JP2986278B2 - Shift operation mechanism of hydraulic continuously variable transmission - Google Patents
Shift operation mechanism of hydraulic continuously variable transmissionInfo
- Publication number
- JP2986278B2 JP2986278B2 JP4027888A JP2788892A JP2986278B2 JP 2986278 B2 JP2986278 B2 JP 2986278B2 JP 4027888 A JP4027888 A JP 4027888A JP 2788892 A JP2788892 A JP 2788892A JP 2986278 B2 JP2986278 B2 JP 2986278B2
- Authority
- JP
- Japan
- Prior art keywords
- hydraulic
- continuously variable
- variable transmission
- pilot
- pressure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Landscapes
- Control Of Fluid Gearings (AREA)
- Control Of Transmission Device (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は、走行車輌の車軸駆動装
置等として使用される油圧式無段変速装置における、変
速操作レバーの操作機構に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an operation mechanism of a shift operation lever in a hydraulic continuously variable transmission used as an axle drive device for a traveling vehicle.
【０００２】[0002]
【従来の技術】従来から、油圧式無段変速装置の変速操
作系統中に流体ダンパーを介在した技術は公知とされて
いるのである。例えば特開昭６１−２７７３０号公報に
記載の技術の如くである。2. Description of the Related Art Conventionally, a technique of interposing a fluid damper in a shift operation system of a hydraulic continuously variable transmission has been known. For example, as disclosed in Japanese Patent Application Laid-Open No. 61-27730.
【０００３】[0003]
【発明が解決しようとする課題】しかし、上記従来技術
においては、油圧式無段変速装置の変速操作系統中に流
体ダンパーを介在した技術は公知とされているが、該流
体ダンパーの減衰力定数は常時不変であり、車輌の加速
度変化まで減衰させることは出来なかったのである。However, in the above prior art, a technique in which a fluid damper is interposed in a shift operation system of a hydraulic continuously variable transmission is known, but the damping force constant of the fluid damper is known. Is always invariable and could not be attenuated to changes in vehicle acceleration.
【０００４】[0004]
【課題を解決するための手段】本発明の解決すべき課題
は以上の如くであり、次に該課題を解決する為の手段を
説明する。即ち、油圧式無段変速装置の変速操作系統中
に流体ダンパーを介在した構成において、該流体ダンパ
ーの流路中にパイロット差圧感知式可変オリフィス弁を
介装し、該パイロット差圧感知式可変オリフィス弁のパ
イロット室ａ・ｂに、前記油圧式無段変速装置の作動油
を導入しパイロット室ａ・ｂの油圧差が大きくなるにつ
れてその絞り穴径を小さくするように構成したものであ
る。The problems to be solved by the present invention are as described above. Next, means for solving the problems will be described. That is, in a configuration in which a fluid damper is interposed in a shift operation system of a hydraulic continuously variable transmission, a pilot differential pressure sensing type variable orifice valve is interposed in a flow path of the fluid damper, and the pilot differential pressure sensing type variable orifice valve is provided. The hydraulic oil of the hydraulic type continuously variable transmission is introduced into the pilot chambers a and b of the orifice valve so that the diameter of the throttle hole is reduced as the difference in hydraulic pressure between the pilot chambers a and b is increased.
【０００５】[0005]
【作用】次に作用を説明する。即ち、油圧式無段変速装
置を車軸駆動装置とする走行車輌において、油圧式無段
変速装置の作動油圧の変化に追従して、流体ダンパーの
減衰力定数が変化し、走行車輌の加速度変化減衰、急発
進や急停車等の衝撃を和らぐことになる。Next, the operation will be described. That is, in a traveling vehicle in which a hydraulic continuously variable transmission is used as an axle drive, the damping force constant of the fluid damper changes following the change in the operating oil pressure of the hydraulic continuously variable transmission, and the acceleration change of the traveling vehicle is reduced. The shock of sudden start or sudden stop is alleviated.
