JPS62132064A - Change gear ratio detecting device for continuously variable transmission - Google Patents

Abstract

PURPOSE:To avoid consuming oil wastefully, and decrease the oil pump capacity, by feeding oil pressure which is correspondent with the change gear ratio, to the part of contact between a pulley movable part and a change gear ratio detecting member. CONSTITUTION:The change gear ratio corresponding pressure is output to an oil route 226 of a change gear ratio detecting valve 108, and fed from this oil route 226 to the face of contact between a change gear ratio detecting member 140 and a groove 22a, through a port 312h, a route hole 140b and an opening 140a. According to the axial movement of the change gear ratio detecting member 140, the reaction force of springs 316, 318 varies to vary the pressing force of the change gear ratio detecting member 140 against the groove 22a, however, as the oil pressure fed to the opening 140a is corresponding with the change gear ratio, only the pressure oil whose pressure is proper is fed, and consequently, it is avoided to consume more oil than it needs.

Description

DETAILED DESCRIPTION OF THE INVENTION (A) Field of Industrial Application The present invention relates to a gear ratio detection device for a continuously variable transmission.

(B) Conventional technology As a conventional gear ratio detection device for continuously variable transmission,
tlfL"tIulILDO26n-AA263-5ShiitoInformation7'Z〒76,IT;-There is one.The gear ratio detection device of this continuously variable transmission detects the pulley position on the axially movable part of the rotating pulley. The detecting member is brought into contact with the movable part of the pulley, thereby detecting the position in one direction of the movable part of the pulley. Line pressure is supplied to the contact surface between the pulley position detecting member and the movable part of the pulley, thereby reducing the pressure between the two. Lubrication takes place.

(c) Problems to be Solved by the Invention' However, since the gear ratio detection device of such a conventional continuously variable transmission uses line pressure smoothly, there is a possibility that an excessive amount of oil may be used. There is a problem in that the oil pump is consumed for lubrication and requires an oil pump with a larger capacity.

Therefore, the space required for the oil pump becomes larger, and the entire continuously variable transmission becomes larger. The present invention aims to solve these problems.

(d) Means for solving the problem The present invention uses hydraulic pressure that changes in accordance with the gear ratio (that is, corresponds to the pressing force of the gear ratio detection member against the movable part of the pulley) as lubricating oil. This solves the above problems. That is, the gear ratio detection member of the continuously variable transmission according to the present invention has a lubricating oil passage opening [1] on the contact surface with the movable part of the pulley, and this lubricating oil passage has a lubricating oil passage corresponding to the gear ratio. A pressure corresponding to the speed change ratio is supplied.

(E) The speed ratio changes as the movable part of the working pulley moves in the axial direction. Movement of the movable part of the pulley is transmitted to a speed ratio detection member that contacts the movable part. Since the speed ratio detection member is pressed against the movable part of the pulley by a spring, this pressing force changes in accordance with the movement of the movable part of the pulley. For example, as the gear ratio increases, the pressing force of the gear ratio detection member increases. Since a pressure corresponding to the gear ratio is supplied to the contact portion between the two, the amount of supplied oil increases as the gear ratio increases. Therefore, the required amount of oil is always supplied, and the amount of oil consumed for this lubrication can be reduced.

