JPH01153854A - Control method for oil pressure of continuously variable transmission - Google Patents
Control method for oil pressure of continuously variable transmissionInfo
- Publication number
- JPH01153854A JPH01153854A JP31081787A JP31081787A JPH01153854A JP H01153854 A JPH01153854 A JP H01153854A JP 31081787 A JP31081787 A JP 31081787A JP 31081787 A JP31081787 A JP 31081787A JP H01153854 A JPH01153854 A JP H01153854A
- Authority
- JP
- Japan
- Prior art keywords
- pressure
- oil
- oil temperature
- ratio
- control valve
- 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.)
- Granted
Links
- 230000005540 biological transmission Effects 0.000 title claims description 32
- 238000000034 method Methods 0.000 title claims description 11
- 230000008859 change Effects 0.000 claims abstract description 20
- 230000003247 decreasing effect Effects 0.000 claims description 7
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 6
- 230000007423 decrease Effects 0.000 claims description 2
- 238000001514 detection method Methods 0.000 description 9
- 238000010586 diagram Methods 0.000 description 6
- 230000000694 effects Effects 0.000 description 5
- 230000035939 shock Effects 0.000 description 5
- 230000006870 function Effects 0.000 description 4
- 238000002485 combustion reaction Methods 0.000 description 2
- 239000012530 fluid Substances 0.000 description 2
- 230000007935 neutral effect Effects 0.000 description 2
- 230000004044 response Effects 0.000 description 2
- 241000945534 Hamana Species 0.000 description 1
- 241001590997 Moolgarda engeli Species 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 239000003795 chemical substances by application Substances 0.000 description 1
- 230000014759 maintenance of location Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
Landscapes
- Control Of Transmission Device (AREA)
- Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
Abstract
Description
【発明の詳細な説明】
〔産業上の利用分野〕
この発明は連続可変変速機の油圧制御方法に係り、特に
油圧回路の油温状態に応じてレシオ固定値を切換えるこ
とにより、レシオ固定値を湯温に応じて最適値に切換え
ることができ、変速フィーリングの変化をなくすととも
に、駆動周波数の切換え時のショックの低減を図る連続
可変変速機の油圧制御方法に関する。[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a hydraulic control method for a continuously variable transmission, and in particular, a method for controlling a fixed ratio value by switching the fixed ratio value according to the oil temperature state of a hydraulic circuit. The present invention relates to a hydraulic control method for a continuously variable transmission that can switch to an optimal value according to the water temperature, eliminates changes in shift feeling, and reduces shock when switching drive frequencies.
車両において、内燃機関と駆動車輪間に変速機を介在し
ている。この変速機は、広範囲に変化する車両の走行条
件に合致させて駆動車輪の駆動力と走行速度とを変更し
、内燃機関の性能を充分に発揮させている。変速機には
、例えば回転軸に固定された固定プーリ部片とこの固定
ブーり部片に接離可能に回転軸に装着された可動プーリ
部片とを有するプーリの両プーリ部片間に形成される幅
を油圧により減増することによりプーリに巻掛けられた
ベルトの回転半径を減増させ動力を伝達し、変速比（ベ
ルトレシオ）を変える連続可変変速機がある。この連続
可変変速機としては、例えば特開昭５７−１８６６５６
号公報、特開昭５９−４３２４９号公報、特開昭５９−
７７１５９号公報及び特開昭６１−２３３２５６号公報
に開示されている。In a vehicle, a transmission is interposed between an internal combustion engine and drive wheels. This transmission changes the driving force and running speed of the drive wheels in accordance with the widely varying running conditions of the vehicle, thereby making full use of the performance of the internal combustion engine. The transmission has, for example, a fixed pulley part fixed to the rotating shaft and a movable pulley part attached to the rotating shaft so as to be able to approach and separate from the fixed pulley part. There is a continuously variable transmission that transmits power by decreasing or increasing the rotation radius of a belt wrapped around a pulley by hydraulically decreasing or increasing the width of the belt wound around the pulley, thereby changing the speed ratio (belt ratio). As this continuously variable transmission, for example, Japanese Patent Application Laid-Open No. 57-186656
No. 1, JP-A-59-43249, JP-A-59-
It is disclosed in Japanese Patent Publication No. 77159 and Japanese Patent Application Laid-open No. 61-233256.
ところで、上述の油圧を利用して変速比を変える連続可
変変速機の駆動制御は、油圧回路のライン圧（ライン）
、実際に変速比を変えるべく可動プーリ部片に作用する
プライマリ圧（レシオ）及び油圧クラッチに作用するク
ラッチ圧（クラッチ）を、ニュートラルモード、ホール
ドモード、ノーマルスタートモード、スペシャルスター
トモードそしてドライブモードのコントロールモードに
分け、オーブンループ、クローズトループそして出力値
が一定であるデユーティ率で制御している。By the way, the drive control of the continuously variable transmission that changes the gear ratio using the oil pressure described above is based on the line pressure (line) of the hydraulic circuit.
In order to actually change the gear ratio, the primary pressure (ratio) that acts on the movable pulley part and the clutch pressure (clutch) that acts on the hydraulic clutch are controlled in neutral mode, hold mode, normal start mode, special start mode, and drive mode. It is divided into control modes: oven loop, closed loop, and duty rate that keeps the output value constant.
そして、このデユーティ出力値の周波数、つまり油圧回
路の油圧を制御する電磁弁等からなる圧力制御弁手段は
、油圧クラッチの制御特性、油圧クラッチを滑らせて接
続する際の振動を低く抑制するために、比較的高速な周
波数１００Ｈｚで駆動されている。そして、低温状態（
例えば−１０℃以下）において、圧力制御弁手段の駆動
周波数を１００Ｈｚから低くすべく切換え制御し、油圧
回路中の油の粘性が大となるのを防止し、圧力制御弁手
段の変速制御弁を駆動制御するのに十分な電磁弁の出力
圧力を得て、クラッチ圧等を適正状態とし、車両を円滑
に発進させている。The frequency of this duty output value, that is, the pressure control valve means consisting of a solenoid valve that controls the hydraulic pressure of the hydraulic circuit, is used to control the control characteristics of the hydraulic clutch and to suppress vibrations when the hydraulic clutch is slid and connected. In addition, it is driven at a relatively high frequency of 100 Hz. And the low temperature state (
For example, at temperatures below -10°C), the drive frequency of the pressure control valve means is switched to lower from 100Hz to prevent the viscosity of oil in the hydraulic circuit from increasing, and the speed change control valve of the pressure control valve means is controlled to be lower than 100Hz. The output pressure of the electromagnetic valve is sufficient for drive control, the clutch pressure, etc. are maintained in an appropriate state, and the vehicle is smoothly started.
また、油圧回路の湯温により切換え制御される駆動周波
数には、第９図に示す如く、駆動周波数毎にレシオ固定
値（ＮＵＬＬ値、ＥＣＵメモリ値）が決められている。Further, as shown in FIG. 9, a fixed ratio value (NULL value, ECU memory value) is determined for each drive frequency, which is controlled by switching depending on the water temperature of the hydraulic circuit.