【０００６】[0006]
【実施例】次に実施例を説明する。図１は、油圧式無段
変速装置の変速操作機構において、２個のパイロット差
圧感知式可変オリフィス弁Ａを配置した実施例の油圧回
路図、図２は本発明の油圧式無段変速装置の変速操作機
構において、油圧ポンプＰと油圧モーターＭにより構成
する閉回路の高圧回路と、低圧回路の間にシャトル弁１
４を介装し、１個のパイロット差圧感知式可変オリフィ
ス弁Ａのみを配置した構成の油圧回路図、図３はパイロ
ット差圧感知式可変オリフィス弁の作動態様を示す図
面、図４は油圧式無段変速装置の変速操作機構の模式図
である。Next, an embodiment will be described. FIG. 1 is a hydraulic circuit diagram of an embodiment in which two pilot differential pressure sensing type variable orifice valves A are arranged in a shift operation mechanism of a hydraulic continuously variable transmission, and FIG. 2 is a hydraulic continuously variable transmission of the present invention. In the shift operation mechanism of the first embodiment, a shuttle valve 1 is provided between a high pressure circuit of a closed circuit constituted by a hydraulic pump P and a hydraulic motor M and a low pressure circuit.
4 is a hydraulic circuit diagram of a configuration in which only one pilot differential pressure sensing type variable orifice valve A is disposed, FIG. 3 is a drawing showing an operation mode of the pilot differential pressure sensing type variable orifice valve, and FIG. FIG. 2 is a schematic view of a speed change operation mechanism of the continuously variable transmission.
【０００７】図１において説明する。走行車輌に油圧式
無段変速装置が搭載されており、該走行車輌のエンジン
Ｅにより、可動斜板６を具備した油圧ポンプＰを駆動し
ている。該油圧ポンプＰは可動斜板６の角度を変更する
ことにより、圧油の吐出方向を逆にすることができ、油
圧モーターＭの回転を前進回転と後進回転と、その間に
非回転状態の中立状態に変速することができる。前進回
転と後進回転は、可動斜板６の回動角の変更により無段
変速を可能としている。Referring to FIG. A hydraulic type continuously variable transmission is mounted on a traveling vehicle, and a hydraulic pump P having a movable swash plate 6 is driven by an engine E of the traveling vehicle. By changing the angle of the movable swash plate 6, the hydraulic pump P can reverse the discharge direction of the pressurized oil, and rotate the hydraulic motor M between forward rotation and reverse rotation, and a neutral rotation state between them. The gear can be shifted to the state. The forward rotation and the reverse rotation enable a continuously variable transmission by changing the rotation angle of the movable swash plate 6.
【０００８】そして油圧ポンプＰと油圧モーターＭの間
に閉回路を構成する一対の油路４・５により連結してい
る。油路４・５は一方が高圧となる場合には、他方が低
圧となり、どちらが高圧となるかは可動斜板６の回動方
向により決定する。そして４・５の間にチャージチェッ
ク弁１１・１２を介して、チャージポンプＣＰからの圧
油が供給されるべく構成されている。The hydraulic pump P and the hydraulic motor M are connected by a pair of oil passages 4 and 5 forming a closed circuit. When one of the oil passages 4 and 5 has a high pressure, the other has a low pressure, and which one has a high pressure is determined by the rotation direction of the movable swash plate 6. Then, the pressure oil is supplied from the charge pump CP via the charge check valves 11 and 12 between 4 and 5.
【０００９】該作動油補給チェック弁１１・１２は、閉
回路内の作動油が減少して、内部に負圧が発生した場合
に、低圧側のチャージチェック弁１１・１２が開いて、
該開いたチャージチェック弁１１・１２から、作動油が
補給されるのである。該チャージポンプＣＰはエンジン
Ｅにより油圧ポンプＰの軸と同じ軸により駆動されてお
り、閉回路に作動油の補給の必要の無い場合には、チャ
ージポンプＣＰからの圧油はチャージリリーフ弁１３に
より、作動油タンクであるミッションケース内に噴出さ
れている。When the operating oil in the closed circuit decreases and a negative pressure is generated inside the operating oil supply check valves 11 and 12, the low-pressure side charge check valves 11 and 12 are opened.
