JPS6353354A - Speed change controller for continuously variable transmission - Google Patents

Abstract

PURPOSE:To improve starting property by providing a delay valve which activates by a control signal pressure corresponding to engine rotation in such a structure as to apply through the delay valve the control signal pressure which activates on the opposite side to the signal load side of a speed change ratio control valve. CONSTITUTION:A delay valve 120 which activates by a control signal pressure corresponding to engine rotation is provided in such a structure that the control signal pressure is applied through the delay valve 120 to activate on the opposite side to the signal load side of a speed change ratio control valve 70. As a result, build up of a pitot pressure to activate an adjusting plunger 75 is delayed by action of the delay valve 120 so as to produce overshoot in the shift property and improve acceleration property in starting. In addition, the delay valve 120 does not activate under normal operation, cause supply of the pitot pressure to delay or produce overshoot, so that no effects are given to general control.

Description

[Detailed description of the invention]

[Industrial Application Field 1] The present invention relates to a speed change control device for a belt-type continuously variable transmission for use in light rain, and specifically relates to shift characteristics at the time of starting. (Conventional technique) This type of speed change control 111 device is
Those described in JP-A No. 5755@, JP-A-6O-159455Q, etc. are known. The former technology uses a pressure regulating valve that regulates the line pressure that acts on the belt at each boob in a continuously variable transmission based on pitot pressure that corresponds to the actual gear ratio and engine speed, and a pressure regulating valve that regulates the line pressure that acts on the belt at each boob in a continuously variable transmission. It is equipped with a gear ratio i1 + control valve that controls the speed change by applying the balance between the spring load and the pitot pressure depending on the accelerator opening (in the system) to the brake lever side. E, gear ratio υ1I 211 valve, I corresponds to the accelerator opening degree, control 2+1 ig pressure corresponds to the accelerator opening, and the relationship between the control 2+1 ig pressure and the adjustment oil pressure (when the pressure control t211 signal pressure is set high) Focusing on the balanced point (), by applying the control signal pressure to the signal load side and increasing the balance relationship, the operating force on the accelerator side is reduced, and further the pressure is applied according to the accelerator level. Weak spring and control 20 against the rod of the gear ratio control valve
It is configured so that the operating plunger moves in the same stroke with Shinai pressure, and an orifice is provided in the control signal pressure circuit to delay and smoothly perform the 03 operation of the operating plunger during kickdown. be. [Problem 1 to be Solved by the Invention The shift characteristics in such a configuration are as shown in FIG. Therefore, there is a problem in that the acceleration performance at the time of starting, especially at low speeds, is not good. Kihatsu [Ma1] was developed based on the above-mentioned circumstances, and it is an object of the present invention to provide a speed change II + control control for a continuously variable transmission that improves the starting characteristics by overshooting at the time of starting. The purpose is to [Means for Solving the Problems] In order to achieve the above object, the present invention provides 1+ of continuously variable transmissions.
A pressure regulating valve that changes the line pressure in the pressure system according to the control signal pressure according to the gear ratio and engine rotation. Control according to the signal load corresponding to the accelerator opening degree and the adjusted oil pressure from the pressure regulating valve 4:7 and the control according to the engine rotation 4: A gear ratio control valve that performs speed change control in an equilibrium relationship between the f3 pressure, Also on the signal load side of the above gear ratio control valve -
(The control signal pressure is applied via the A refit, and the signal load of the speed ratio control valve is applied to the speed ratio control valve using the reaction signal pressure and the control signal pressure) In this case, the delay valve operated by the control signal pressure according to the engine rotation is set to the gear ratio υ11.
The control signal pressure acting on the side opposite to the signal load side of the 311 valve is applied via the delay valve. [Function] Based on the above configuration, the present invention delays the rise of the pitot pressure acting on the adjusting plunger due to the movement of the delay valve, thereby causing an overshoot in the shift characteristics, thereby improving the acceleration performance at the light ratio. Moreover, in normal operation with four people, the delay valve does not operate, so there is no delay in the supply of pitot pressure, and no overshoot occurs, so there is no effect on general control.