しかし、このレシオ固定値は１００Ｈｚの駆動周波数で
あっても、５℃の低温時と１００℃の高温時とでは、４
３〜５６％という１３％の広い範囲を有している。この
とき、第９図から明らかな如く、制御部が予め記憶する
レシオ固定値は５５％である。However, even if this ratio fixed value is a driving frequency of 100Hz, it will change by 4 at a low temperature of 5℃ and a high temperature of 100℃.
It has a wide range of 13% from 3 to 56%. At this time, as is clear from FIG. 9, the fixed ratio value stored in advance by the control section is 55%.
この結果、低温時の駆動周波数の切換え制御の際に、５
５％のレシオ固定値によって変速速度が変動し、アンプ
シフト操作やダウンシフト操作の場合の変速フィーリン
グが変化し、運転者に違和感を与えるという不都合があ
る。As a result, when controlling drive frequency switching at low temperatures, 5
The fixed ratio value of 5% causes the shift speed to fluctuate, resulting in a change in the shift feeling when performing an amplifier shift operation or a downshift operation, which is disadvantageous in that it gives a sense of discomfort to the driver.
そこでこの発明の目的は、上述の不都合を除去すべく、
油温状態に応じてレシオ固定値を切換え制御することに
より、変速速度の変動を防止し、変速フィーリングへの
影響を阻止し得るとともに、駆動周波数の切換え制御時
のショックを低減し得る連続可変変速機の油圧制御方法
を実現するにある。Therefore, the purpose of this invention is to eliminate the above-mentioned disadvantages.
Continuously variable control that switches and controls the fixed ratio value according to the oil temperature condition, preventing fluctuations in the shifting speed and preventing any effects on the shifting feeling, as well as reducing shocks when controlling the drive frequency switching. The objective is to realize a hydraulic control method for a transmission.
この目的を達成するためにこの発明は、固定プーリ部片
とこの固定プーリ部片に接離可能に装着された可動プー
リ部片との両プーリ部片間の溝幅を油圧により減増して
前記両プーリに巻掛けられるベルトの回転半径を減増さ
せ変速比を変化させるべく変速制御する連続可変変速機
において、前記油圧を制御する圧力制御弁手段を設け、
この圧力制御弁手段を作動制御する制御部を設け、この
制御部により油温状態に応じてレシオ固定値を切換え制
御することを特徴とする。In order to achieve this object, the present invention hydraulically reduces or increases the groove width between the fixed pulley part and the movable pulley part attached to the fixed pulley part so as to be able to move toward and away from the fixed pulley part. In a continuously variable transmission that performs speed change control to change the gear ratio by decreasing or increasing the rotation radius of a belt wound around both pulleys, a pressure control valve means for controlling the oil pressure is provided,
The present invention is characterized in that a control section is provided to control the operation of the pressure control valve means, and the fixed ratio value is switched and controlled by the control section in accordance with the oil temperature state.
この発明の方法によれば、湯温状態に応じてレシオ固定
値を切換え制御し、湯温状態に応じた変速速度とし得て
、変速フィーリングへの影響を阻止しているとともに、
駆動周波数の切換え制御時のショックをも低減させてい
る。According to the method of the present invention, the ratio fixed value is switched and controlled according to the hot water temperature state, and the speed can be changed according to the hot water temperature state, and the influence on the shifting feeling is prevented.
It also reduces shock when controlling drive frequency switching.
以下図面に基づいてこの発明の実施例を詳細に説明する
。Embodiments of the present invention will be described in detail below based on the drawings.
第１〜９図はこの発明の実施例を示すものである。第７
．８図において、２はベルト駆動式連続可変変速機、２
Ａはベルト、４は駆動側プーリ、６は駆動側固定プーリ
部片、８は駆動側可動プーリ部片、１０は被駆動側プー
リ、１２は被駆動側固定プーリ部片、１４は被駆動側可
動プーリ部片である。前記駆動側プーリ４は、第７．８
図に示す如く、回転軸１６に固定される駆動側固定プー
リ部片６と、回転軸１６の軸方向に移動可能且つ回転不
可能に前記回転軸１６に装着された駆動側可動プーリ部
片８とを存する。また、前記被駆動側プーリ１０も、前
記駆動側ブーＩ７４と同様に、被駆動側固定プーリ部片
１２と被駆動側可動プーリ部片１４とを存する。1 to 9 show embodiments of this invention. 7th
．． In Figure 8, 2 is a belt-driven continuously variable transmission;
A is a belt, 4 is a driving side pulley, 6 is a driving side fixed pulley part, 8 is a driving side movable pulley part, 10 is a driven side pulley, 12 is a driven side fixed pulley part, 14 is a driven side It is a movable pulley piece. The drive side pulley 4 is the 7.8th
As shown in the figure, a driving side fixed pulley piece 6 is fixed to the rotating shaft 16, and a driving side movable pulley piece 8 is attached to the rotating shaft 16 so as to be movable in the axial direction of the rotating shaft 16 but not rotatable. exists. Further, the driven pulley 10 also includes a driven side fixed pulley piece 12 and a driven side movable pulley piece 14, similar to the driving side boolean I74.
前記駆動側可動プーリ部片８と被駆動側可動プーリ部片
１４とには、第１、第２ハウジング１８．２０が夫々装
着され、第１、第２油圧室２２．２４が夫々形成される
。このとき、被駆動側の第２油圧室２４内には、この第
２油圧室２４の拡大方向に前記第２ハウジング２０を付
勢するばね等からなる付勢手段２６を設ける。First and second housings 18.20 are attached to the drive side movable pulley piece 8 and the driven side movable pulley piece 14, respectively, and first and second hydraulic chambers 22.24 are formed, respectively. . At this time, a biasing means 26 made of a spring or the like is provided in the second hydraulic chamber 24 on the driven side to bias the second housing 20 in the direction of expansion of the second hydraulic chamber 24.
前記回転軸１６にオイルポンプ２８を設け、このオイル
ポンプ２８を前記第１、第２油圧室２２．２４に第１、
第２オイル通路３０．３２によって夫々連通するととも
に、第１オイル通路３０途中には入力軸シーブ圧たるプ
ライマリ圧を制御する変速制御弁たるプライマリ圧制御
弁３４を介設する。また、プライマリ圧制御弁３４より
オイルポンプ２８側の第１オイル通路３０には第３オイ
ル通路３６によってライン圧（一般に５〜２５ｋｇ／Ｃ
ＪＡ）を一定圧（１，５〜２． ０ｋｇ／ａＪ）に制御
する定圧制御弁３８を連通し、前記プライマリ圧制御弁
３４に第４オイル通路４０によりプライマリ圧力制御用
第１三方電磁弁４２を連通ずる。An oil pump 28 is provided on the rotating shaft 16, and the oil pump 28 is connected to the first and second hydraulic chambers 22,24.
The first oil passages 30 and 30 communicate with each other through second oil passages 30 and 32, and a primary pressure control valve 34, which is a speed change control valve, that controls the primary pressure, which is the input shaft sheave pressure, is interposed in the middle of the first oil passage 30. In addition, a line pressure (generally 5 to 25 kg/C
JA) to a constant pressure (1.5 to 2.0 kg/aJ), and a first three-way solenoid valve 42 for primary pressure control is connected to the primary pressure control valve 34 through a fourth oil passage 40. Communicate.