(F) Embodiment FIG. 2 shows a power transmission mechanism of a continuously variable transmission. This continuously variable transmission has a fluid coupling 12 and a surface reverse switching mechanism 15.
, (2) a belt type continuously variable transmission mechanism 29, a differential device 56, etc., and can transmit the rotation of the output shaft 10a of the engine 10 to the output shafts 66 and 68 at a predetermined gear ratio and rotation direction. This continuously variable transmission uses fluid coupling 1
2 (having a release pressure chamber 12a, an apply pressure chamber 12b, a pump impeller 12c, a turbine runner 12d, etc.), a rotating shaft 13, a drive shaft 14, a surface reverse switching mechanism 15,
Drive pulley 16 (fixed conical plate 18, drive pulley cylinder chamber 20 (chamber 20a, chamber 20b), movable conical plate 22,
(consisting of groove 22a, etc.), planetary gear mechanism 17 (consisting of sun gear 19, pinion gear 21, binion gear 23, pinion carrier 25, internal gear 27, etc.), ■
Belt 24, driven pulley 26 (consisting of fixed conical plate 30, driven pulley cylinder chamber 32, movable conical plate 34, etc.)
, driven wheel 28, forward clutch 40, drive gear 46, idler gear 48, reverse brake 50, idler shaft 52
, a pinion gear 54, a final gear 44, a pinion gear 58, a pinion gear 60, a side gear 62, a side gear 64, an output shaft 66, an output shaft 68, etc., but a detailed explanation of these will be omitted. In addition,
The structure of the parts whose explanation is omitted is described in Japanese Patent Application No. 1982-226706 filed by the present applicant.

FIG. 1 shows a hydraulic control device including a gear ratio detection device for a continuously variable transmission according to the present invention. The present invention provides a gear ratio detection member 1
40, the gear ratio detection valve 108, etc. are the main components, but first, all the valves and the like that make up the hydraulic control device will be briefly explained.

This hydraulic control device includes a line pressure regulating valve 102, a shift control valve 104, a shift command valve 106, a gear ratio detection valve 108, a throttle valve 110, a manual valve 112, an N-D select valve 114, an N-R select valve 116, Coupling pressure regulating valve 118, lock-up switching valve 120, governor valve 12
2. Consists of a pilot valve 124, a solenoid 126, etc.

The line pressure regulating valve 102 is a valve that regulates the oil pressure (line pressure) of the oil passage 202 to which oil discharged from the oil pump 128 is supplied. The line pressure is regulated according to the throttle pressure supplied from the oil passage 204 and the pressure corresponding to the gear ratio supplied from the oil passage 226.
24 is opened before the boat is opened to supply oil to the oil passage 273. Also, only when the gear ratio is above a predetermined value and the throttle opening is small, throttle pressure is applied from the gear ratio detection valve 108 to the right end of the spool through the oil passage 232 and the throttle valve 110, and the line pressure is increased. It is starting to decline.

The speed change control valve 104 has oil passages 260 and 26 in the driving pulley cylinder chamber 20 and the driven pulley cylinder chamber 32, respectively.
This is a valve that controls the hydraulic pressure supplied through 2 to achieve a desired gear ratio. Spool 132 of this speed change control valve 104
is connected to the spool 1 of the shift command valve 106 by the link 134.
36 and the gear ratio detection member 140, and its position is controlled by both of them.

The shift command valve 106 is a valve that controls the shift control valve 104 via the link 134. The position of the spool 136 of the shift command valve 106 is controlled according to the governor pressure acting from the oil passage 234 and the throttle pressure acting from the oil passage 204.

Note that oil pressure is supplied from the oil passage 210 when the 7-ial valve 112 is in the L range, and the gear ratio is controlled to be larger than that in the D range.

The gear ratio detection valve 108 is a valve that uses the constant pressure of the oil passage 230 as a hydraulic pressure source and adjusts the oil pressure according to the axial position of the gear ratio detection member 140 and outputs it to the oil passage 226. Since the gear ratio detection member 140 is engaged with the groove 22a of the movable conical plate 22 of the drive pulley 16 and moves in the axial direction following this, the oil pressure regulated by the gear ratio detection valve 108 corresponds to the gear ratio. This is the hydraulic pressure (pressure corresponding to the gear ratio).

The throttle valve 110 is a valve that uses the line pressure of the oil passage 202 as a hydraulic pressure source to regulate throttle pressure according to the throttle opening and outputs the adjusted throttle pressure to the oil passage 204 . Displacement according to the throttle opening is transmitted to the spool 161, which is connected to the spring 1
63 to the spool 165, and the spring 1
The hydraulic pressure (throttle pressure) corresponding to the force of 63 is regulated.

The manual valve 112 is a valve that distributes the throttle pressure supplied from the oil passage 204 to the oil passages 206, 208, and 210 according to the selected position of the spool 150. As a result, the operation of the forward clutch 40 and the reverse brake 50 is controlled to enable switching to 11 "reverse".