【Example】

Hereinafter, one embodiment of the present invention will be described with reference to FIGS. 1 to 3 (
) will be explained. In FIG. 1, an example of a belt-type continuously variable transmission to which the present invention is applied will be described. Reference numeral 1 is an electromagnetic powder clutch, 2 is a continuously variable transmission, and the continuously variable transmission 2 can be broadly classified into Switching section for forward and backward movement from the input side 3. The boolean ratio converting section 4 and the final reduction section 5 are configured in a transmission configuration. The electromagnetic powder clutch 1 is housed in one side of the clutch housing 6,
The 1,7J exchange part of the continuously variable transmission 2 is installed inside the other side of the clutch housing 6, the main case 7 joined thereto, and the side case 8 joined to the side opposite to the clutch housing G of the main case 7. 3. A boolean ratio conversion section 4 and a final reduction section 5 are assembled. The electromagnetic powder clutch 1 is powered by a 44J crank from the engine.
A ring-shaped drive member 12 is integrally connected to +10 via a drive plate 11. It has a disk-shaped driven member 14 that is integrally spline-coupled to the speed change +i large input 13 in the rotational direction. And driven member 14
A coil 15 is built in on the outer peripheral side of both members 12.1.
4, a gap 16 with a long circumference is formed, and this gap 16 communicates with a powder chamber 17 containing electromagnetic powder inside the gap 16. In addition, the coil 15 is connected to the slip ring 18 of the hub part of the driven member 14 (one power supply brush is in contact with the slip ring 18 at the hub part of the driven member 14, and from the slip ring 18, the wire is further connected to the coil 15 through the inside of the driven member 14). A clutch current circuit is configured. In this way, when a clutch current is passed through the coil 15, 4=1
! Drive and driven member 12 via knob 1G
．． 14... Due to the line of force t, the gap 16
The electromagnetic wave (v) is coupled in a chain shape and reaches tJ, and the resulting coupling force causes the driven member 14 to slide and be integrally coupled to the drive member 12, resulting in a clutch connected state. On the other hand, when the clutch current is cut off, the coupling force between the electromagnetic wire (J) and the driven member 12 and the driven member 12 and 11 is lost, resulting in a clutch disengaged state. In this case, the clutch current is controlled by continuously variable speed Fj
If it is performed in conjunction with the operation of the switching unit 3 in 9.2,
When switching from the P (parking) or N neutral range to the forward D (drive), DS (smooth drive) or reverse R (reverse) range, clutch 1 automatically engages and disconnects, causing the Taratsuji pedal to disengage. No operation required. Next, in the continuously variable transmission fi2, the switching section 3 is provided between the input shaft 13 from the clutch 1 and the main shaft 20 disposed coaxially therewith. 1′! l] et al., input shaft 13
A reverse drive gear 21 that also serves as a forward engaged side is formed on the main shaft 20, and a reverse engaged side gear 22 is rotatably engaged with the main shaft 20, and these gears V21 and 22 are connected to the shaft. 23
Counter gear supported by 24. Idle gear supported by shaft 25! They are meshed together via 26. A switching mechanism 27 is provided between the main shaft 20 and the gears A721 and A22. Here, the gear 21. which is always in mesh.
24, 26, and 22 are connected to the driven member 14 having the coil 15 of the clutch 1, and corresponding to the fact that the inertia mass of this part is relatively large when the clutch is disengaged,
The switching mechanism 271, the sleeve 29 that fits onto the hub 28 of the main shaft 20 and the spline 1 are synchro fjl +1830,
:N is configured to be matingly coupled to each +:X72L 22 via. As a result, the sleeve 29 of the reno exchange mechanism 27 is only connected to the hub 28 in the neutral (+7 position) of the P or N range, and the main shaft 20 is not separated from the input shaft 13. Gear A7211t via
Although the main shaft 20 is not engaged once with the input shaft 13, the main shaft 20 is directly connected to the input shaft 13, resulting in the forward state of the D or DS range. On the other hand, when the two sleeves are reversely synchronized and the gear 31 is engaged with the gear 22 side, the input shaft 13 is connected to the gears 21, 24.
It is connected to the main shaft 20 through 26 and 22, and when the engine power is decelerated and reversed to 1 no, it enters the R range reverse state. The boolean ratio conversion unit 4 has a secondary shaft 35 arranged parallel to the upper sleeve 20, and a primary pulley 37 (primary pulley 36.t?) on both sides (jl120., '>5, respectively) of the An endless drive belt 34 runs between both pulleys 36 and 37. Pulley 3