また、前記第２オイル通路３２途中にはポンプ圧たるラ
イン圧を制御する逃し弁機能を有するライン圧制御弁４
４を第５オイル通路４６により連通し、このライン圧制
御弁４４に第６オイル通路４８によりライン圧力制御用
第２三方電磁弁５０を連通ずる。Further, a line pressure control valve 4 having a relief valve function for controlling the line pressure, which is the pump pressure, is disposed in the middle of the second oil passage 32.
4 is communicated through a fifth oil passage 46, and a second three-way solenoid valve 50 for line pressure control is communicated with this line pressure control valve 44 through a sixth oil passage 48.
更に、前記ライン圧制御弁４４の連通ずる部位よりも第
２油圧室２４側の第２オイル通路３２途中にはクラッチ
圧を制御するクラッチ圧制御弁５２を第７オイル通路５
４により連通し、このクラッチ圧制御弁５２に第８オイ
ル通路５６によりクラッチ圧制御用第３三方電磁弁５８
を連通ずる。Furthermore, a clutch pressure control valve 52 for controlling clutch pressure is installed in the seventh oil passage 5 in the middle of the second oil passage 32 on the side of the second hydraulic chamber 24 than the communicating portion of the line pressure control valve 44.
4, and a third three-way solenoid valve 58 for clutch pressure control is connected to this clutch pressure control valve 52 through an eighth oil passage 56.
Communicate.
また、前記プライマリ圧制御弁３４及びプライマリ圧力
制御用第１電磁弁４２、ＪＪＥ制御弁３８、第６オイル
通路４８、ライン圧力制御用第２電磁弁５０、そしてク
ラッチ圧制御弁５２を第９オイル通路６０によって夫々
連通する。Further, the primary pressure control valve 34, the first solenoid valve 42 for primary pressure control, the JJE control valve 38, the sixth oil passage 48, the second solenoid valve 50 for line pressure control, and the clutch pressure control valve 52 are connected to a ninth oil The passages 60 communicate with each other.
前記クラッチ圧制御弁５２を油圧クラッチ６２に第１０
オイル通路６４によって連通ずるとともに、この第１０
オイル通路６４途中には第１１オイル通路６６により圧
力センサ６８を連通ずる。The clutch pressure control valve 52 is connected to the hydraulic clutch 62 by a tenth
This tenth
A pressure sensor 68 is communicated with an eleventh oil passage 66 midway through the oil passage 64 .
この圧力センサ６８はホールドおよびスタートモード等
のクラッチ圧を制御する際に直接油圧を検出することが
でき、この検出油圧を目標クラッチ圧とすべく指令する
際に寄与する。また、ドライブモード時にはクラッチ圧
がライン圧と等しくなるので、ライン圧制御にも寄与す
るものである。This pressure sensor 68 can directly detect the oil pressure when controlling the clutch pressure in hold and start modes, and contributes to instructing the detected oil pressure to be the target clutch pressure. Furthermore, since the clutch pressure becomes equal to the line pressure in the drive mode, it also contributes to line pressure control.
前記第１ハウジング１８外側に、第８図に示す如く、入
力軸回転検出歯車７０を設け、この入力軸回転検出歯車
７０の外周部位近傍に入力軸側の第１回転検出器７２を
設ける。また、前記第２ハウジング２０外側に出力軸回
転検出歯車７４を設け、この出力軸回転検出歯車７４の
外周部位近傍に出力軸側の第２回転検出器７６を設ける
。そして、前記第１回転検出器７２と第２回転検出器７
６との検出信号を後述する制御部８２に出力し、エンジ
ン回転数とベルトレシオとを把握するものである。□
前記油圧クラッチ６２には出力伝達用歯車７８を設け、
この歯車７８外周部位近傍に最終出力軸の回転を検出す
る第３回転検出器８０を設ける。As shown in FIG. 8, an input shaft rotation detection gear 70 is provided outside the first housing 18, and a first rotation detector 72 on the input shaft side is provided near the outer periphery of the input shaft rotation detection gear 70. Further, an output shaft rotation detection gear 74 is provided on the outside of the second housing 20, and a second rotation detector 76 on the output shaft side is provided near the outer peripheral portion of the output shaft rotation detection gear 74. The first rotation detector 72 and the second rotation detector 7
6 is output to a control section 82, which will be described later, to grasp the engine rotational speed and belt ratio. □ The hydraulic clutch 62 is provided with an output transmission gear 78,
A third rotation detector 80 for detecting the rotation of the final output shaft is provided near the outer periphery of the gear 78.
つまり、この第３回転検出器８０は減速歯車および差動
機、駆動軸、タイヤに直結する最終出力軸の回転を検出
するものであり、車速の検出が可能である。また、前記
第２回転検出器７６と第３回転検出器８０とによって油
圧クラッチ６２前後の回転検出も可能であり、クラッチ
スリップ量の検出に寄与する。In other words, the third rotation detector 80 detects the rotation of the reduction gear, the differential, the drive shaft, and the final output shaft directly connected to the tires, and is capable of detecting the vehicle speed. Further, the second rotation detector 76 and the third rotation detector 80 can also detect the rotation of the hydraulic clutch 62 before and after, contributing to the detection of the amount of clutch slip.
更に、車両の図示しない気化器のスロットル開度や前記
第１〜第３回転検出器７２．７６．８０からのエンジン
回転、車速等の種々条件を入力しデユーティ率を変化さ
せ変速制御を行う制御部８２を設け、この制御部８２に
よって前記プライマリ圧力制御用第１三方電磁弁４２お
よび定圧制御弁３８、ライン圧力制御用第２三方電磁弁
５０、そしてクラッチ圧制御用第３三方電磁弁５８の開
閉動作を制御するとともに、前記圧力センサ６８をも制
御すべく構成されている。また、前記制御部８２に入力
される各種信号と入力信号の機能について詳述すれば、
■、シフトレバ−位置の検出信号
・・・・・・ＰＳＲ，Ｎ、Ｄ、Ｌ等の各レンジ信号によ
り各レンジに要求されるライン圧やレシオ、クラッチの
制御
■、キャブレタスロットル開度の検出信号・・・・・・
予めプログラム内にインプットしたメモリからエンジン
トルクを検知、目標レシオあるいは目標エンジン回転数
の決定
■、キャブレタアイドル位置の検出信号・・・・・・キ
ャブレタスロットル開度センサの補正と制御における精
度の向上
■、アクセルペダル信号
・・・・・・アクセルペダルの踏込み状態によって運転
者の意志を検知し、走行時あるいは発進時の制御方向を
決定
■、ブレーキ信号
・・・・・・ブレーキペダルの踏込み動作の有無を検知
し、クラッチの切り離し等制御方向を決定
■、パワーモードオプション信号
・・・・・・車両の性能をスポーツ性（あるいはエコノ
ミー性）とするためのオプションとして使用■、油圧信
号
・・・・・・油圧回路の油温状態に応じた信号等がある
。Furthermore, various conditions such as a throttle opening of a carburetor (not shown) of the vehicle, engine rotation from the first to third rotation detectors 72, 76, 80, vehicle speed, etc. are input, and the duty ratio is changed to perform gear change control. The controller 82 controls the first three-way solenoid valve 42 and constant pressure control valve 38 for primary pressure control, the second three-way solenoid valve 50 for line pressure control, and the third three-way solenoid valve 58 for clutch pressure control. It is configured to control the opening/closing operation and also control the pressure sensor 68. Further, in detail, the functions of various signals and input signals input to the control section 82 are as follows: (1) Shift lever position detection signal... Each range signal such as PSR, N, D, L, etc. Line pressure and ratio required for each range, clutch control, carburetor throttle opening detection signal...