The operating oil is supplied from the opened charge check valves 11 and 12. The charge pump CP is driven by the engine E by the same shaft as the hydraulic pump P. When there is no need to supply hydraulic oil to the closed circuit, the pressure oil from the charge pump CP is supplied by the charge relief valve 13. , Which are spouted into a transmission case, which is a hydraulic oil tank.
【００１０】以上のような構成において、走行車輌に乗
車したオペレーターは、変速レバー１を前後に回動する
ことにより可動斜板６を回動し、圧油の吐出方向と吐出
量を変更し、油圧モーターＭの回転方向と回転数を操作
するのである。しかし、変速レバー１の回動操作によ
り、可動斜板６を一気に大きく傾斜させると、油圧ポン
プＰからの吐出圧油の量と方向が一気に変化してしま
い、油圧モーターＭの回転数や回転方向が一気に変更さ
れてしまうのである。このように、油圧モーターＭの回
転数が一気に変更されることは、増速の加速度や、減速
の加速度が一気に変化することとなり、オペレーターに
とっては、機体の急発進や急停止状態を感じるのであ
る。In the above-described configuration, the operator who gets on the traveling vehicle rotates the movable swash plate 6 by rotating the shift lever 1 back and forth, and changes the discharge direction and discharge amount of the pressure oil. The rotation direction and the number of rotations of the hydraulic motor M are operated. However, when the movable swash plate 6 is greatly inclined at a stroke by rotating the shift lever 1, the amount and the direction of the pressure oil discharged from the hydraulic pump P are changed at a stroke, and the rotation speed and the rotation direction of the hydraulic motor M are changed. Is changed at a stretch. As described above, when the rotation speed of the hydraulic motor M is changed at a stretch, the acceleration of acceleration and the acceleration of deceleration change at a stretch, and the operator feels a sudden start or sudden stop of the aircraft. .
【００１１】以上のような急発進や急停車等の加速度の
急な変化を回避する為に、変速レバー１の回動速度を規
制する流体ダンパーＤが設けられている。該流体ダンパ
ーＤはピストン３とシリンダ２により、往復動シリンダ
に構成され、内部に油が充填されている。図１におい
て、ピストン３がシリンダ２の内部で左右に摺動する
と、ピストン３によりシリンダ２が完全に２室に分割さ
れているので、ピストン３が圧縮する方向のシリンダ２
の油室ｅあるいは油室ｆの油は、流路Ｃを経て、移動自
在である。In order to avoid a sudden change in acceleration such as a sudden start or a sudden stop as described above, a fluid damper D for regulating the rotation speed of the shift lever 1 is provided. The fluid damper D is configured as a reciprocating cylinder by a piston 3 and a cylinder 2, and the inside thereof is filled with oil. In FIG. 1, when the piston 3 slides left and right inside the cylinder 2, the cylinder 2 is completely divided into two chambers by the piston 3.
The oil in the oil chamber e or the oil chamber f is movable via the flow path C.
【００１２】本発明は、この流路Ｃに、パイロット差圧
感知式可変オリフィス弁Ａを配置したのである。パイロ
ット差圧感知式可変オリフィス弁Ａは閉回路４・５から
の圧油を、パイロット室ａ・ｂに案内している。In the present invention, a pilot differential pressure sensing type variable orifice valve A is disposed in the flow path C. The pilot differential pressure sensing type variable orifice valve A guides the pressure oil from the closed circuits 4 and 5 to the pilot chambers a and b.