Both G and 37 are constructed into two parts, one of which is a boe half 36a. In contrast to 37a, the other half-boots 36b, 37b are movable to vary the pulley interval, and the movable pulley halves 36b, 37b are equipped with hydraulic servo devices 31'l, 39 which also serve as pistons. Further, a spring 40 is applied to the movable bobbin half 37b of the secondary pulley 37 in a direction to narrow the pulley interval. Also,? lj+ pressure control system, Ail pump 4 is the operating source.
1 is installed next to the primary pulley 36. This A
Ile pump 41 is a high pressure pump! The pump is driven by the primary pulley 36. It is directly connected to the crankshaft 10 through the main shaft 20 and the inside of the input sleeve 13, and is designed to constantly generate hydraulic pressure during engine operation. Then, the oil pressure of this oil pump 41 is controlled to supply and drain oil to each hydraulic servo device 38, 39, and the primary pulley 36
The pulley spacing of the secondary pulley 37 is changed to an inverse relationship, the pulley ratio of the pulleys 36 and 37 of the drive belt 34 is changed steplessly, and steplessly variable power is output to the subshaft 35. The final reduction unit 5 has a minimum boolean ratio on the high speed stage side of the boolean converting unit 4 which is very small, for example 0.5, and therefore the subshaft 35
In view of the fact that the number of rotations is high, an output shaft 44 is connected to the al shaft 35 via a set of intermediate reduction gears 43 . Then, the final gear 4G meshes with the drive gear \745 of this output shaft 44, and the final gear! 4G to differential mechanism 4
7 to the axles 48 and 49 of the left and right drive wheels. In FIG. 2, to explain the intermediate pressure system of the gear shift IT and II IO,
In the primary pulley servo U 311b, the movable side boob 36I) is connected to the cylinder 38a which is integral with the main shaft 20, and line pressure is introduced into the cylinder 3Ra.
has. In addition, the secondary boot side hydraulic suspension equipment 3
9, the movable side boob half-rest 37b is fitted into the cylinder 39a which is integral with the subshaft 35, and line pressure is introduced into the three cylinders, the secondary boolean cylinder 9.
h'6 to the right, and here the pressure receiving area of the line pressure is larger in the half-boot 361'I than in the half-boot 37b. The oil pumped up from the hl+ reservoir 50 by the oil pump 41 is guided to the pressure regulating valve O0 via the oil passage 51, and the line pressure from the pressure regulating valve 60 is supplied to the oil passage 52.
is connected to the secondary pulley servo 139b, which communicates with the gear ratio control valve 70, and supplies line pressure between the gear ratio control valve 70 and the primary pulley servo chamber 38b. Oil passage 53 communicates with 8 valves 6
0.70 drain oil passage 54. ! i5 communicates with the oil sump side. In addition, a rotation sensor 56 is provided at the cylinder 38a on the bridle brake side to output a control signal pressure of pitot pressure according to the engine rotation during clutch engagement/engagement speed change control.
A pitot pressure from this rotation sensor 56 as a control signal pressure corresponding to engine rotation is guided to eight valves Go and 70 via an oil passage 57. Furthermore, in contrast to the D range that performs shift control over a wide range including low engine speeds, the hydraulic system performs shift υ11311 only in a high engine speed range to obtain an OS range in which engine braking is applied when the accelerator is released. A ball check valve 58 is provided in the drain oil passage 54 from the pressure regulating valve 60, and an oil passage 59 of the lubrication hydraulic circuit that branches from the upstream side of this valve 58 communicates with the select 1 to the position detection valve 90, and the oil An oil passage 68 further branches from the passage 59 and communicates with the actuator 100 of the gear ratio control valve 70. The pressure regulating valve 60 has a valve body 61. Spool 62. Move the spring 64 biased between the bushing 63 on one side of the spool 62 to the right, and move the movable side pulley half 3
Sensor shoe 6 that engages with Gb to detect the actual gear ratio
5 is movably supported by a shaft pipe 66 which also serves as a lubricating oil passage and connected to the bushing G3. In the valve body 61, the pitot pressure of the oil passage 57 is introduced to the boat 61a at the opposite end of the spool 62 from the spring 64, and the pump oil pressure of the oil passage 51 is introduced to the boat 61b. In addition, the oil passage 51 on the pump side and the oil passage 52 are connected to the boat 61c without removing the line pressure,
Boat 61d1 on the spring 64 side of this boat 61c
and a boat 1-61 installed between boats 61a and 61b to prevent pump pressure leakage from affecting pitot pressure.
The drain oil passage 54 communicates with c, and the land 6 of the spool 62