Detects the engine torque from the memory input into the program in advance, determines the target ratio or target engine speed, detects the carburetor idle position, and improves accuracy in correction and control of the carburetor throttle opening sensor. , Accelerator pedal signal: Detects the driver's intention based on the state of depression of the accelerator pedal and determines the direction of control when driving or starting ■, Brake signal: Detects the driver's intention based on the state of depression of the accelerator pedal. Detects the presence and determines the control direction such as clutch disengagement■, Power mode option signal...Used as an option to make the vehicle performance more sporty (or economical)■, Hydraulic signal... ...There are signals depending on the oil temperature state of the hydraulic circuit.
前記油圧信号は、例えば後述するオイルパン９６内に設
置された油温センサ８４から出力されるものである。The oil pressure signal is output from, for example, an oil temperature sensor 84 installed in an oil pan 96, which will be described later.
また、前記制御部８２は、前記連続可変変速機２の油温
センサ８４から油温信号を入力し油温状態に応じてレシ
オ固定値を切換え制御する構成を有する。Further, the control section 82 has a configuration that receives an oil temperature signal from the oil temperature sensor 84 of the continuously variable transmission 2 and controls switching of the ratio fixed value according to the oil temperature state.
ここで、レシオ固定値（第３図における変速急変点）の
温度による変化について説明する。レシオ固定値が温度
によって変化するのは、主として電磁弁の出力特性によ
るものであり、この電磁弁は圧力制御弁手段の例えば前
記第１、第２、第３三方電磁弁４２．５０．５８である
。そして、入力（制御圧）が一定状態で出力側と排出側
（第２図における×印部位）の開口時間比により、第４
図に示す如く、出力油圧をアナログ的に変化させている
。Here, a change in the ratio fixed value (the sudden shift point in FIG. 3) due to temperature will be explained. The reason why the fixed ratio value changes depending on the temperature is mainly due to the output characteristics of the solenoid valve. be. Then, when the input (control pressure) is constant, the fourth
As shown in the figure, the output oil pressure is changed in an analog manner.
しかし、出力側と排出側とは、形状や穴径が異なるため
所謂流量係数が異なる。この流量係数は、流体の粘度の
変化に応じて変化するものであり、流体の粘度によって
流量を変化させることができる。つまり、流量Ｑ°は式
％式％
：
によって求められる。However, the output side and the discharge side have different shapes and hole diameters, so the so-called flow coefficients are different. This flow rate coefficient changes according to changes in the viscosity of the fluid, and the flow rate can be changed depending on the viscosity of the fluid. In other words, the flow rate Q° is determined by the formula %.
また、流量係数が油温によって変化することとなり、出
力油圧もまた世温によって変化する。第５図は前記電磁
弁たる圧力制御弁手段の油温による出力傾向を示したも
のであり、この結果、最適なレシオ変化点が変わる。Furthermore, the flow coefficient changes depending on the oil temperature, and the output oil pressure also changes depending on the world temperature. FIG. 5 shows the output tendency of the pressure control valve means, which is the electromagnetic valve, depending on the oil temperature, and as a result, the optimum ratio change point changes.
第６図に油温とレシオ固定値、および前記制御部８２内
のレシオ固定カーブを示し、この第６図において明らか
な如く、レシオ固定値は温度変化による影響が大である
。そこで、前記制御部８２に予め記憶させたレシオ固定
値は温度変化に応したカーブとする。FIG. 6 shows the oil temperature, the fixed ratio value, and the fixed ratio curve in the control section 82. As is clear from FIG. 6, the fixed ratio value is greatly affected by temperature changes. Therefore, the ratio fixed value stored in advance in the control section 82 is a curve corresponding to temperature changes.
実際の前記制御部８２は、車両の発進状態と、油圧回路
内の油温状態とに応じて、圧力制御弁手段の例えば前記
第１、第２、第３三方電磁弁４２．５０．５８の駆動周
波数を切換え制御する機能と、油温センサ８４から油温
信号を入力し、油温状態に応じた制御部８２内のレシオ
固定カーブに沿ってレシオ固定値を切換え制御する機能
とを有している。The actual control unit 82 controls the pressure control valve means, for example, the first, second, and third three-way solenoid valves 42, 50, and 58, depending on the starting state of the vehicle and the oil temperature state in the hydraulic circuit. It has a function of switching and controlling the drive frequency, and a function of inputting an oil temperature signal from the oil temperature sensor 84 and switching and controlling the ratio fixed value along the ratio fixed curve in the control section 82 according to the oil temperature state. ing.
ここで、駆動周波数を切換え制御について詳述すれば、
図示しないイグニションスイッチがＯＮからエンジンが
始動後車両が初めて発進し油圧クラッチ６２が完全に接
続するロックアツプするまでは、図示しないスケジュー
ル１に従い、範囲を設定した油温状態に応じて第１、第
２、第３三方電磁弁４２．５０．５８の駆動周波数を切
換え制御するとともに、最初の発進でない場合には、図
示しないスケジュール２に従い、範囲を設定した油温状
態に応じて第１、第２、第３三方電磁弁４２．５０．５
８の駆動周波数を切換え制御するものである。Here, if we explain the drive frequency switching control in detail,
After the ignition switch (not shown) is turned on, the engine starts, the vehicle starts for the first time, and the hydraulic clutch 62 is completely connected until the hydraulic clutch 62 locks up. , the driving frequency of the third three-way solenoid valve 42, 50, 58 is switched and controlled, and if it is not the first start, the first, second, Third three-way solenoid valve 42.50.5
8 drive frequencies are switched and controlled.
なお８６は前記油圧クラッチ６２のピストン、８８は円
環状スプリング、９０は第１圧カプレート、９２はフリ
クシコンプレート、９４は第２圧カプレート、９６はオ
イルパン、９８はオイルフィルタである。Note that 86 is a piston of the hydraulic clutch 62, 88 is an annular spring, 90 is a first pressure coupler, 92 is a friction plate, 94 is a second pressure coupler, 96 is an oil pan, and 98 is an oil filter.
