchronization with the engine-driven pump EP and generates an output hydraulic pressure proportional to the engine rotation speed.
The difference between the CG, the force proportional to the throttle opening of the engine, and the force proportional to the engine speed is converted into a displacement, and the control direction of the output control member is determined by the displacement. A main servo motor MS with a control valve that amplifies the control force, and a gear shift operating device CSH that is manually operated by the vehicle driver to select three positions: manual gear shift position, automatic gear shift position, and neutral position. The continuously variable transmission
Hydraulic change servo motor CHS for tilting control of motor swash plate 11 of hydraulic motor M in CVT
, a hydraulic clutch servo motor CLS for operating the clutch of the continuously variable transmission CVT, the main servo motor MS with a control valve, and the change and clutch servo motors CHS, CLS in conjunction with each other. an interlocking operation device OPC that operates and controls the
A forced clutch-off device CLO that forcibly “clutches off” the clutch servo motor CLS.
and a travel drive pump VP that is driven by the travel 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 multi-plunger hydraulic pump P and a swash plate type variable displacement multi-plunger hydraulic motor M will be described.

Incidentally, since this continuously variable transmission CVT is already known, its configuration will be briefly explained. The hydraulic pump P includes a pump cylinder 1 which is passed through an input shaft 3 and is spline-engaged with the input shaft 3, and a plurality of annularly arranged pump cylinders arranged around the rotation center of the pump cylinder 1. It has a large number of pump plungers 5, 5...... which are slidably engaged with the cylinder holes 4, 4......, respectively, and power from an engine (not shown) is transmitted to the input shaft 3 via a flywheel. There is. on the other hand,
The hydraulic motor M includes a motor cylinder 8 that concentrically surrounds the pump cylinder 1 and is arranged to rotate relative to the pump cylinder 1, and a motor cylinder 8 that surrounds the center of rotation of the motor cylinder 8. A large number of motor plungers 10, 10, which are slidably engaged with cylinder holes 9, 9, arranged in an annular manner, respectively.
has.

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 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, and these trunnion shafts 13 are pivotally supported by the mission case, so that the motor swash plate 11 has left and right sides with respect to the mission case. It is now possible to tilt.

Further, a drive gear 14 is integrally formed at the end of the motor cylinder 8 (the left end in FIG. 1) to constitute an output shaft 15.
That is, the rotational force of the output shaft 15 is transmitted to the drive wheels 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, . . . move back and forth in the cylinder holes 9, 9, . . . with different phases, repeating the expansion or contraction stroke. In this case, the sliding stroke of the motor plungers 10, 10...... is maximum when the motor swash plate 11 is at the maximum inclination position Smax shown by the solid line in the figure, and is the minimum when the motor swash plate 11 is at the minimum inclination position Smin shown by the chain line in the figure. Become. The inclination angle of the motor swash plate 11 is continuously adjusted and controlled by a change servo motor CHS, which will be described later.

The hydraulic pump P and the hydraulic motor M are communicated via a hydraulic passage formed in a distribution panel 17 and a distribution ring 18, which will be described later, and which constitute a hydraulic oil distribution mechanism ds. When the input shaft 3 is rotated by the drive of the engine, the pump cylinder 1 that is spline-engaged with the input shaft 3 is rotated, and high-pressure hydraulic oil is discharged from the cylinder hole 4 that accommodates the pump plunger 5 during the discharge stroke. The hydraulic oil distribution mechanism is detailed later.
Motor plunger 10 during expansion stroke via ds
On the other hand, the hydraulic oil discharged from the cylinder hole 9 housing the motor plunger 10 during the contraction stroke is fed into the cylinder hole 9 housing the motor plunger 10 during the retraction stroke via the hydraulic oil distribution mechanism DS, which will be described in detail later, to the pump during the suction stroke. The water is returned to the cylinder hole 4 that accommodates the plunger 5.
In this way, while the input shaft 3 is rotating, the hydraulic pump P
High pressure hydraulic oil is circulated between the hydraulic motor M and the pump plunger 5 during the discharge stroke.
The motor cylinder 8 is rotationally driven by the sum of the reaction torque applied to the motor cylinder 8 through the motor cylinder 8 and the reaction torque applied to the motor swash plate 11 by the motor plunger 10 during the expansion stroke. and motor swash plate 1
By controlling the inclination angle of 1 from the minimum inclination angle (vertical standing) Smin to the maximum inclination angle Smax, the capacity of the hydraulic motor M can be changed from zero to a predetermined value. The gear ratio 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 composed of an ordinary gear pump, and its suction port is the oil sump T.
, and its discharge port is communicated with the main oil supply passage 20 . The main oil supply path 20 is bifurcated,
On the other hand, 21 is a main servo motor with a control valve, which will be described later.
The other side 22 is connected to a central hydraulic oil passage 44 of the MS, and the other side 22 is connected to a forced clutch-off device, which will also be described later, via an on-off valve V and an oil supply passage 118, which will be described later.
It is communicated with the distribution port 117 of the CLO. Further, a replenishment oil passage 24 is branched from the main oil supply passage 20, and this replenishment oil passage 24 is connected to the continuously variable transmission CVT.
The check valves 26 and 2 pass through the oil passage 25 in the input shaft 3 of the
It is connected to the hydraulic closed circuit of the hydraulic pump P and the hydraulic motor M through the hydraulic pump P, and when the hydraulic oil in the circuit leaks, it can be automatically replenished. In addition, 28 is the engine-driven pump EP
A check valve interposed in the main oil supply path 20 immediately after the discharge port of the
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. Pressure oil from the main oil supply passage 20 is supplied to the input side via a branch oil passage 30, and output pressure oil from the output side is supplied to the input side via an oil passage 31 for control as described below. It is connected to the main servo motor MS with valve.

Next, a force proportional to the throttle opening of the engine and a force proportional to the engine rotation speed are input, and the difference between these forces is converted into a displacement, and the output control member, that is, the output piston 54 is controlled in the control direction by the displacement. To explain the configuration of the main servo motor MS with a control valve, which amplifies the control force when the Inside the hole 34, a spool valve 35 is located in the center, and a spool valve 35 is located at the left and right ends.
Left and right input pistons 36 and 37 are slidably fitted, respectively. The spool valve 35 has a land portion r 2 and a land portion r ₂ on the center and on the left and right sides, respectively.
The inside of the valve hole ₃₄ is divided into four oil chambers a, b, c _, and d from the left side in FIG. 1. Transmission springs 38 and 39 are compressed in the oil chambers a and d, respectively, and the left and right input pistons 36 and 37 are projected out of the control box 33 by the elastic force of these transmission springs 38 and 39. ing. The outer end surface of the left input piston 36 is in contact with a cam surface of a rotary cam 40 that is linked to a throttle valve (not shown) of the engine, and the right input piston 3
The lower end of a regulation plate 41 whose upper end is fixed to the control box 33 is in contact with the outer end surface of the control box 7 . control box 3
A stopper 42 is provided on the right side of 3, 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 FIG. The movement of the spool valve 35 caused by an increase in the idle speed due to fast idle can be corrected when the engine idles.
This corrects the movement of No. 5. The valve hole 34
A central hydraulic oil passage 44 that communicates with the engine-driven pump EP via the main oil supply passages 20 and 21 is opened in the center of the spool valve EP. b or c
can be selectively communicated with. The oil chamber b of the valve hole 34 and the left oil chamber e of the servo cylinder 48, which will be described later, communicate with each other via a left hydraulic oil passage 45, and the oil chamber c of the valve hole 34 and the right oil chamber e of the servo cylinder 48 communicate with each other. f is communicated with via the right hydraulic oil passage 46. Note that the right hydraulic oil passage 46 is further communicated with a replenishment oil passage 47, which will be described later. Further, a return oil passage 49 that can communicate with the oil chambers a, b, or c is opened in the valve hole 34, and orifices 51, 52 are provided in the communication passage between the oil chambers a, b and the return oil passage 49. is mediated.
The return oil passage 49 communicates with the oil reservoir T. Furthermore, a control oil passage 53 that can communicate with the oil chamber d is opened in the valve hole 34, and this control oil passage 53 is outputted to the output port of the centrifugal governor CG that generates pressure oil proportional to the engine speed. They are communicated via an oil passage 31.