The boats 61c and 61d are communicated with each other by the damper section 2a to regulate the pressure. When struck, pi1 pressure and pump hydraulic pressure act on the spool 62 in the direction of listening to the drain boat 61d, whereas the load m of the spring 64 according to the gear ratio by the sensor shoe G5 acts in the direction of closing the drain boat 61d. It acts on As a result, for example, in a low speed gear with a large gear ratio, the boat 61
A high line pressure is generated at c, and the line pressure is controlled to be lowered by decreasing the spring load as the gear ratio shifts to a higher speed gear, thereby maintaining a pulley pressing force that does not cause belt slip. The gear ratio υIt20 valve 70 has a valve body 71. Spool 72
．． What is the spring 74 biased between the operating plunger 73 on one side of the spool γ2?
The pitot pressure of the oil passage 57 is introduced to 1a via the delay valve 120. In addition, an oil passage 53 is connected to the middle boat 7111, an oil passage 52 is connected to the spring side boat 71c, a drain oil passage 55 is connected to the opposite side boat 71 (j), and the groove 72a of the spool 72 is connected to the boat 7 l b. 71c or 7, and connect the line pressure to the primary pulley servo chamber 38b.
An adjustment plunger 75 protrudes from the inside of the spool 72 and is movably inserted into the spring 7411111, and the tip of the protruding portion of the plunger 75 is connected to the retainer 76 and l1%.
Adjustment spring 7 between ff1E plunger 73
7 is installed, and a return spring 78 is biased between the plunger t75 and the spool 72. The line pressure port 71c communicates with the inside of the spool 72 through the small hole 79 of the spool 72, and applies line pressure to the spool 72 and the plunger 75.
2, that is, the load of the adjustment spring 77 is changed. Furthermore, (the operation plunger 73 as the Δ5 load side is separated from the rod 81 from the cam 80 that acts as a lift according to the accelerator opening as a signal pressure corresponding to the accelerator opening, and is operated via a weak spring 82). 3! Jl! Dry and move the stopper 83 to the right to move the same stroke as the rod 81. Then, inside the plunge door 3, the pitot pressure of the oil passage 57 is guided through the oil passage 8G having a notch 84° and an orifice 85. Spring 8 that adjusts the load of spring 82
7 is energized at the end of the spool 72 with well water 1471. The delay valve 120 has a spool 122 disposed on the valve body, and one end t of the spool 122 is supported by a spring 123, and the line pressure from the oil passage 57 is applied to the boat 71a of the gear ratio control valve 70 by the valve 122a of the spool 122. The communication between the boats 121a and 121b, which act on the boat 121a and 121b, is cut off. Pitot pressure from the oil passage 51 acts directly on the boat 121C via the orifice 124 and on the boat 121d. and piston 1 of spool 122
Since the pressure receiving area of the valve 122b is set larger than the pressure receiving area of the valve 122a, the spool 122 is connected to the spring 123.
The boat 121a and the boat 121b communicate with each other. Therefore, the pitot pressure from oil 1' 357 acts directly on the operating plunger 73 of the gear ratio control valve 70 via the oil passage 86, whereas the
It acts on a with a time delay. In this way, the pitot pressure is applied to the spool 72.
Through communication between the boat 71c and the boat 71c, line pressure is introduced into the primary pulley servo chamber 38b and acts in the direction of upshifting, while the load of the spring 74 corresponding to the accelerator opening and the spring 77 adjusted by the line pressure is applied to the boat 71b. 71(
j series: m is the primary pulley which acts in the direction of draining the no-vo chamber 38b and downshifting, and determines the gear ratio based on the balanced relationship between the two. Here, when the line pressure at the shift start point 11 is maximum, the adjustment plunger 75 is retracted the most and the load on the spring 77 is zero, and from this, the shift start point is determined in equilibrium without the spring 77, and this After the shift amount start point, the spring 77 is activated based on the decrease in line pressure.
The load on the engine is increased, and the engine speed is increased as the gear ratio is shifted to a higher speed gear. Further, the pitot pressure balanced by the above relationship acts on the operating plunger 73 through the oil passage 86'B-, canceling out the force exerted on the plunger t73 due to the pitot pressure. The select position detection valve 90 has a drain hole 92 in the valve body 91.
A return spring 94 is applied to the valve body 93, and a cam 95 that rotates in response to a selection operation is in contact with the valve body 93. Here, in the cam 95, the N and R range positions are convex portions 95a, and the P and Ds range positions at both ends are concave portions 95bt. Close to generate operating hydraulic pressure. Further, an orifice 9G is provided on the upstream side of the branch part of the oil passage 68 in the oil passage 59, and P, Ds