前記プライマリ圧制御弁３４は、第２図に示す如く、ボ
ディ１００内を往復動するスプール弁１０２を設け、こ
のスプール弁１０２のプライマリ側の径りとクラッチ側
の径ｄとの関係をＤａｄとする。前記ボディ１００には
第２図において左側から大気開口１０４、第１オイル通
路３０、第２オイル通路３２、大気開口１０６、第９オ
イル通路６０を夫々配設するとともに、下部左側には第
４オイル通路４０を配設する。また、前記ボディ１００
内には、前記スプール弁１０２を左右側から夫々付勢し
所定位置、つまり第２図の如く各通路が連通しない状態
に位置させるべく第１、第２スプリング１０８．１１０
を夫々設ける。As shown in FIG. 2, the primary pressure control valve 34 includes a spool valve 102 that reciprocates within a body 100, and the relationship between the diameter of the primary side of the spool valve 102 and the diameter d of the clutch side is expressed as Dad. do. The body 100 is provided with an atmospheric opening 104, a first oil passage 30, a second oil passage 32, an atmospheric opening 106, and a ninth oil passage 60 from the left side in FIG. A passage 40 is provided. Moreover, the body 100
Inside, first and second springs 108 and 110 are provided to bias the spool valve 102 from the left and right sides, respectively, and to position it in a predetermined position, that is, in a state where the passages are not communicated with each other as shown in FIG.
are provided respectively.
次に作用について説明する。Next, the effect will be explained.
前記ベルト駆動式連続可変変速機２は、第７．８図に示
す如く、回転軸１６上に位置するオイルポンプ２８が回
転軸１６の駆動に応じて作動し、そのオイルは変速機底
部のオイルパン９６からオイルフィルタ９８を介して吸
収される。このポンプ圧であるライン圧はライン圧制御
弁４４で制御され、このライン圧制御弁４４からの洩れ
量、つまりライン圧制御弁４４の逃し量が大であればラ
イン圧は低くなり、反対に少なければライン圧は高（な
る。In the belt-driven continuously variable transmission 2, as shown in Fig. 7.8, an oil pump 28 located on the rotating shaft 16 operates in response to the drive of the rotating shaft 16, and the oil is pumped into the oil at the bottom of the transmission. It is absorbed from the pan 96 through the oil filter 98. The line pressure, which is this pump pressure, is controlled by a line pressure control valve 44, and if the amount of leakage from this line pressure control valve 44, that is, the amount of relief from the line pressure control valve 44 is large, the line pressure will be low; If it is low, the line pressure will be high.
また、ライン圧制御弁４４は、フルロ−状態とフルオー
バトップ状態、及びレシオ固定状態において夫々ライン
圧を変化させ３段階の制御を行う変速制御特性を有して
いる（第３図参照）。The line pressure control valve 44 has a shift control characteristic that performs three-step control by varying the line pressure in the full low state, full over top state, and fixed ratio state (see FIG. 3).
前記ライン圧制御弁４４の動作は専用の第２三方電磁弁
５０により制御されるものであり、この第２三方電磁弁
５０の動作に追従して前記ライン圧制御弁４４が動作す
るものであり、第２三方電磁弁５０は一定周波数のデユ
ーティ率で制御される。即ち、デユーティ率Ｏ％とは第
２三方電磁弁５０が全く動作しない状態であり、出力側
が大気側に導通し出力油圧はゼロとなる。また、デユー
ティ率１００％とは第２三方電磁弁５０が動作して出力
側が大気側に導通し、制御圧力と同一の最大出力油圧と
なり、デユーティ率によって出力油圧を可変させている
。従って、第４図に示す如く、前記第２三方電磁弁５０
の特性は略直線的であり、前記ライン圧制御弁４４をア
ナログ的に動作させることが可能となり、第２三方電磁
弁５０のデユーティ率を任意に変化させてライン圧を制
御することができる。また、この第２三方電磁弁５０の
動作は前記制御部８２によって制御されている。The operation of the line pressure control valve 44 is controlled by a dedicated second three-way solenoid valve 50, and the line pressure control valve 44 operates in accordance with the operation of the second three-way solenoid valve 50. , the second three-way solenoid valve 50 is controlled at a duty rate of a constant frequency. That is, when the duty rate is 0%, the second three-way solenoid valve 50 does not operate at all, the output side is connected to the atmosphere, and the output oil pressure is zero. Further, when the duty rate is 100%, the second three-way solenoid valve 50 operates and the output side is connected to the atmosphere side, and the maximum output oil pressure is the same as the control pressure, and the output oil pressure is varied depending on the duty rate. Therefore, as shown in FIG. 4, the second three-way solenoid valve 50
The characteristic is approximately linear, and the line pressure control valve 44 can be operated in an analog manner, and the line pressure can be controlled by arbitrarily changing the duty rate of the second three-way solenoid valve 50. Further, the operation of the second three-way solenoid valve 50 is controlled by the control section 82.
変速制御用のプライマリ圧は前記プライマリ圧制御弁３
４によって制御され、このプライマリ圧制御弁３４も前
記ライン圧制御弁４４と同様に、専用の第１三方電磁弁
４２によって動作が制御されている。この第１三方電磁
弁４２は、プライマリ圧を前記ライン圧に導通、あるい
はプライマリ圧を大気側に導通させるために使用され、
ライン圧に導通させてベルトレシオをフルオーバドライ
ブ（４）側に移行、あるいは大気側に導通させてフルロ
−（５）側に移行させるものである。The primary pressure for speed change control is provided by the primary pressure control valve 3.
Similarly to the line pressure control valve 44, the operation of the primary pressure control valve 34 is also controlled by a dedicated first three-way solenoid valve 42. This first three-way solenoid valve 42 is used to conduct the primary pressure to the line pressure or to conduct the primary pressure to the atmosphere side,
The belt ratio is changed to the full overdrive (4) side by conducting the line pressure, or to the full low (5) side by conducting the line pressure.
クラッチ圧を制御するクラッチ圧制御弁５２は、最大ク
ラッチ圧を必要とする際にライン圧倒と導通させ、また
最低クラッチ圧とする際には大気側と導通させるもので
ある。このクラッチ圧制御弁５２も前記ライン圧制御弁
４４やプライマリ圧制御弁３４と同様に、専用の第３三
方電磁弁５８によって動作が制御されており、説明を削
除する。The clutch pressure control valve 52 that controls the clutch pressure is connected to the line pressure when the maximum clutch pressure is required, and connected to the atmosphere side when the minimum clutch pressure is required. As with the line pressure control valve 44 and the primary pressure control valve 34, the operation of this clutch pressure control valve 52 is also controlled by a dedicated third three-way solenoid valve 58, and the explanation thereof will be omitted.
クラッチ圧は最低の大気圧（ゼロ）から最大のライン圧
までの範囲内で変化するものである。Clutch pressure varies within a range from minimum atmospheric pressure (zero) to maximum line pressure.