The N-D select valve 114 is a valve that reduces selection shock by relaxing the engagement of the old road clutch 40 that is engaged when the manual valve 112 is switched from the N range to the D range. That is, when the throttle pressure in the oil passage 204 is lower than a predetermined value, the state shown in the lower half of the figure is reached, and hydraulic pressure is supplied to the forward clutch 40 through the orifice 212, and when the throttle pressure is higher than the predetermined value, The state shown in the upper half of the figure is reached, and at the initial stage, hydraulic pressure is supplied without being affected by the throttling effect of the orifice 212, and when the oil pressure rises to a certain extent, the state shown in the lower half of the figure is reached, in which the orifice 212 is supplied.
Increase the oil pressure through 2. As a result, the old road clutch 40 is engaged while the flow rate is controlled before the engine torque increases.

The N-R select valve 116 is for reducing select shock when the shift operation mechanism 112 is operated from the N range to the R range, and is structurally similar to the N-D select valve 114. be. Thereby, the hydraulic pressure supplied to the reverse brake 50 is controlled.

The coupling pressure regulating valve 118 is a valve that regulates the hydraulic pressure supplied to the fluid coupling 12, and transfers the pressure to the oil path 2.
73.

The lock-up switching valve 120 is connected to the fluid coupling 1
This is a valve that controls the lock-up operation of No. 2. Zunawachi,
The lock-up switching valve 12 is activated in accordance with the governor pressure supplied from the oil passage 234 and the throttle pressure supplied from the oil passage 204.
0 switches between the upper half position and the lower half position, and in the lower half position, the hydraulic pressure of the oil passage 273 is supplied to the release pressure chamber 12a of the fluid coupling 12 through the oil passage 275 to set the fluid coupling state, Also, in the upper half position, the oil passage 27
3 oil pressure is passed through oil passage 277 to fluid coupling 1.
The lock-up mechanism is activated by supplying the liquid to the second apply pressure chamber 12b.

The governor valve 122 is a valve that uses the throttle pressure of the oil passage 204 as a hydraulic pressure source and generates a governor pressure corresponding to the first speed.

That is, the entire governor valve 122 rotates together with the driven pulley 26, regulates the hydraulic pressure corresponding to the centrifugal force acting on the spool, and outputs this to the oil path 234.

The pilot valve 124 is a valve that uses the line pressure of the oil passage 202 as an oil pressure source to regulate a constant oil pressure and supplies it to the gear ratio detection valve 108 and the solenoid 126 via the oil passage 230.

The solenoid 126 is connected from the oil passage 230 to the orifice 283.
It is a valve that can switch opening and closing of the opening 181 of the oil passage 281 branched via the oil temperature switch 185, which closes the opening 181 when it is on and opens the opening 181 when it is off. It turns off only when the oil temperature detected by is lower than a predetermined value. When the solenoid 126 is turned off, the opening 181 is opened and the hydraulic pressure in the oil passage 281 is discharged, so that the lock-up switching valve 120 is located on the lock-up release side. That is, the solenoid 126 is used to release the lock-up at low temperatures.

In addition to the above, this hydraulic control device also includes a cooler 952.
, a line pressure check valve 954, a fluid coupling check valve 956, a Tara check valve 958, and the like.

Next, the gear ratio detection valve 108 and the gear ratio detection member 140, which are directly related to the present invention, will be explained in more detail.