In the control box 33 below the valve hole 34,
A servo cylinder 48 is formed, and a left oil chamber e is formed inside the servo cylinder 48.
An output member, that is, an output piston 54, which is partitioned into a right oil chamber f and a right oil chamber f, is slidably fitted. Further, the control box 33 has a tip portion of a shift operation lever L, which will be described later, which passes through the center of the servo cylinder 48 and is slidably supported therethrough, and the output piston 54 has a shaft hole 56 formed at its center. The shaft hole 56
The tip of a speed change operation lever L, which will be described later, is slidably penetrated through the shaft. Further, as will be described in detail later, a first small diameter part l1 is formed at the tip of the speed change operation lever L via a step 58 from the first large diameter part _l2 , and the first small diameter part _l1 is connected to the first small diameter part _l1 . When the output piston 54 comes, a slit is formed between its shaft hole 56 and the first small diameter portion _l1 , and the left oil chamber e and the right oil chamber f are communicated through this slit. ing. Also, the servo cylinder 48
A fitting hole 57 into which the first large diameter portion _l2 can fit is formed in the left end wall of the gear shift lever L when the gear shift operating lever L moves to the left position, that is, to an automatic gear shift position D or a neutral position N, which will be described later. ing.

A piston rod 55 is integrally formed on 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 OPC, which will be described later, is connected to its tip. The actuating arm 132 can swing left and right due to the left and right movement of the output piston 54.

By the way, when the throttle valve (not shown) is opened to accelerate the engine, the rotating cam 4
0 rotates counterclockwise in FIG. 1, the left input piston 36 moves to the right, and the displacement of the left input piston 36 is converted into force by the transmission spring 38 and transmitted to the spool valve 35. , the spool valve 35 slides to the right by an amount of displacement proportional to the throttle valve opening degree of the engine (not shown). As a result, the central hydraulic oil passage 44 communicates with the left oil chamber e of the servo cylinder 48 via the oil chamber b and the left hydraulic oil passage 45.
On the other hand, the right oil chamber f of the servo cylinder 48 communicates with the return oil passage 49 via the right hydraulic oil passage 46 and the oil chamber c, so that the pressure oil from the engine-driven pump EP flows through the main oil supply passages 20, 21, the central hydraulic oil passage oil passage 44, oil chamber b,
The oil in the right oil chamber f is forced into the left oil chamber e through the left hydraulic oil passage 45, and is returned to the oil sump T through the right hydraulic oil passage 46, the oil chamber c, and the return oil passage 49. 1, and the output piston 54 can be moved to the right in FIG.

When the engine speed increases due to an increase in the opening of the throttle valve, the centrifugal governor increases in proportion to this.
The output oil pressure of the CG increases, and the increased pressure oil is supplied to the oil chamber d of the valve hole 34 through the output oil path 31 and the control oil path 53, so that the spool valve 35 increases in proportion to the increase in engine speed. Slide to the left by the displacement position. Then, the central hydraulic oil passage 44 is connected to the servo cylinder 48 via the oil chamber c and the right hydraulic oil passage 46.
On the other hand, the left oil chamber e communicates with the return oil passage 49 via the left hydraulic oil passage 45 and the oil chamber b, so that the pressure oil from the engine-driven pump EP flows into the right oil chamber f. The oil in the left 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 FIG. The left oil chamber e communicates with the oil sump T and the right 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 as a result of 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 amount proportional to the decrease in engine speed. move. Then, the pressure oil from the engine-driven pump EP is again supplied to the left oil chamber e, and the right 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 opening of the throttle valve, that is, the external force based on the rotation of the rotating cam 40, and the hydraulic pressure from the centrifugal governor CG, that is, the control force proportional to the engine speed are balanced. is 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 amplified by the servo motor and moved to the right following this. 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 amplified by the servo motor and moved to the left accordingly. .

Incidentally, the above operation is carried out through the replenishment oil passage 4 as shown in Fig. 1.
This is carried out with the oil supply path 50 leading to 7 being closed by an on-off valve V, which will be described later.

Further, in the operation of the servo motor, when the output piston 54 is located at the first small diameter portion _l1 of the speed change operation lever L, the left oil is passed through the gap between the first small diameter portion _l1 and the shaft hole 56 of the output piston 54. Since the chamber e and the right oil chamber f communicate with each other, oil freely flows between the chambers e and f, and the output piston 54 is moved by the difference in area between the left and right sides. Since the left side area A ₁ of the output piston 54 is larger than the right side area A ₂ , the output piston 54 is moved rightward until it reaches the first large diameter portion l ₂ of the speed change operation lever L. As will be explained in detail later in the explanation section, this is true for the continuously variable transmission.
When operating the CVT manually, use the gear shift lever L.
When the piston 54 is manually moved from side to side, the output piston 54 can be moved to follow this movement.

The reason why orifices 51 and 52 are provided between the oil chamber a of the valve hole 34 and the return oil passage 49, and between the oil chamber b and the return oil passage 49, respectively, is as follows. That is, when the throttle valve of the engine is suddenly opened and the rotary cam 40 suddenly rotates counterclockwise, the orifice 51 prevents the oil in the oil chamber a from being rapidly discharged, and the oil in the oil chamber a is momentarily The airtight state is established, and the rightward movement of the left input piston 36 hydraulically closes the spool valve 35.
The control force of the output piston 54 is corrected to increase the control force of the output piston 54, thereby improving the acceleration performance of the vehicle. Further, when the throttle valve is rapidly closed and the rotating cam 40 rapidly rotates clockwise, the left input piston 36 is released from the rotating cam 40, but the leftward movement of the spool valve 35 is caused by oil discharged from the orifice 52. The output piston 54 moves slowly to the left due to the damping effect.
The reduction ratio of the continuously variable transmission (CVT) gradually decreases, so that when the engine suddenly decelerates, there is no danger of the vehicle being momentarily accelerated due to a sudden decrease in the reduction ratio.

The speed change operation device CSH is constructed by guiding and supporting a speed change operation rod L by a bearing portion 60 formed in the transmission case so that it can slide left and right, and the free end of the speed change operation rod L is connected to a handle (not shown). They are linked together so that the driver can manually slide them left and right.