クラッチ圧の制御には後述する４つの基本パターンがあ
り、この基本パターンは、
＋１１、ニュートラルモード
・・・・・・シフト位置がＮまたはＰでクラッチを完全
に切り離す場合、クラッチ圧は最低圧（ゼロ）（２）、
ホールドモード
・・・・・・シフト位置がＤまたはＲでスロットルを離
して走行意志の無い場合、あるいは走行中に減速しエン
ジントルクを切りたい場合、クラッチ圧はクラッチが接
触する程度の低いレベル
（３）、スタートモード
・・・・・・発進時あるいはクラッチ切れの後に再びク
ラッチを結合しようとする場合、クラッチ圧をエンジン
の吹き上がりを防止するとともに車両をスムースに動作
できるエンジン発生トルク（クラッチインプットトルク
）に応じた適切なレベル（４）、ドライブモード
・・・・・・完全な走行状態に移行しクラッチが完全に
結合した場合、クラッチ圧はエンジントルクに充分に耐
えるだけの余裕のある高いレベル
の４つがある。この基本パターンの（１）はシフト操作
と連動する専用の図示しない切換バルブで行われ、他の
（２）、（３）、（４）は前記制御部８２による第１〜
第３三方電磁弁４２．５０．５８のデユーティ率制御に
よって行われている。特に（４）の状態においては、ク
ラッチ圧制御弁５２によって第７オイル通路５４と第１
０オイル通路６４とを連通させ、最大圧発生状態とし、
クラッチ圧はライン圧と同一となる。There are four basic patterns for clutch pressure control, which will be described later. These basic patterns are: +11, Neutral mode...When the clutch is completely disengaged with the shift position N or P, the clutch pressure will be the lowest pressure ( zero) (2),
Hold mode: When the shift position is D or R and you release the throttle and have no intention of driving, or when you want to decelerate and cut off the engine torque while driving, the clutch pressure is set to a low level that the clutch contacts ( 3) Start mode: When starting or when trying to re-engage the clutch after the clutch has been disengaged, the clutch pressure is adjusted to prevent the engine from revving up and to maintain engine-generated torque (clutch input) that allows the vehicle to operate smoothly. (4) appropriate level according to the engine torque (4), drive mode... When the clutch is fully engaged in a complete driving state, the clutch pressure is high enough to withstand the engine torque. There are four levels. (1) of this basic pattern is performed by a dedicated switching valve (not shown) that is linked to the shift operation, and the other (2), (3), and (4) are performed by the control section 82.
This is done by controlling the duty rate of the third three-way solenoid valve 42, 50, 58. Particularly in the state (4), the clutch pressure control valve 52 controls the seventh oil passage 54 and the first oil passage.
0 oil passage 64 to create a state of maximum pressure generation,
Clutch pressure will be the same as line pressure.
また、前記プライマリ圧制御弁３４やライン圧制御弁４
４、そしてクラッチ圧制御弁５２は、第１〜第３三方電
磁弁４２．５０．５８からの出力油圧によって夫々制御
されているが、これら第１〜第３三方電磁弁４２．５０
．５８を制御するコントロール油圧は定圧制御弁３８で
作られる一定油圧である。このコントロール油圧はライ
ン圧より常に低い圧力であるが、安定した一定の圧力で
ある。また、コントロール油圧は各制御弁３４．４４．
５２にも導入され、これら制御弁３４．４４．５２の安
定化を図っている。In addition, the primary pressure control valve 34 and the line pressure control valve 4
4, and the clutch pressure control valve 52 is controlled by the output oil pressure from the first to third three-way solenoid valves 42.50, respectively.
．． The control oil pressure that controls the pressure control valve 58 is a constant oil pressure produced by the constant pressure control valve 38. This control oil pressure is always lower than the line pressure, but it is a stable and constant pressure. In addition, the control oil pressure is controlled by each control valve 34, 44.
52 is also introduced to stabilize these control valves 34, 44, and 52.
次に前記ベルト駆動式連続可変変速機２の電子制御につ
いて説明する。Next, electronic control of the belt-driven continuously variable transmission 2 will be explained.
連続可変変速機２は油圧制御されているとともに、制御
部８２からの指令により、ベルト保持とトルク伝達のた
めの適切なライン圧や、変速比変更のためのプライマリ
圧、およびクラッチを確実に結合させるためのクラッチ
圧が夫々確保されている。Continuously variable transmission 2 is hydraulically controlled, and in response to commands from control unit 82, appropriate line pressure for belt retention and torque transmission, primary pressure for changing gear ratio, and clutch engagement are ensured. Clutch pressure is secured for each.
第１図に沿って前記ベルト駆動式連続可変変速機２のエ
ンジン回転制御を説明する。Engine rotation control of the belt-driven continuously variable transmission 2 will be explained with reference to FIG.
先ず、キャブレタのスロットル開度（θ）の検出信号に
よってシフト位置で変化しない第１テーブル２００から
第１目標エンジン回転数Ｎ１を求めるとともに、第３回
転検出器８０からの検出信号によって第２テーブル２０
２から第２目標エンジン回転数Ｎ２を求める。このとき
、第２目標エンジン回転数Ｎ２はシフト位置、例えばＤ
レンジ位置では上限とし、またＬ２、Ｌｌｌレジ位置で
は下限として結果的に第５図に示すエンジン回転範囲と
なり、特性が保持される。First, the first target engine rotation speed N1 is determined from the first table 200, which does not change depending on the shift position, based on the detection signal of the throttle opening (θ) of the carburetor, and the second target engine rotation speed N1 is obtained from the second table 200 based on the detection signal from the third rotation detector 80.
2, a second target engine rotation speed N2 is determined. At this time, the second target engine rotation speed N2 is determined by the shift position, for example, D.
The upper limit is set at the range position, and the lower limit is set at the L2 and Lll register positions, resulting in the engine rotation range shown in FIG. 5, and the characteristics are maintained.
次に、前記第１目標エンジン回転数Ｎ＋と第２目標エン
ジン回転数Ｎ２とを比較し、シフト位置における回転数
限定指令に応じて上下のどちらか一方、あるいは双方の
エンジン回転数から適正なエンジン回転数を選出し、こ
れを最適目標エンジン回転数Ｎ３とする（２０４）。Next, the first target engine rotation speed N+ and the second target engine rotation speed N2 are compared, and an appropriate engine rotation speed is selected from either the upper and lower engine rotation speeds, or both, depending on the rotation speed limitation command at the shift position. The engine speed is selected and set as the optimum target engine speed N3 (204).
この最適目標エンジン回転数Ｎ３にシフト位置に応じた
１次遅れ定数を作用させて第４目標エンジン回転数Ｎ４
を決定する（２０６）、また、１次遅れ定数とは、最適
目標エンジン回転数Ｎ３が最終目標エンジン回転数Ｎ４
まで到達するまでの時間をシフト位置に応じて変化させ
るものであり、Ｄレンジ位置における到達時間が最も遅
くなるように設定されている。A first-order delay constant corresponding to the shift position is applied to this optimal target engine speed N3 to obtain a fourth target engine speed N4.
(206), and the first-order lag constant means that the optimal target engine speed N3 is the final target engine speed N4.
The time it takes to reach the D range position is changed depending on the shift position, and the time taken to reach the D range position is set to be the slowest.