Ti in the oil passage 54.59 when the drain hole 92 opens in the microwave
It is designed to prevent a drop in the I-slide oil pressure. The actuator 100 has a piston 1 in a cylinder 101.
02 is inserted, the return spring 103 is biased toward one side of the piston 102, and the operating hydraulic pressure of the oil passage 68 is guided to the other piston chamber 104. Further, the hook portion 105 at the tip of the piston 102 is connected to the gear ratio i1.
It can be engaged with the pin 106 of the rod 81 of the i+ control valve 70, and when there is no operating oil pressure in the P and DS ranges, the piston 102 forces the rod 81 to a predetermined stroke, changing the speed range to the speed of the engine rotation. Limit to the high side. As a result, when the accelerator is released in the [)S range, the engine will shift down and apply engine braking. The initial position of the transmission control 11 device configured in this way is shown in Figure 1 and Figure 2. This will be explained using the shift characteristics shown in Fig. 113. First, before the vehicle starts running, the pressure regulating valve 60 is activated in the hydraulic system.
The regulated line pressure is transferred to the secondary pulley servo chamber 39111 through the oil passage 52. On the other hand, since no pitot pressure is generated in the shift pressure control valve 70, the spool 72 is moved to one side by the spring 74 and drains the primary pulley servo chamber 38b. Therefore, in the boolean ratio converter 4 of the continuously variable transmission 2, the drive belt 34 fully moves to the secondary pulley 37 side, and the gear ratio Iα
It is in a large low gear. Next, when the D range is selected when the vehicle starts running,
Switching unit 3, input shaft 13, and EIE 'l'ill 2
0 is directly connected, and when the Akbil is depressed, the engine speed increases and the clutch latch 1 connects to supply clutch current, thereby inputting the engine manual force to the primary pulley 3. ).And primary pulley 3
G, driving force belt 34A5 and secondary pulley 37 (
The gear shifting power of this gear ratio f+a is output to the subshaft 35,
The vehicle starts running by transmitting this speed to the middle wheel side via the final reduction unit 5. At this time, in the hydraulic system, the pitot pressure of the engine rotation corresponding to the accelerator depression state is generated from the rotation sensor 56 and acts on each valve 60, 70, and the pressure regulating valve 6
At 0, the line pressure is set to the highest level according to the above-mentioned gear ratio. Therefore, in the gear ratio control valve 70, the high line pressure causes 1! The I adjustment plunger 1r75 is retracted and the load m on the spring 77 is made zero. Then, as the vehicle starts, pitot pressure is generated, and the oil passage 5
On the other hand, the pitot pressure from 7 is transmitted to the gear ratio i via oil passage 8G.
, II Ill control valve 70 acts on the plunger 73,
On the other hand, it passes through the orifice 124 to the boat 121G of the delay valve 120 and to the piston 1221 of the spool 122.
). Therefore, the spool 122
23 and communicates between the boats 121a and 121b, the pitot pressure from the oil 'lfj 57 acts on the adjustment plunger +t7S via the boat 71a of the gear ratio control valve 70 with a time delay. There is a temporary overshoot at the time of starting, but once the pitot pressure is no longer affected, the overshoot does not occur during driving. As a result, the gear shift is started in equilibrium with the relationship between the force of the spring 74 and the pitot pressure depending on the accelerator depression state. Therefore, at the maximum speed ratio curve 0 in FIG. 3, the speed change amount start point is determined at an arbitrary point between the speed change amount start point P1 with the smallest accelerator opening and the speed change amount start point P2 with the accelerator fully open, and the A-Basute as in . [Effects of the Invention] As is clear from the above description, according to the present invention, a delay valve operated by a signal pressure corresponding to engine rotation is installed on the side opposite to the signal load side of the gear ratio control valve. Since the control signal pressure that acts is applied via the delay valve, the υ1 and 11 signal redundant pressure or pitot pressure that acts on the side opposite to the signal load side is equal to the $It On pressure that acts on the signal load side. Since it acts later than the signal pressure, it temporarily overshoots the shift characteristics when starting. Therefore, the starting characteristics, that is, the acceleration characteristics are improved. Since the pitot pressure d does not deviate after that, the effect of not overshooting can be obtained while the vehicle is running.