The speed change operation lever L has a first small diameter part l 1 , a first large diameter part l ₂ , a second small diameter part l ₃ and a second large diameter part from the inner end to the outer end, that is, from left to _right in FIG. _l4 , and a step 58 is formed between the first small diameter part _l1 and the first large diameter part _l2 . The first small diameter portion l ₁ and the first large diameter portion l ₂ are inserted into the aforementioned main servo motor MS with a control valve.

Between the bearing portion 60 and the shift operation lever L, there is provided a gear for locking the shift operation lever L in three positions: a manual shift start position M, an automatic shift position D, and a neutral position N shown in FIG. Click stopper 6
1 is provided, and this click stopper 61
are the three notches 62, 6 formed on the gear shift operation lever L.
3 and 64, a locking ball 65 provided on the bearing portion 60, and a spring 66 that springs the locking ball toward the speed change operation lever L. Therefore, the range between the manual shift start position M and the automatic shift position D becomes the manual shift range Mr of the shift operation lever L. In FIG. 1, the manual shift start position M, the manual shift range Mr, the automatic shift position D, and the neutral position N are all shown with the center line of the click stopper 61 as a reference.

The speed change operation lever L and the bearing portion 60 of the transmission case cooperate to constitute an on-off valve V that controls opening and closing of the oil passage of the present invention. The structure of this on-off valve V will be explained below.The second large diameter portion _l4 of the speed change operation lever L is connected to the engine driven pump.
An oil supply passage 118 that communicates with EP and a traveling drive pump VP, which will be described in detail later, and an oil supply passage 50 that communicates only with the traveling drive pump VP cross adjacent to each other, and these oil supply passages 118 and 50 are When the shift operation lever L is shifted to "manual shift range Mr" and "automatic shift position D", its second large diameter section
It is designed to be closed and blocked by l ₄ . Furthermore, when the gear shift lever L is _shifted to the leftmost position in FIG. Now communicated through the engine driven pump
Pressure oil from the EP and the travel drive pump VP, which will be described later, is introduced into the right chamber j of the cylinder 113 of the forced clutch-off device CLO, which will be described later, through the oil supply path 118, and forcibly clutches off the clutch servo motor CLS, which will be described later. .

Pressure oil from the travel drive pump VP, which will be described later, is supplied to the right oil chamber f of the servo cylinder 48 through the oil supply path 50, the replenishment oil path 47, and the right hydraulic oil path 46, and is supplied onto the first large diameter portion _l2 . When a certain output piston 54 is moved to the left limit position, that is, the TOP position (the gear shift operating lever L is in the left limit position, that is, the neutral position N), and the gear shift lever L returns from the "neutral position N" to the automatic or manual gear shift position, the sudden shift occurs. This prevents heavy engine braking loads.

The motor swash plate 11 is arranged vertically as shown by the chain line in FIG.
A hydraulic change servo motor CHS for tilting from the TOP position Smin to the maximum tilted LOW position Smax shown by the solid line in FIG. 1 is provided in the mission case. Next, this change servo motor
To explain the structure of the CHS, it consists of a servo cylinder 70 that is fixedly supported by a transmission case, a servo piston 71 that divides the inside of the cylinder into a left oil chamber g and a right oil chamber h, and a servo piston 71 that divides the inside of the cylinder into a left oil chamber g and a right oil chamber h. A piston rod 74, which is integral with the servo piston 71, penetrates through the servo cylinder 70 and is inserted into the outside of the servo cylinder 70. It protrudes and is connected to the motor swash plate 11 with a pin 75. In the left oil chamber g of the servo cylinder 70, the servo cylinder 7
It is communicated with a high pressure oil passage 77 through a passage 76 formed at 0, and the high pressure oil flowing in this high pressure oil passage 77 acts on it. By the way, the high pressure oil passage 77 is supplied with high pressure hydraulic oil from the hydraulic pump P when the engine is running, through the clutch servo motor CLS, which will be described later, and when the engine is braking, the high pressure hydraulic oil is supplied from the engine drive pump EP. Therefore, constant pressure oil, which is lower than the high pressure hydraulic oil, is also supplied through the clutch servo motor CLS. Further, this high pressure oil passage 77 is communicated with the main oil supply passage 22 via a relief valve R, and when the oil pressure in this high pressure oil passage 77 exceeds a predetermined value, the relief valve R is activated. Further, the valve hole 73 is communicated with the oil reservoir T through a reflux path 128. The servo piston 71 has a right oil chamber h in response to rightward movement of the pilot valve 72.
and a supply path 79 that connects the right oil chamber h to the left oil chamber g in response to leftward movement of the pilot valve 72.
and is drilled. Therefore, the servo piston 71 is amplified 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 causing the motor swash plate 11 to move as shown by the solid line in FIG. From the maximum tilt position, that is, the LOW position Smax, to the minimum tilt position (vertical position) shown by the chain line in Figure 1,
In other words, it is possible to shift steplessly up to the TOP position Smin. In that case, when the hydraulic pump P is operated by the engine, the high-pressure hydraulic fluid is supplied to the clutch servo motor, which will be described later.
Since it is supplied to the high pressure oil passage 77 through the CLS,
The response tilt of the motor swash plate 11 can be made sensitive, and during engine braking, pressure oil with a lower pressure than the hydraulic oil from the engine drive pump EP passes through the clutch servo motor CLS, which will also be described later. Since the oil is supplied to the oil passage 77, the response tilting of the motor swash plate 11 can be slowed down to prevent sudden engine braking.

A fixed shaft 81 is fixed to one end wall 80 of the transmission case on the right side of the continuously variable transmission CVT, and this fixed shaft 81 passes through the support shaft portion 82 of the motor cylinder 8 of the continuously variable transmission CVT. The distribution ring 18 is eccentrically supported at the inner end of the fixed shaft 81.
The inner end surface of 8 is in oil-tight contact with one end surface of the distribution board 17. The distribution ring 18 connects a sealed hollow chamber 83 defined within the motor cylinder 8 to an inner chamber 8.
It is divided into 3in and 83out outer chambers. On the other hand, a discharge port 84 and a suction port 85 are bored in the distribution board 17, and the discharge port 84 communicates the cylinder hole 4 on the discharge stroke side of the hydraulic pump P with the inner chamber 83in. The suction port 8
A cylinder hole 5 on the suction stroke side of the hydraulic pump P can communicate with the outer chamber 83out. In addition to the discharge port 84 and the suction port 85, the distribution board 17 is provided with a large number of communication ports 86, 86......, which are connected to the motor cylinder. As the distribution plate 17 rotates together with the motor cylinder 8, the cylinder holes 9, 9 of the motor cylinder 8...
can be communicated with the inner chamber 83in or the outer chamber 83out.

Therefore, when the pump cylinder 1 rotates with the rotation of the input shaft 3, the high-pressure hydraulic oil generated by the discharge stroke of the pump plunger 5 flows from the discharge port 84 to the inner chamber 83in, and is in communication with it. Hydraulic oil flows into the cylinder hole 9 of the motor plunger 10 in the expansion stroke through the communication port 86 located in the cylinder hole 10, giving thrust to the motor plunger 10, while the hydraulic oil discharged by the motor plunger 10 in the contraction stroke communicates with the outer chamber 83out. Returns to the cylinder hole 4 of the pump plunger 5 during the suction stroke through the communication port 86 and the suction port 85,
Power is transmitted from the hydraulic pump P to the hydraulic motor M by circulating the hydraulic oil in this manner. The distribution panel 17 that constitutes the hydraulic oil distribution mechanism ds
Since the distribution ring 18 is already known in this type of continuously variable transmission CVT consisting of a hydraulic pump P and a hydraulic motor M, a detailed explanation thereof will be omitted.