前記最終目標エンジン回転数Ｎ４と実際のエンジン回転
数Ｎｏとの誤差を求め、この誤差を第１誤差Ｅｌとする
（２０ Ｂ）。このとき、第１誤差Ｅ１が大なる際には
結果としてデユーティ率が大となり、プライマリ圧制御
弁３４の開度が大となって変速速度が速くなるものであ
る。The error between the final target engine speed N4 and the actual engine speed No. is determined, and this error is defined as the first error El (20B). At this time, when the first error E1 becomes large, the duty ratio becomes large as a result, the opening degree of the primary pressure control valve 34 becomes large, and the shift speed becomes fast.
また、前記第１誤差Ｅ１に、実際のエンジン回転数Ｎｏ
に対応する第３テーブル２１０から決定されるゲインを
掛け、第２誤差Ｅ２を求める（２１２） 。In addition, the first error E1 includes the actual engine speed No.
is multiplied by the gain determined from the corresponding third table 210 to obtain the second error E2 (212).
そして、第２誤差Ｅ２に比例または積分制御（ＰＩ制御
）を行い、第３誤差Ｅ３を求める（２１４）。Then, proportional or integral control (PI control) is performed on the second error E2 to obtain a third error E3 (214).
この第３誤差Ｅ３に、前記制御部８２内のレシオ固定カ
ーブたるマツプ（２１６）により油温状態に応じたレシ
オ固定値（Ｎｕｌｌ値、ＲＮ）を加え、第４誤差Ｅ４を
求める（２１８）。つまり、前記油温センサ８４からの
油温信号によって駆動周波数を、第９図に示す如（、切
換え制御する際に、油温センサ８４からの油温信号によ
ってレシオ固定値をも切換え制御するものである。ここ
でレシオ固定値とは、プライマリ圧とライン圧とのバラ
ンスによって生ずるレシオの変化しない状態におけるデ
ユーティ率を表している。A ratio fixed value (Null value, RN) corresponding to the oil temperature condition is added to this third error E3 using a ratio fixed curve map (216) in the control section 82 to obtain a fourth error E4 (218). In other words, when the drive frequency is switched and controlled by the oil temperature signal from the oil temperature sensor 84 as shown in FIG. 9, the ratio fixed value is also switched and controlled by the oil temperature signal from the oil temperature sensor 84. Here, the fixed ratio value represents the duty rate in a state where the ratio does not change due to the balance between the primary pressure and the line pressure.
前記第４誤差Ｅ４をデユーティ率に変換しく２２０）、
この変換後のデユーティ率によって各電磁弁を励磁させ
るものである。converting the fourth error E4 into a duty rate (220);
Each electromagnetic valve is energized by the duty rate after this conversion.
これにより、前記制御部８２に油温センサからの油温信
号を入力させレシオ固定カーブたるマツプにより油温状
態に応じたレシオ固定値に切換え制御することができ、
油温状態に応じた最適なレシオ固定値とし得て、変速速
度の変動を防止することができ、変速フィーリングへの
影響を阻止し得て、運転者に違和感を与えず、快適な乗
車感を確保し得て、実用上有利である。As a result, the oil temperature signal from the oil temperature sensor is input to the control section 82, and the ratio can be switched to a fixed value according to the oil temperature state using the map as a ratio fixed curve.
The ratio can be set to an optimal fixed value according to the oil temperature condition, preventing fluctuations in the shifting speed and preventing any effects on the shifting feeling, providing a comfortable riding feeling without causing any discomfort to the driver. This is advantageous in practice.
また、油温状態に応じてレシオ固定値を切換え制御する
ことにより、駆動周波数の切換え時のショックをも低減
させることができ、変速フィーリングの向上に寄与し得
る。Further, by controlling the ratio fixed value to be switched in accordance with the oil temperature state, it is possible to reduce the shock when switching the drive frequency, which can contribute to improving the shift feeling.
なお、この発明は上述実施例に限定されるものではなく
、種々の応用改変が可能である。Note that the present invention is not limited to the above-described embodiments, and various modifications can be made.
例えば、この発明の実施例においては、オイルパン内に
設置した油温センサの油温信号により油温状態を検知し
、この油温状態に応じてレシオ固定値を切換え制御した
が、油温センサをオイルパン内に設置のみでなく、所望
の位置に設置させ、油温状態を検知してレシオ固定値の
切換え制御を行うこともできる。For example, in the embodiment of the present invention, the oil temperature condition is detected by the oil temperature signal from the oil temperature sensor installed in the oil pan, and the ratio fixed value is switched and controlled according to this oil temperature condition. Not only can it be installed in the oil pan, but it can also be installed at a desired position, detect the oil temperature state, and perform fixed ratio switching control.
以上詳細な説明から明らかなようにこの発明によれば、
油温状態に応じてレシオ固定値を切換え制御するので、
油温状態に応じた最適なレシオ固定値とし得て、変速速
度の変動を防止し、変速フィーリングへの影響を阻止し
得て、運転者に違和感を与えず、快適な乗車感を確保し
得て、実用上有利である。また、油温状態に応じてレシ
オ固定値を切換え制御することにより、駆動周波数の切
換え時のショックをも低減させ得て、変速フィーリング
の向上に寄与し得る。As is clear from the above detailed description, according to the present invention,
The ratio fixed value is switched and controlled according to the oil temperature condition, so
The ratio can be set to an optimal fixed value according to the oil temperature condition, preventing fluctuations in the shifting speed and affecting the shifting feeling, ensuring a comfortable riding feeling without causing discomfort to the driver. This is advantageous in practice. Furthermore, by controlling the ratio fixed value to be switched in accordance with the oil temperature state, it is possible to reduce the shock when switching the drive frequency, which can contribute to improving the shift feeling.