【００１３】そして該パイロット差圧感知式可変オリフ
ィス弁Ａのパイロット室ａ・ｂへ導入する圧油とオリフ
ィス弁の開度は、図３に示す如く構成されている。即ち
パイロット室ａへは、油路４・５の圧油が直接に導入さ
れているが、パイロット室ｂへは絞りｍを介して、圧油
が導入されているので、この絞りｍの分だけパイロット
室ａ・ｂの圧力に差が出て、オリフィス弁が開閉される
のである。The pressure oil introduced into the pilot chambers a and b of the pilot differential pressure sensing type variable orifice valve A and the opening degree of the orifice valve are configured as shown in FIG. That is, the pressure oil in the oil passages 4 and 5 is directly introduced into the pilot chamber a, but the pressure oil is introduced into the pilot chamber b via the throttle m. The difference between the pressures in the pilot chambers a and b causes the orifice valve to open and close.
【００１４】即ち、絞りｍを介して導入されるパイロッ
ト室ｂの油圧Ｐｂは、絞りｍにより均一化された定常圧
となっており、それ程、加速度変化の影響を受けないの
である。これに対して、絞りｍを通過しないで、油路４
・５から直接にパイロット室ａに導入される油圧Ｐａ
は、変動圧そのままを受け入れるものであり、変動圧の
大小がそのまま入力されるのである。このパイロット室
ａに入力される変動圧と、パイロット室ｂに入力される
定常圧の差を、パイロット差圧感知式可変オリフィス弁
Ａが感知するのである。That is, the hydraulic pressure Pb of the pilot chamber b introduced through the throttle m is a steady pressure made uniform by the throttle m, and is not significantly affected by a change in acceleration. On the other hand, without passing through the throttle m, the oil passage 4
・ Hydraulic pressure Pa introduced directly into pilot room a from 5
Accepts the fluctuating pressure as it is, and the magnitude of the fluctuating pressure is input as it is. The difference between the fluctuating pressure input to the pilot chamber a and the steady pressure input to the pilot chamber b is detected by the pilot differential pressure sensing type variable orifice valve A.
【００１５】その結果、図３に示す如く、変動圧の方が
定常圧よりも大きい場合「Ｐａ＞Ｐｂ」においては、パ
イロット差圧感知式可変オリフィス弁Ａの絞り穴径も小
径に絞る。変動圧が定常圧と等しい場合「Ｐａ＝Ｐｂ」
においては、絞り穴径を中径に絞る。変動圧の方が定常
圧よりも小さい場合「Ｐａ＜Ｐｂ」においては、絞り穴
径を大径とする。即ち、変動圧と定常圧の大小により、
パイロット差圧感知式可変オリフィス弁Ａの絞り穴径を
変化させて、流路Ｃで油が通過するのに抵抗を与え変速
レバー１に与える抵抗力を変化させるのである。As a result, as shown in FIG. 3, when the fluctuating pressure is larger than the steady pressure, when "Pa>Pb", the throttle hole diameter of the pilot differential pressure sensing type variable orifice valve A is also reduced to a small diameter. "Pa = Pb" when the fluctuation pressure is equal to the steady pressure
In, the diameter of the throttle hole is reduced to a medium diameter. If the fluctuating pressure is smaller than the steady pressure, “Pa <Pb”, the throttle hole diameter is set to be large. That is, depending on the magnitude of the fluctuation pressure and the steady pressure,
By changing the diameter of the throttle hole of the pilot differential pressure sensing type variable orifice valve A, resistance is given to the passage of oil in the flow path C, and the resistance applied to the shift lever 1 is changed.