By the way, in the fixed shaft 81, (a) the discharge side and the suction side of the hydraulic pump P are short-circuited, and high-pressure hydraulic oil is not supplied to the hydraulic motor M, so that the hydraulic motor M is disabled. (b) a "clutch-on" state in which high-pressure hydraulic fluid is freely circulated from the hydraulic pump P to the hydraulic motor M; (c) a "clutch-on" state in which the hydraulic fluid is freely circulated from the hydraulic pump P to the hydraulic motor M; (c) a "clutch-on" state in which the hydraulic oil is released from the hydraulic pump P by adjusting the opening degree of the short circuit. A "half-clutch" state in which the flow of hydraulic oil to the motor M is controlled; (d) the flow of hydraulic oil in the hydraulic pump P is completely shut off and the pump plunger 5 is hydraulically locked, and the pump cylinder 1 and motor cylinder are locked; The hydraulic clutch servo motor CLS is equipped with a hydraulic clutch servo motor CLS that can selectively take the above four states: "hydraulic pump and hydraulic cylinder directly connected" state in which the hydraulic pump and hydraulic cylinder rotate integrally.

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 ports 87 and 88 that pass through its center hole 89 and its side wall. The inner open ends of these shorting ports 87 and 88 are communicated with the inner chamber 83in through the center hole 89 of the fixed shaft 81, and the outer open ends of these ports 87 and 88 are formed on the outside of the fixed shaft 81. The outer chamber 83out is communicated with the outer chamber 83out through an oil passage groove 90. The inner open ends of the short-circuit ports 87 and 88, that is, the open ends toward the center hole 89 of the fixed shaft 81, are slightly offset in the axial direction of the fixed shaft 81 (in the figure, the short-circuit port 87 is slightly offset from the short-circuit port 88). offset to the left).

A clutch valve 92 is slidably fitted into the small diameter portion of the center hole 89 of the fixed shaft 81, and when the clutch valve 92 slides to the left in the figure, the shorting ports 87 and 88 are sequentially opened. When closed and slid to the right, the shorting ports 87 and 88 are opened in sequence. Further, a tapered surface 93 is formed on the outer periphery of the inner end surface of the clutch valve 92.
3 cooperates with the shorting ports 87, 88 which are offset as described above.
88 is opened and closed slowly, so that 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 92. When the clutch valve 92 slides further to the left beyond the "clutched" state, as will be described later, the switch 95
The opening end of the discharge port 84 formed in the discharge port 84 is closed in an oil-tight manner, and the flow of oil from the discharge port 84 to the inner chamber 83in can be blocked.

Now, when the clutch valve 92 is at the right end position as shown in the figure, the short-circuit ports 87 and 88 are open and in communication with the inner chamber 83in, and the high pressure discharged from the discharge port 84 of the distribution board 17 is The hydraulic oil immediately short-circuits to the suction port 85 of the hydraulic pump P, and is not supplied to the hydraulic motor M. Therefore, in this state, the hydraulic motor M is not operated and is in a so-called "clutch-off" state.

The clutch valve 92 then slides to the left in the figure,
When both the short-circuit ports 87 and 88 are closed, a flow of hydraulic oil occurs between the hydraulic pump P and the hydraulic motor M as described above, so the input shaft 3 and the output shaft 15 are hydraulically connected. This results in a so-called "clutch-on" state. Further, during the process in which the clutch valve 92 is moving from the aforementioned "clutch-off" state to the "clutch-on" state, the short-circuit ports 87, 8
8 is gradually narrowed down, a part of the hydraulic oil from the discharge port 84 flows to the hydraulic motor M, and the other part is short-circuited to the suction port 85 of the hydraulic pump P. This state is the so-called "half-clutch" state. By the way, in this case, the short circuit ports 87, 8
8 is the axial direction of the fixed shaft 81, that is, the clutch valve 9
The short-circuit ports 87 and 88 are offset in the sliding direction of the clutch valve 92 and a tapered surface 93 is formed on the outer periphery of the inner end surface of the clutch valve 92.
opens and closes slowly. This allows for smoother clutch switching, a wider half-clutch area, and smoother starting of the vehicle. Further, when the clutch valve 92 moves further to the left beyond the above-mentioned "clutch-on" state, the shoe 95 comes into close contact with the end face of the distribution board 17 and closes the discharge port 84 opened there. Inner chamber 83
The flow of hydraulic oil to the in is cut off, the hydraulic pump and hydraulic motor are directly connected, the pump plunger 5 is hydraulically locked, and the motor is transferred from the pump cylinder 1 through the pump plunger group 5 and the pump swash plate 6. Cylinder 8 can be driven mechanically. Therefore, the thrust applied to the motor swash plate 11 of the motor plunger 10 disappears, and the burden on various members such as bearings due to the thrust can be reduced. Therefore, this “hydraulic pump and hydraulic motor are directly connected”
The state is when the motor swash plate 11 is in the upright position and the gear ratio is 1:1, that is, the "TOP position".
This is done when the input shaft is at “Smin”.
It is possible to improve the power transmission efficiency from the output shaft 15 to the output shaft 15.

Next, the configuration for reciprocating the clutch valve 92 in the center hole 89 of the fixed shaft 81 in the left and right directions as described above will be explained with reference mainly to FIG. An oil chamber 101 is formed in the right side of FIGS. 1 and 2, and this oil chamber 101 normally includes an oil passage 102 formed in the clutch valve 92 and an oil passage 10 formed in the valve rod 94.
3 into the inner chamber 83in. When the engine is running, the oil chamber 101
A part of the high-pressure hydraulic oil circulating between the hydraulic pump P and the hydraulic motor M is constantly supplied from the inner chamber 83in through the oil passages 103 and 102, and during engine braking, the engine-driven pump EP
A part of the pressure oil (lower pressure than the hydraulic oil) is also constantly supplied through the oil passages 103 and 102. The oil chamber 101 also communicates with the high-pressure oil passage 77 described above.

A piston portion 96 is integrally formed at the base end portion (right end portion in FIGS. 1 and 2) of the clutch valve 92, and in front of this piston portion 96 (left side in FIGS. 1 and 2), the inner wall of the center hole 89 An annular passage 97 is formed between the outer periphery of the clutch valve 92 and a rear end surface 10 at the proximal end of the clutch valve 92.
Dead-end valve 98 that opens at 0 (right end surface in Figures 1 and 2)
is drilled. This blind hole 98 and the annular passage 97 are communicated through a communication hole 99 formed in the clutch valve 92.

An escape groove 104 is formed on the inner peripheral surface of the blind hole 98 formed at the base end of the clutch valve 92. A pilot valve 105 is inserted into the blind hole 98 and passes through one end wall 80 of the mission case. The tip of the pilot valve 105 has a land portion 106 that slides into the blind hole 98.
is formed behind the land portion 106 (the first,
A small diameter portion 107 is formed on the right side in Fig. 2). Further, the pilot valve 105 is provided with an atmosphere communication hole 108 whose one end opens into the dead-end hole 98 and whose other end communicates with the atmosphere.