The gear ratio detection valve 108 has eight ports 312a to 312.
Valve hole 312 with h and lands 314a and 314b
a spool 314 having a gear ratio detection member 140;
It consists of two springs 316 and 318 provided between the gear ratio detection member 140 and the spool 314. Of the two springs 316 and 318, the inner spring 316 always has both ends connected to the spool 31.
4 and the gear ratio detection member 140 and are in a compressed state.
0 is compressed only when it moves to the right in the figure by a predetermined stroke or more. Ports 312a and 312
c is connected to the line pressure regulating valve 102 via an oil passage 226. The port 312b is connected to the pilot valve 124 via the oil passage 230, and constant pressure is always supplied to the port 312b. Ports 312d and 312e are train boats. Port 312f is connected to oil passage 2 when the gear ratio is above a predetermined value.
It is connected to the throttle valve 110 via 32. Port 312g is connected to oil passage 204, which is a throttle pressure circuit. The port 312h is the above-mentioned port 312a.
and 312c by an oil passage 226. The gear ratio detection member 140 is coupled to the groove 22a of the movable conical plate 22 of the drive pulley 16 so as to be movable together only in the axial direction. The gear ratio detection member 140 has an opening 140a on the surface that contacts the groove 22a.

This opening 0140a is a passage hole 140 provided in the gear ratio detection member 140 so as to always communicate with the port 312h.
connected to b.

Next, the operation of this embodiment will be explained. Shift command valve 1
The position of the 06 spool 136 is determined depending on the balance between the governor pressure from the oil passage 234 and the throttle pressure from the oil passage 204. The movement of the spool 136 is transmitted to the spool 132 of the speed change control valve 104 via the link 134, whereby the hydraulic pressure supplied to the drive pulley cylinder chamber 20 and the driven pulley cylinder chamber 32 is controlled by The ratio is set to a predetermined state. This moves the movable conical plate 22 of the drive pulley 16 to a predetermined position. When the movable conical plate 22 moves, the gear ratio detection member 140 also moves in the axial direction. In other words, the larger the gear ratio becomes, the more the gear ratio detection member 140 moves.
moves to the right in FIG. 1, and springs 316 and 3
Compress 18. As a result, the force acting on the spool 314 of the gear ratio detection valve 108 increases. The spool 314 of the gear ratio detection valve 108 uses the constant pressure supplied from the pilot valve 124 via the oil passage 230 as a hydraulic pressure source, and adjusts the pressure so that the hydraulic pressure of the port 312a is balanced with the force exerted by the springs 316 and 318. Therefore, a hydraulic pressure that increases as the gear ratio increases, that is, a pressure corresponding to the gear ratio, is output to the oil passage 226. The pressure corresponding to the gear ratio of this oil passage 226 is the oil passage 226, port 312h, passage hole 140b, and
I 140a is supplied to the contact surface between the gear ratio detection member 140 and the groove 22a. Gear ratio detection member 140
As springs 316 and 318 move to the right in the figure, the reaction force of springs 316 and 318 increases, and the pressing force of gear ratio detection member 140 against groove 22a increases, but the throttle corresponding pressure also corresponds to the force of springs 316 and 318. As a result, the opening 140a is supplied with hydraulic pressure that accurately corresponds to the pressing force on the contact surface. Therefore, the contact surface of the gear ratio detection member 140 has a necessary and sufficient amount of oil il'.
II.It will be carried out smoothly, and there will be no needless consumption of more oil than necessary.

(G) As described in detail, according to the present invention, the hydraulic pressure corresponding to the gear ratio is supplied to the contact area between the boob movable part and the gear ratio detection member, so this contact area The amount of oil necessary for lubrication is supplied to the engine, reducing wasteful oil consumption and reducing the oil pump capacity.

[Brief explanation of drawings]

FIG. 1 is a diagram showing a hydraulic control device having a gear ratio detection device for a continuously variable transmission according to the present invention, and FIG. 2 is a diagram showing a power transmission mechanism of the continuously variable transmission. 16... Drive pulley, 26... Driven pulley, 140
... Gear ratio detection member.

Claims (1)

[Scope of Claim] A gear ratio detection device for a continuously variable transmission that detects an actual gear ratio by a gear ratio detection member that moves in the axial direction while always being in contact with a movable part of a driving pulley or a driven pulley, comprising: The ratio detection member has an opening for a lubricating oil passage on the contact surface with the movable part of the pulley, and a gear ratio corresponding pressure that changes in accordance with the gear ratio is supplied to this lubricating oil passage. Gear ratio detection device for continuously variable transmission.