【００１６】図１の実施例では油路４・５において、高
圧側の圧力によりどちらか一方のパイロット差圧感知式
可変オリフィス弁Ａが作動するのであり、低圧側の圧力
では、他方のオリフィス弁Ａは作動しない。油路４・５
のどちらか高圧側の圧油によりパイロット差圧感知式可
変オリフィス弁Ａを作動させる必要があるので、パイロ
ット差圧感知式可変オリフィス弁Ａ２組が配置されてい
るのである。In the embodiment shown in FIG. 1, one of the pilot differential pressure sensing type variable orifice valves A is actuated by the pressure on the high pressure side in the oil passages 4 and 5, and the other orifice valve A is operated by the pressure on the low pressure side. A does not work. Oilway 4.5
It is necessary to operate the pilot differential pressure sensing type variable orifice valve A with the pressure oil on the high pressure side of either of the above, so that two sets of pilot differential pressure sensing type variable orifice valves A are arranged.
【００１７】また、図２の実施例に示す如く、ボールバ
ルブ９が低圧側の回路を閉鎖する構造の、シャトル弁１
４を油路４・５の間に介装した場合には、該シャトル弁
１４から、常時高圧側の圧油をパイロット差圧感知式可
変オリフィス弁Ａに案内すべく構成することにより、１
個のパイロット差圧感知式可変オリフィス弁Ａのみで、
構成することが出来るのである。As shown in the embodiment of FIG. 2, the shuttle valve 1 has a structure in which the ball valve 9 closes the circuit on the low pressure side.
If the shuttle valve 14 is interposed between the oil passages 4 and 5, the shuttle valve 14 is configured to constantly guide the high-pressure side hydraulic oil to the pilot differential pressure sensing type variable orifice valve A.
With only two pilot differential pressure sensing variable orifice valves A,
It can be configured.
【００１８】[0018]
【発明の効果】本発明は以上の如く構成したので、次の
ような効果を奏するのである。即ち、油圧式無段変速装
置を車軸駆動装置に用いた走行車輌において、油圧式無
段変速装置の高圧側油路の油圧差により、パイロット差
圧感知式可変オリフィス弁の絞り穴径を変化させて、こ
れにより流体ダンパーＤの減衰力定数を変化することが
出来るのである。故に、走行車輌の加速度変化を減衰さ
せることが可能となり、急発進や急停車等の衝撃を和ら
げることが可能となったのである。As described above, the present invention has the following advantages. That is, in a traveling vehicle using a hydraulic continuously variable transmission as an axle drive, the throttle hole diameter of a pilot differential pressure sensing type variable orifice valve is changed by a hydraulic pressure difference in a high pressure side oil passage of the hydraulic continuously variable transmission. Thus, the damping force constant of the fluid damper D can be changed. Therefore, it becomes possible to attenuate the change in the acceleration of the traveling vehicle, and it is possible to reduce the impact such as sudden start or sudden stop.
【図１】油圧式無段変速装置の変速操作機構において、
パイロット差圧感知式可変オリフィス弁をＡを２個配置
した実施例の油圧回路図。FIG. 1 shows a shift operation mechanism of a hydraulic continuously variable transmission.
FIG. 4 is a hydraulic circuit diagram of an embodiment in which two pilot differential pressure sensing type variable orifice valves A are arranged.
【図２】本発明の油圧式無段変速装置の変速操作機構に
おいて、油圧ポンプＰと油圧モーターＭにより構成する
閉回路の高圧回路と、低圧回路の間にシャトル弁１４を
介装し、１個のパイロット差圧感知式可変オリフィス弁
Ａを配置した構成の油圧回路図。FIG. 2 is a diagram showing a shift operation mechanism of a hydraulic continuously variable transmission according to the present invention, in which a shuttle valve 14 is interposed between a low-pressure circuit and a high-pressure circuit of a closed circuit constituted by a hydraulic pump P and a hydraulic motor M; FIG. 2 is a hydraulic circuit diagram of a configuration in which two pilot differential pressure sensing type variable orifice valves A are arranged.
【図３】パイロット差圧感知式可変オリフィス弁の作動
態様を示す図面である。FIG. 3 is a view showing an operation mode of a pilot differential pressure sensing type variable orifice valve.