The pilot valve 105 is equipped with an operating lever 11, which will be described later.
0 are connected to each other, and can be moved from side to side by the operation of this operating lever 110.

By the way, when the pressure-receiving area of the end face of the shoe 95 is A, the cross-sectional area of the piston portion 96 of the clutch valve 92 is B, the cross-sectional area of the clutch valve 92 is C, the cross-sectional area of the pilot valve 105 is D, then A>B-D B- The dimensions of each part are determined so that the inequality D>C is satisfied.

Now, when the pilot valve 105 is moved to the left in FIGS. 1 and 2 in order to "clutch on", the small diameter portion 107 of the pilot valve 105 is completely inserted into the dead hole 98, so that the high pressure from the discharge port 84 is not activated. Oil passes through oil passages 103, 102 and oil chamber 101 to piston portion 96 of clutch valve 92.
When acting on the right end surface 100 of the clutch valve 92, the hydraulic fluid also acts on the left end surface of the clutch valve 92. Therefore, the pressure receiving area of the rear end surface of the piston portion 96 is B-D,
Further, since the pressure receiving area of the front end surface of the clutch valve 92 is C, the clutch valve 92 moves to the left due to the above-mentioned inequality B-D>C. Therefore, when the pilot valve 105 moves to the left to "clutch on", the clutch valve 92 follows in the same direction due to the hydraulic pressure of the hydraulic oil, and the clutch valve 92 closes both the short-circuit ports 87 and 88. As a result, a "clutch-on" state occurs as described above.

Also, when the pilot valve 105 is moved to the right to "clutch off", the pilot valve 10
Since a part of the small-diameter portion 107 of the clutch valve 92 comes out from the dead end hole 98, the high-pressure hydraulic oil acts on the rear end surface (right end surface) 100 of the piston portion 96 of the clutch valve 92, while a portion of the hydraulic oil Part is clutch valve 9
In addition to acting on the front end surface (left end surface) of the clutch valve 92, it also acts on the left end surface of the piston portion 96 of the clutch valve 92 through the dead hole 98, the communication hole 99, and the annular passage 97. The pressure receiving area for moving the clutch valve 92 to the left is B-D, while the pressure receiving area for moving the clutch valve 92 to the right is B. Therefore, as a matter of course, B>B-D causes the clutch valve 92 to move to the right, resulting in the aforementioned "clutch-off" state as shown in FIGS.

Furthermore, if the clutch valve 92 is moved further to the left from the above-mentioned "clutch-on" state, and the shoe 95 is brought into contact with the discharge port 84 of the distribution board 17, and the above-mentioned "hydraulic pump" is directly connected to the hydraulic motor, High-pressure hydraulic oil from the discharge port 84 (equal pressure to the oil pressure in the oil chamber) acts on the end face of the shoe 95 having a pressure receiving area A, while the clutch valve 9
High-pressure hydraulic oil in an oil chamber 101 acts on the right end surface 100 of the second piston portion 96 having a pressure receiving area B-D. Therefore, due to the inequality A>BD, a force is applied to the shoe 95 to move it to the right. By the way, if the shoe 95 moves slightly to the right, the hydraulic pressure on the end surface of the shoe 95 is released, and the shoe 95 is again pressed against the end surface of the distribution board 17.
Therefore, by setting the pressure-receiving areas of A, B, and C to predetermined values that satisfy the inequality, it is possible to maintain the so-called "hydraulic floating support" state, and the pressure area between the shoe 95 and the discharge port 84 can be maintained. It is possible to maintain a good oil-tight state between them while minimizing the leakage of hydraulic oil from them.

Behind the hydraulic clutch servo motor CLS, the transmission case includes an operating lever 110.
is pivotally supported 111 so as to be able to swing left and right, and the rear end of the pilot valve 105 of the clutch servo motor CLS is connected 112 to the upper end of this operating lever 110.

A forced clutch-off device CLO is connected to the lower end of the operating lever 110 121 . This forced clutch-off device CLO is designed to forcibly “clutch-off” the clutch device when the shift operation lever L is shifted to the “neutral position N”, regardless of the interlocking operation device OPC described later. To explain the configuration of this device CLO 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 i and a right oil chamber j.
A piston 114 is fitted to be slidable left and right. A piston rod 115, which is 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 its tip. A compression spring 116 is compressed in the left oil chamber i, and when the compression spring 116 biases the piston 114 to slide to the right, it also causes the operating lever 110 to move counterclockwise as described above. It is designed to be biased so as to rotate in the direction, and to perform two types of operation.
Further, a circulation port 117 is bored in the right end wall of the cylinder 113, and an oil supply passage 118 connected to the engine drive pump EP or the travel drive pump VP, which will be described later, is communicated with the circulation port 117, as will be described in detail later. When the gear shift lever L is in the neutral position N, the pump EP or
Pressure oil from VP flows into the right oil chamber j of cylinder 113.
It has come to act on Furthermore, cylinder 1
A reed valve 119 that is pressed into contact with the circulation port 117 is fixed to the inner wall of the right end of the reed valve 13, and a small hole 120 is bored in the reed valve 119.
The right oil chamber j connects to the circulation port 1 through this small hole 120.
It communicates with an oil supply path 118 via 17. Therefore, when the aforementioned gear shift operation lever L is shifted to the "neutral position N", the engine-driven pump
Pressure oil from the EP or travel drive pump VP passes through the on-off valve V, enters the right oil chamber j of the cylinder 113 via the oil supply path 118, the circulation port 117 and the reed valve 119, and moves the piston 114 against the force of the compression spring 116. Since it slides to the left against the force, the operating lever 115 is forcibly rotated clockwise, and the pilot valve 72 of the clutch servo motor CLS is
It is forcibly moved to the right, that is, to the "clutch off" side, so that it can be forcibly "clutched off" during neutral operation. Further, when a gear shift operating lever L, which will be described later, is shifted from a neutral position N to an automatic gear shift position D, and communication between the pump EP or VP and the oil supply passage 118 is cut off by the on-off valve V, pressure oil is stored in the right oil chamber j. Since the piston 114 is no longer supplied with the compression spring 1
16, but at this time, the pressure oil in the right oil chamber j is squeezed through the small hole 120 and flows through the oil supply path 118 to the return oil path 122, so that the operating lever 110 slowly rotates counterclockwise to engage the clutch servo motor CLS.
The operation is buffered.

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 operating device OPC at a suitable location within the mission case to operate them individually or in conjunction with each other. The configuration of this device OPC will be explained below. A support shaft 130 is supported on the mission case behind the change servo motor CHS, and this support shaft 130 includes an operation cam 131, an operation arm 132, and an operation arm 133 are supported so that they can rotate integrally, of which the actuating arm 13
2 is the output piston 5 of the main servo motor MS mentioned above.
It is connected 141 to the rear end of the piston rod 55 of No. 4.