[Brief explanation of the drawing]

FIG. 1 is a sectional view showing an example of a continuously variable transmission to which the present invention is applied, and FIG. 2 is a device according to the present invention. FIG. 3 is a shift characteristic diagram, and FIG. 4 is a conventional shift characteristic diagram. 2...Continuously variable transmission, 4...Boot ratio conversion section, 34.
・・Drive belt, 36・・Primary pulley, 37・
...Secondary pulley, 60...Pressure regulating valve, 70.
・Speed ratio control valve, 71...Valve body, 72...Spool, 73...Operation plunger, 74, 77, 78.8
2. R7...Spring, 75...Adjustment plunger, 79...Small hole, 80...Cam, 81...Rod, 83...Stock collar, 85...Orifice, 8G
...Oil passage, 100...Actuator, 120...
- Delay valve, 121... body, 122... spool, 123... spring, 124... orifice. Patent applicant Fuji Heavy Industries Co., Ltd. Agent Patent attorney Kobashi (Ko) Patent attorney Shinken Murai

Claims (1)

[Claims] A pressure regulating valve that changes line pressure in the hydraulic system of the continuously variable transmission according to a control signal pressure corresponding to the gear ratio and engine rotation, an accelerator opening, and a regulating hydraulic pressure obtained from the pressure regulating valve. The gear ratio control valve has a gear ratio control valve that performs speed change control based on a balanced relationship between a signal load corresponding to the engine rotation and a control signal pressure that corresponds to the engine rotation, and the control signal pressure is also applied to the signal load side of the gear ratio control valve through an orifice. and is configured to apply a signal load to the gear ratio control valve using the reaction signal pressure and the control signal pressure to the signal pressure corresponding to the accelerator opening, the control signal pressure corresponding to the engine rotation. The continuously variable transmission is characterized in that the control signal pressure acting on the opposite side of the signal load side of the gear ratio control valve is applied via the delay valve. Machine speed control device.