【図４】油圧式無段変速装置の変速操作機構の模式図で
ある。FIG. 4 is a schematic view of a shift operation mechanism of the hydraulic continuously variable transmission.
Ａ パイロット差圧感知式可変オリフィス弁 Ｃ 流路 Ｄ 流体ダンパー ａ・ｂ パイロット室 １ 変速レバー ２ 流体ダンパーＤのシリンダ ３ 流体ダンパーＤのピストン ４・５ 油路 ６ 可動斜板 １４ シャトル弁 A Pilot differential pressure sensing type variable orifice valve C Flow path D Fluid damper a / b Pilot chamber 1 Shift lever 2 Cylinder of fluid damper D 3 Piston of fluid damper D 4.5 Oil passage 6 Movable swash plate 14 Shuttle valve
Claims (1)
流体ダンパーを介在した構成において、該流体ダンパー
の流路中にパイロット差圧感知式可変オリフィス弁を介
装し、該パイロット差圧感知式可変オリフィス弁のパイ
ロット室ａ・ｂに、前記油圧式無段変速装置の作動油を
導入しパイロット室ａ・ｂの油圧差が大きくなるにつれ
てその絞り穴径を小さくするように構成したことを特徴
とする油圧式無段変速装置の変速操作機構。In a configuration in which a fluid damper is interposed in a shift operation system of a hydraulic continuously variable transmission, a pilot differential pressure sensing type variable orifice valve is interposed in a flow path of the fluid damper, and the pilot differential pressure is controlled. The hydraulic oil of the hydraulic type continuously variable transmission is introduced into the pilot chambers a and b of the sensing type variable orifice valve, and the diameter of the throttle hole is reduced as the hydraulic pressure difference between the pilot chambers a and b increases. A shift operation mechanism for a hydraulic continuously variable transmission, characterized by:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4027888A JP2986278B2 (en) | 1992-02-14 | 1992-02-14 | Shift operation mechanism of hydraulic continuously variable transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4027888A JP2986278B2 (en) | 1992-02-14 | 1992-02-14 | Shift operation mechanism of hydraulic continuously variable transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH05223169A JPH05223169A (en) | 1993-08-31 |
| JP2986278B2 true JP2986278B2 (en) | 1999-12-06 |
Family
ID=12233433
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4027888A Expired - Fee Related JP2986278B2 (en) | 1992-02-14 | 1992-02-14 | Shift operation mechanism of hydraulic continuously variable transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2986278B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018112608A1 (en) * | 2016-12-20 | 2018-06-28 | Kinetics Drive Solutions Inc. | Hydrostatic drive system with variable vibration damper |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2008039139A (en) * | 2006-08-09 | 2008-02-21 | Hitachi Constr Mach Co Ltd | Travel controller of hydraulic drive vehicle |
| JP5346483B2 (en) * | 2008-04-14 | 2013-11-20 | ヤンマー株式会社 | Work vehicle |
-
1992
- 1992-02-14 JP JP4027888A patent/JP2986278B2/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2018112608A1 (en) * | 2016-12-20 | 2018-06-28 | Kinetics Drive Solutions Inc. | Hydrostatic drive system with variable vibration damper |
| JP2020502443A (en) * | 2016-12-20 | 2020-01-23 | キネティクス ドライヴ ソリューションズ インコーポレイテッドＫｉｎｅｔｉｃｓ Ｄｒｉｖｅ Ｓｏｌｕｔｉｏｎｓ Ｉｎｃ． | Hydrostatic drive system with variable vibration damper |
| JP7065855B2 (en) | 2016-12-20 | 2022-05-12 | キネティクス ドライヴ ソリューションズ インコーポレイテッド | Hydrostatic drive system with variable vibration damper |
| US11428314B2 (en) | 2016-12-20 | 2022-08-30 | Kinetics Drive Solutions Inc. | Hydrostatic drive system with variable vibration damper |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH05223169A (en) | 1993-08-31 |
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