The operating cam 131 has a generally scoop-like overall shape, and has a first cam surface formed of a circular arc surface with a short radius rs centered on the axis O of the support shaft 130 at its base end.
c ₁ , and at its tip, a second cam surface consisting of a circular arc surface with a long radius rl centered on the axis O of the support shaft 130.
c ₂ is formed, and those first and second cam surfaces
A third cam surface c ₃ consisting of an inwardly concave hyperbola is formed between the upper surface ends of c ₁ and c ₂ . Operation cam 131
A tension spring 134 is stretched between the base end of the pilot valve 72 of the change servo motor CHS and the base end of the pilot valve 72 of the change servo motor CHS.
It is biased so that it comes into pressure contact with the cam surface.

As shown in FIG. 1, the pilot valve 72
When the base end of the pilot valve 72 is in contact with the second cam surface _c2 , the pilot valve 72 is held at that position without moving even if the operating cam 131 rotates, and the motor swash plate 1
1 is at the maximum tilt position Smax, that is, the "LOW position". When the operating cam 131 is rotated _{counterclockwise} in FIG. The valve 72 moves to the right following its hyperbolic third cam surface _c3 . Therefore, the motor swash plate 11 tilts rightward toward the TOP side. In this case, the fact that the third cam surface _c3 is a hyperbola has an extremely important meaning as will be explained in detail later. Furthermore, the operation cam 131
When 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 comes to the minimum tilt position (upright position) Smin, that is, the "TOP position". And operation cam 131
Even if the valve rotates further, the pilot valve 72 no longer moves.

A clutch operating rod 1 is provided at the tip of the operating arm 133.
The upper ends of 35 are connected 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. And on one side of the lower end, there is an inclined cam surface 13.
8 is formed, and a roller 139 pivotally supported on the upper half of the operating lever 110 is mounted on the inclined cam surface 138 of the compression spring 1 in the cylinder 113.
They are pressed together by the elastic force of 16. Operating lever 1
As mentioned above, the rear end of the pilot valve 105 of the clutch servo motor CLS is connected to the upper end of 10.
12 has been done. Therefore, when the support shaft 130 rotates, the clutch operating lever 135 is moved up and down via the operating arm 133. Clutch operating lever 13
5 rises, the roller 139 moves toward the inclined cam surface 13
8 to the right, the operating lever 110 is rotated clockwise, the pilot valve 105 moves to the right, that is, to 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, causing the operating lever 110 to rotate counterclockwise and the pilot valve 105 to move to the left, ie, toward the "clutch-on" side.

At the bottom of the clutch operating lever 135, on the opposite side from the inclined cam surface 138, there is a bimetal 14.
This bimetal 140 acts to bend the lower half of the clutch operating rod 135 to the right in cold weather, and the pilot valve 105 is positioned slightly to the right in cold weather. The clutch servo motor CLS is corrected so that even if the engine idling speed increases due to fast idle, the clutch servo motor CLS does not operate to the "clutch on" side. Correction for the increase in temperature is made by sensing the temperature at that time.

Thus, the bimetal 140 constitutes a temperature correction mechanism of the present invention that prevents the clutch servo motor CLS from erroneously operating toward the clutch-on side due to engine fast idle.

By the way, in general, hydraulic continuously variable transmission CVT,
The inclination angle α (LOW-TOP) of the motor swash plate 11,
The relationship between the torque ratio T of the input shaft 3 and the output shaft 15 is expressed by a straight line as shown in FIG. However, the output of an engine is expressed by the product of the rotation speed of its output shaft and its torque, so when the output is constant, the torque ratio T of the input shaft 3 and the output shaft 15 and the gear ratio ( The relationship with speed ratio) i is expressed by a hyperbola as shown in FIG. Since the tilt angle α displacement of the motor swash plate 11 is a change in the speed ratio i, the torque ratio T changes hyperbolically with respect to the linear displacement of the motor swash plate 11 as described above. Therefore, a relative deviation occurs between the linear displacement of the inclination angle α of the motor swash plate 11 and the hyperbolic change in the torque ratio T, and the inclination angle of the motor swash plate is directly changed. However, such deviations can be corrected by the following configuration.

That is, by forming the third cam surface _c3 of the operation cam 131 into a hyperbolic shape, even if the operation input to the motor swash plate 11 is linear, the inclination angle α of the motor swash plate 11 is changed by the change in the torque ratio T. The above-mentioned inconvenience can be solved by allowing hyperbolic displacement to match the . That is, the pilot valve 72 of the change servo motor CHS connected to the motor swash plate 11 is connected to the third cam surface of the operating cam 131.
When in contact with c ₃ , the rotation of the operating cam 131 based on the linear left-right movement of the speed change operating lever L can displace the inclination angle α of the motor swash plate 11 along its hyperbolic cam surface c ₃ . , the relationship between the rotational angle β displacement (LOW-TOP) of the operating cam 131 and the tilt angle α displacement of the motor swash plate 11 can be hyperbolic as shown in FIG.
The relationship between the change in the torque ratio T and the rotational angle β displacement (LOW-TOP) of 31 can also be hyperbolic, as shown in FIG. Therefore, even if the operation input displacement for rotating the operation cam 131 is linear, the displacement of the inclination angle α of the motor swash plate 11 can be corrected to match the change in the torque ratio T, and the shift operation can be made more accurate and easier.

Next, we will explain the traveling drive pump VP, which is driven by obtaining power from the traveling rotating parts such as the axle when the vehicle is running.This is composed of a normal gear pump, and its suction side is connected to the oil sump T. A discharge passage 150 is communicated with the discharge side, and this discharge passage 1
50 is branched into first and second sub-oil supply passages 151 and 152, and the first sub-oil supply passage 151 communicates with the replenishment oil passage 47 of the main servo motor MS via the on-off valve V and the control valve. Further, the second width oil supply passage 152 is communicated with the main oil supply passage 22 which is connected to the engine-driven pump EP.

This running drive pump VP has three functions: (1) When the vehicle is running at high power, this running drive pump VP is operated in parallel with the engine driven pump EP, so that their Even if one of them breaks down, there will be no problem with driving and it will be fail-safe. (2) When a vehicle is forced to drive, or when the engine stalls during neutral coasting, etc.
When the required high-pressure hydraulic oil cannot be obtained from the engine-driven pump EP, the travel-driven pump VP can supply pressure hydraulic oil to the required location. (3) When the speed change operation lever L is shifted to the neutral position N, pressure oil from the traveling drive pump VP is supplied into the right oil chamber f of the servo cylinder 48 to move the output piston 54 to the left end position and start the motor. The swash plate 11 can be forcibly tilted to the TOP position, preventing excessive engine braking when driving again, allowing smooth switching from neutral driving to driving driving without shock. becomes possible.

Next, the functions of the "automatic drive", "manual drive" and "neutral" operations of the present invention will be explained in order.

[] Automatic drive operation Shift the shift operating lever L to the "automatic shift position D" shown by the two-dot chain line in FIG. At this position D, the locking ball 6 of the click stopper 61
5 fits into the notch 63 to lock the gear shift operation lever L. By the way, in this "automatic shift position D", the left end of the first large diameter portion _l2 of the shift operation lever L is in the insertion hole 5.
7, and within the servo cylinder 48, the first large diameter portion _l2 is located over its entire length, so that no matter where the output piston 54 is located within the servo cylinder 84, the first large diameter portion l2 is located within the servo cylinder 48. ₂ are rubbed together. Further, the on-off valve V is in the closed position, and the oil supply to the forced clutch-off device CLO is cut off, and the oil supply to the supply oil passage 47 is also cut off.

When a throttle valve (not shown) of the engine is opened or closed to accelerate or decelerate the engine, the rotating cam 40 that is linked therewith rotates counterclockwise or clockwise to move the left input piston 36 to the right or left. The displacement of the left input piston 36 is converted into force by the transmission spring 38 and moves the spool valve 35, thereby supplying hydraulic oil from the engine-driven pump EP to the servo cylinder 48 as described above, and output piston 54. A control force is applied in the right direction according to the opening degree of the throttle valve. On the other hand, the centrifugal governor CG generates an output hydraulic pressure proportional to the engine rotational speed, so in response to the hydraulic pressure, it supplies the hydraulic oil to the servo cylinder 48 via the spool valve 35, and outputs hydraulic oil proportional to the engine rotational speed. A directional control force is applied to the output piston 54. In this way, the output piston 5
4 is moved steplessly left and right until 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 FIG. 1, the output piston 54 is at the right end position, the operating cam 131 is rotated most clockwise, and the motor swash plate 1 of the continuously variable transmission CVT is
1 is at the maximum inclination position Smax, that is, the LOW position, and its reduction ratio is at its maximum.

When the engine is currently being driven and the throttle valve opening is small and the engine speed increases, the output piston 54 of the main servo motor MS with control valve begins to move to the left, and the operating cam 131 is moved to the left via the operating arm 132. However, in the range in which the output piston 54 moves from position A to position B in Figure 1, the pilot valve 72 of the change servo motor CHS slides on its second cam surface _c2 even though the operating cam 131 rotates counterclockwise. The change servo motor CHS does not operate, but the operating arm 1
33 is rotated to the left, so the clutch operation lever 135
is lowered, the pilot valve 105 of the clutch servo motor CLS moves to the left, and the clutch servo motor CLS moves to the left.
As mentioned above, the CLS goes through the "half-clutch" state and then "clutches on." This allows continuously variable transmission
A hydraulic pump P and a hydraulic motor M of the CVT are hydraulically connected.

When the engine rotational speed further increases and the output piston 54 moves to the left beyond the position B in FIG. When reaching the third cam surface _C3 consisting of a hyperbola, the change servo motor CHS
enters the operating state, and the motor swash plate 11 can be tilted. In this case, as detailed above, the pilot valve 72, that is, the motor swash plate 11, is tilted hyperbolically by the third cam surface _c3 in response to the linear left-right movement of the output piston 54, matching the output characteristics of the engine. Gear shifting operation becomes possible.

When the output piston 54 is moved left and right in the range shown in FIG. For example, under conditions where the engine speed is relatively low and the throttle valve opening is relatively large, the output piston 54 occupies the right position in the range of the lo-ho, and accordingly The change servo motor CHS automatically moves the motor swash plate 11.
Tilts to the LOW position or a position near it to increase the reduction 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 loaf, and accordingly, the change servo motor CHS is operated to tilt the motor. Plate 11 automatically
When the gear is tilted to or near the TOP position (vertical position), the reduction ratio decreases. In the lower movement range of the output piston 54, the clutch operating lever 135 is lowered, and the clutch servo motor CLS is of course in the "clutch-on" state.

Also, the TOP position, that is, the output piston 54
When the servo motor CHS moves further from the C position to the left position and reaches the H 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 if the operating cam 131 rotates, the pilot valve 72 remains at the right end position, causing the motor to tilt. The board 11 remains in the TOP state. In this state, the clutch operating lever 135
The roller 139 of the operating lever 110 is lowered to the lowest position.
comes into contact with the rod-shaped portion of the clutch operating rod 135, the pilot valve 105 of the clutch servo motor CLS moves further to the left from the "clutch on" position, and the shoe 95 closes the discharge port 84 of the distribution board 17. As mentioned above, when the hydraulic pump P and the hydraulic motor M of the continuously variable transmission CVT 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 is hydraulically operated. The power transmission efficiency between the input shaft 3 and the output shaft 15 can be increased by locking the input shaft 3 and the output shaft 15 as described in detail above.

Furthermore, when the output piston 54 moves to the right from the position C in Figure 1, the "hydraulic pump and hydraulic motor are directly connected" state is released and the motor swash plate 11 is moved from the TOP position to the LOW state after returning to the "clutch-on" state. Needless to say, it will start tilting to the side.

Note that the advantages of the presence of the orifices 51, 52 and the bimetal 43 in the operation of the main servo motor MS with a control valve have already been described, so they will not be described in this section.

[] Manual drive operation In Fig. 1, the shift operation lever L is shown at a manual shift start position M, and from this position M, the shift operation lever L is shifted leftward within the length range of the manual shift range Mr. is the movement range of the speed change operation lever L during manual drive. In this manual drive operation as well, the on-off valve V is in a closed state as in the automatic drive operation. As is clear from FIG. 1, a portion of the first small diameter portion l ₁ and the first large diameter portion l ₂ of the speed change operation lever L are located within the servo cylinder 84. When the engine is operated and its rotational speed increases, the output piston 54
moves to the left, but at this time its output piston 54
moves to the left beyond the step 58 between the first small diameter portion l ₁ and the first large diameter portion l ₂ , the left oil chamber e and right oil chamber f of the servo cylinder 48 move into the shaft hole 56 of the output piston 54 .
It leads to communication through. In this case, the left pressure receiving area _A1 of the output piston 54 is larger than the right pressure receiving area _A2 , so the output piston 54
When it exceeds 8, it is immediately moved to the right and returns to the first large diameter section.
l Becomes to be slid to ₂ . This means that while the shift lever L is being shifted within the manual shift range Mr, the output piston 54 can be amplified and moved left and right following this shift. Therefore, by shifting the shift operation lever L left and right within the manual shift range Mr, the change servo motor CHS and clutch servo motor CLS are activated in the same way as in the automatic drive operation.
It is possible to operate the continuously variable transmission CVT and the clutch mechanism by interlocking the CVT and CVT.

[] Neutral operation Shift the shift operating lever L beyond the above-mentioned "automatic shift position D" to the left end position shown by the dashed line, that is, the "neutral position N." This position N
Then, the locking ball 65 of the click stopper 61 fits into the notch 64 and locks the speed change operation lever L. In this "neutral position N", the first large diameter portion of the shift operation lever L is in the same position as the "automatic shift position D".
The left end of _l2 fits into the fitting hole 57. 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 travel drive pump VP
The pressurized oil from the CLO is connected to the forced clutch-off device CLO through the annular groove 67 and the oil supply passage 118.
, the operating lever 110 rotates clockwise and the pilot valve 105 of the clutch servo motor CLS is pressed into the right oil chamber j of the cylinder 113.
is slid to the right regardless of the position of the clutch operating lever 135 and the servo motor CLS is clutched off, so as mentioned above, the operating state of the continuously variable transmission CVT is cut off and the rotation of the input shaft 3 is controlled by the output shaft 15.
is no longer transmitted, and the vehicle is in a state of coasting.

In addition, pressure oil from the travel drive pump VP is supplied to the main servo motor with a control valve via the first sub-oil supply path 151.
The servo cylinder 4 passes through the supply oil path 47 of the MS.
8 into the right oil chamber f, and move the output piston 54 to the left end position, that is, the TOP position using the gear shift operation lever L.
slide over the first large diameter part _l2 . As a result, the motor swash plate 11 is tilted to the TOP position (vertical position). That is, when the gear shift operation lever L is in the neutral position N, the motor swash plate 11 is always
When the shift control lever L is held at the TOP position and then shifted to the drive position, sudden engine braking is prevented, thereby reducing shock to the vehicle as much as possible.

As is clear from the above embodiments, 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 used. The hydraulic motor M is connected via a hydraulic closed circuit.
In an operation control device for a hydraulic continuously variable transmission, the speed ratio between the input shaft 3 and the output shaft 15 can be adjusted steplessly by adjusting the discharge amount of the motor by changing the inclination angle of the motor swash plate 11. , inputs a control force proportional to the throttle valve opening of the engine and a control force proportional to the rotation speed of the engine, converts the difference between these forces into displacement, determines the control direction based on the displacement, and controls the control. a main servo motor MS with a hydraulic control valve capable of amplifying and outputting force; the motor swash plate 11;
a hydraulic change servo motor which is connected to the hydraulic change servo motor and which can be tilt-controlled to operate the continuously variable transmission;
a hydraulic clutch servo motor CLS connected to the continuously variable transmission and capable of clutching the transmission; a hydraulic clutch servo motor CLS connected to the continuously variable transmission;
Equipped with an interlocking operating device OPC that transmits information to the CHS and clutch servo motor CLS either independently or in conjunction with each other, so you can control the change servo motor and clutch servo motor separately by simply controlling the opening and closing of the throttle valve opening of the engine. To automatically perform the gear change operation and clutch operation of a continuously variable transmission by accurately controlling the operation in conjunction with or in conjunction with each other, and automatically obtain the optimum gear ratio according to the driving conditions of the vehicle. I can do it.

In particular, the interlocking operation device OPC connects the output member 54 and the input member of the change servo motor CHS so that the linear displacement position of the output member 54 can be converted into a hyperbolic displacement amount of the inclination angle α of the motor swash plate 11. 72, the motor swash plate 11 can be hyperbolically tilted to match the output characteristics of the engine. It becomes possible to perform a gear shift operation of the continuously variable transmission that matches the output characteristics of the driver, making it easier to drive and allowing smooth gear shift operations that match the driver's sense of driving.

Furthermore, according to the second invention, the interlocking operation device
The OPC is equipped with a clutch operating lever 135 that interlocks the input member 105 of the clutch servo motor CLS with the operating cam 131, and the clutch operating lever 135 is provided with a clutch operating lever 135 that connects the clutch servo motor CLS with the input member 105 of the clutch servo motor CLS.
Since a temperature compensation mechanism is installed to prevent the CLS from malfunctioning toward the clutch-on side, it is possible to prevent the clutch servo motor CLS from malfunctioning toward the clutch-on side due to fast idle. It is possible to prevent the vehicle from starting in advance.

[Brief explanation of the drawing]

Fig. 1 is an overall diagram showing the main parts of the operation control system of a hydraulic continuously variable transmission equipped with the device of the present invention;
The figure is an enlarged sectional view of the clutch servo motor, Figure 3 is a graph showing the relationship between the tilting angle of the motor swash plate and the torque ratio of the input shaft and output shaft, and Figure 4 is a graph showing the relationship between the gear ratio of the input shaft and the output shaft. , a graph showing the relationship between these torque ratios, Figure 5 is a graph showing the relationship between the rotation angle of the operating cam and the tilting angle of the motor swash plate, and Figure 6 is a graph showing the relationship between the rotation angle of the operating cam and the input shaft. It is a graph showing the relationship between the torque ratio and the output shaft. 3...Input shaft, 11...Motor swash plate, 15...
Output shaft, 54... Output piston as an output member, 72, 105... Pilot valve as an input member, 140... Bimetal as a temperature correction mechanism, 131... Operating cam, 135... Clutch operating rod, M... ...Hydraulic motor, P...Hydraulic pump,
MS...Main servo motor with control valve, CHS...Change servo motor, CLS...Clutch servo motor.

Claims (1)

[Claims] 1. Hydraulically closing 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. The input shaft 3 and the output shaft 1 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.
The gear ratio between 5 and 5 can be adjusted steplessly.
In an operation control device for a hydraulic continuously variable transmission, a control force proportional to the throttle valve opening of the engine and a control force proportional to the rotation speed of the engine are input, and the difference between these forces is converted into displacement, a main servo motor MS with a hydraulic control valve capable of determining a control direction based on its displacement and amplifying and outputting the control force; connected to the motor swash plate 11 and controlling the tilting of the motor to drive the continuously variable transmission; a hydraulic clutch servo motor CHS that is capable of shifting the transmission; a hydraulic clutch servo motor CLS that is connected to the continuously variable transmission and capable of clutching the transmission; an output member 54 of the main servo motor MS with a control valve; an interlocking operation device OPC that transmits the operation of the change servo motor CHS and the clutch servo motor CLS to the change servo motor CHS and the clutch servo motor CLS individually or in conjunction with each other; The hydraulic pressure for a vehicle comprises an operation cam 131 that interlocks the output member 54 and the input member 72 of the change servo motor CHS so as to convert the amount of displacement into a hyperbolic displacement amount of the inclination angle α of the motor swash plate 11. Operation control device for continuously variable transmission. 2. 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 connected via a hydraulic closed circuit. , by adjusting the discharge amount of the hydraulic motor M by changing the inclination angle of the motor swash plate 11, the input shaft 3 and the output shaft 1 are adjusted.
The gear ratio between 5 and 5 can be adjusted steplessly.
In an operation control device for a hydraulic continuously variable transmission, a control force proportional to the throttle valve opening of the engine and a control force proportional to the rotation speed of the engine are input, and the difference between these forces is converted into displacement, a main servo motor MS with a hydraulic control valve capable of determining a control direction based on its displacement and amplifying and outputting the control force; connected to the motor swash plate 11 and controlling the tilting of the motor to drive the continuously variable transmission; a hydraulic clutch servo motor CHS that is capable of shifting the transmission; a hydraulic clutch servo motor CLS that is connected to the continuously variable transmission and capable of clutching the transmission; an output member 54 of the main servo motor MS with a control valve; an interlocking operation device OPC that transmits the operation of the change servo motor CHS and the clutch servo motor CLS to the change servo motor CHS and the clutch servo motor CLS individually or in conjunction with each other; an operating cam 131 that interlocks the output member 54 and the input member 72 of the change servo motor CHS so as to convert the amount of displacement into a hyperbolic displacement amount of the inclination angle α of the motor swash plate 11; The clutch operating lever 135 is provided with a clutch operating lever 135 that interlocks the input member 105 of the servo motor CLS, and the clutch operating lever 135 is provided with a mechanism to prevent the clutch servo motor CLS from erroneously operating toward the clutch-on side due to fast idle during warm-up of the engine. An operation control device for a vehicle hydraulic continuously variable transmission, which is equipped with a temperature correction mechanism to prevent