第１〜９図はこの発明の実施例を示し、第１図はベルト
駆動式連続可変変速機の油圧制御を説明する図、第２図
は各制御弁の拡大断面図、第３図は各制御弁における圧
力とデユーティ率との関係を示す図、第４図は各三方電
磁弁における圧力とデユーティ率との関係を示す図、第
５図は各三方電磁弁における油温状態に応じた圧力とデ
ユーティ率との関係を示す図、第６図は油温とレシオ固
定値との関係を示す図、第７図はベルト駆動式連続可変
変速機の概略図、第８図はベルト駆動式連続可変変速機
のブロック図、第９図は油温状態に応じて駆動周波数と
レシオ固定値とを切換え制御する状態を示す図である。
図において、２は連続可変変速機、２Ａはベルト、４は
駆動側プーリ、１０は被駆動側プーリ、３ａは第１オイ
ル通路、３２は第２オイル通路、３４はプライマリ圧制
御弁、３６は第３オイル通路、３８は定圧制御弁、４０
は第４オイル通路、４２はプライマリ圧力制御用第１三
方電磁弁、４４はライン圧制御弁、４６は第５オイル通
路、４８は第６オイル通路、５０はライン圧力制御用第
２三方電磁弁、５２はクラッチ圧制御弁、５４は第７オ
イル通路、５６は第８オイル通路、５８はクラッチ圧制
御用第３三方電磁弁、６０は第９オイル通路、６２は油
圧クラッチ、６４は第１０オイル通路、６６は第１１オ
イル通路、６８は圧力センサ、７２は第１回転検出器、
７６は第２回転検出器、８０は第３回転検出器、８２は
制御部、８４は油温センサ、９６はオイルパン、９８は
オイルフィルタである。
特許出願人 鈴木自動車工業株式会社特許出願人
三菱電機株式会社
代理人 弁理士 西 郷 義 美
第５図
油 温
第９図
１、事件の表示
特願昭６２−３１０８１７号
２、発明の名称
連続可変変速機０油圧制御方法
１３、補正をする者
事件との関係 特許出願人
住 所 静岡県浜名郡可美村高塚３００番地
）名 称 （２０８）鈴木自動車工業株式会社代表者
鈴 木 修 （（ほか１名）
４、代 理 人 〒１０１ 置 ０３−２９２−４
４１１ （代表）住 所 東京都千代田区神田小川
町２丁目８番（３） 図面
１正の内容
（１）、別紙のとおり
（２）、明細書第２頁第５行、第４頁第１０行、および
第６頁第５行の「湯温」を「油温」に訂正する。
（３）、明細書第８頁第３行の「一定圧（１，５〜２゜
Ｏｋｇ／ａｄ）Ｊを［一定圧（４〜５ ｋｇ／ｃ＋Ｊ）
Ｊこ訂正する。
（４）、明細書第１３頁第１８行の「世温」を「油益」
に訂正する。
（５）、明細書第１７頁第１０行の「出力側が大気側に
」を「出力側が入力側に」に訂正する。
（６）、明細書第１９頁第４行の「ＤまたはＲで」Ｅｒ
Ｄ、ＬまたはＲで」に訂正する。
（７）、図面第１図を添付図面のように訂正する。
別紙
［特許請求の範囲
１、固定プーリ部片とこの固定プーリ部片に接離可能に
装着された可動プーリ部片との両プーリ部片間の溝幅を
油圧により減増して前記両プーリに巻掛けられるベルト
の回転半径を減増させ変速比を変化させるべく変速制御
する連続可変変速機において、前記油圧を制御する圧力
制御弁手段を設け、この圧力制御弁手段を作動制御する
制御部を設け、この制御部により油温状態に応じてレシ
オ固定値を切換え制御することを特徴とする連続可変変
速機の油圧制御方法。
２、前記制御部は、前記油温の低下に伴って前記圧力制
御弁手段の駆動周波数を基本周波数から低くすべく切換
える際に迫温に応じてレシオ固定値をも低く切換え制御
する制御部である特許請求の範囲第１項記載の連続可変
変速機の油圧制御方法。」1 to 9 show embodiments of the present invention, FIG. 1 is a diagram explaining hydraulic control of a belt-driven continuously variable transmission, FIG. 2 is an enlarged sectional view of each control valve, and FIG. Figure 4 shows the relationship between pressure and duty rate in each three-way solenoid valve. Figure 5 shows the relationship between pressure and duty rate in each three-way solenoid valve. Figure 5 shows the relationship between pressure and duty rate in each three-way solenoid valve. Figure 6 is a diagram showing the relationship between oil temperature and fixed ratio value, Figure 7 is a schematic diagram of a belt-driven continuously variable transmission, and Figure 8 is a diagram showing a belt-driven continuous variable transmission. FIG. 9, a block diagram of the variable transmission, is a diagram showing a state in which the driving frequency and fixed ratio value are switched and controlled according to the oil temperature state. In the figure, 2 is a continuously variable transmission, 2A is a belt, 4 is a driving pulley, 10 is a driven pulley, 3a is a first oil passage, 32 is a second oil passage, 34 is a primary pressure control valve, and 36 is a 3rd oil passage, 38 constant pressure control valve, 40
4 is a fourth oil passage, 42 is a first three-way solenoid valve for primary pressure control, 44 is a line pressure control valve, 46 is a fifth oil passage, 48 is a sixth oil passage, 50 is a second three-way solenoid valve for line pressure control , 52 is a clutch pressure control valve, 54 is a seventh oil passage, 56 is an eighth oil passage, 58 is a third three-way solenoid valve for clutch pressure control, 60 is a ninth oil passage, 62 is a hydraulic clutch, and 64 is a tenth oil passage. an oil passage; 66 is an eleventh oil passage; 68 is a pressure sensor; 72 is a first rotation detector;
76 is a second rotation detector, 80 is a third rotation detector, 82 is a control section, 84 is an oil temperature sensor, 96 is an oil pan, and 98 is an oil filter. Patent Applicant Suzuki Motor Industry Co., Ltd. Patent Applicant
Mitsubishi Electric Co., Ltd. Representative Patent Attorney Yoshimi Nishigo Figure 5 Oil Temperature Figure 9 Figure 1, Incident Indication Patent Application No. 1983-310817 2, Title of Invention Continuously Variable Transmission 0 Hydraulic Control Method
13. Relationship with the case of the person making the amendment Patent applicant address: 300 Takatsuka, Kami Village, Hamana District, Shizuoka Prefecture
) Name (208) Suzuki Motor Co., Ltd. Representative Osamu Suzuki ((1 other person) 4, Agent Address: 101 03-292-4
411 (Representative) Address: 2-8 (3) Kanda Ogawamachi, Chiyoda-ku, Tokyo Drawing 1 Correct contents (1), as attached (2), Specification page 2, line 5, page 4, line 10 line, and on page 6, line 5, correct ``hot water temperature'' to ``oil temperature.'' (3), "Constant pressure (1,5~2゜Okg/ad) J [Constant pressure (4~5 kg/c+J)" on page 8, line 3 of the specification.
J Correct. (4) "Seon" on page 13, line 18 of the specification is "Yuyaku"
Correct to. (5) On page 17, line 10 of the specification, "output side is on the atmosphere side" is corrected to "output side is on the input side". (6) "D or R" Er on page 19, line 4 of the specification
Correct to "D, L or R". (7), Figure 1 of the drawing is corrected as shown in the attached drawing. Attachment [Claim 1, A fixed pulley piece and a movable pulley piece attached to the fixed pulley piece so as to be able to approach and separate the groove width between the two pulley pieces are decreased or increased by hydraulic pressure. In a continuously variable transmission that performs speed change control to change the speed ratio by decreasing or increasing the rotation radius of a belt wound around the belt, a pressure control valve means for controlling the oil pressure is provided, and a control section for controlling the operation of the pressure control valve means is provided. 1. A hydraulic control method for a continuously variable transmission, characterized in that the control section switches and controls a fixed ratio value according to an oil temperature state. 2. The control unit is a control unit that controls the ratio fixed value to be switched to a lower value in accordance with the approaching temperature when switching the drive frequency of the pressure control valve means from the basic frequency to lower as the oil temperature decreases. A hydraulic control method for a continuously variable transmission according to claim 1. ”
Claims (1)
装着された可動プーリ部片との両プーリ部片間の溝幅を
油圧により減増して前記両プーリに巻掛けられるベルト
の回転半径を減増させ変速比を変化させるべく変速制御
する連続可変変速機において、前記油圧を制御する圧力
制御弁手段を設け、この圧力制御弁手段を作動制御する
制御部を設け、この制御部により油温状態に応じてレシ
オ固定値を切換え制御することを特徴とする連続可変変
速機の油圧制御方法。 ２、前記制御部は、前記油温の低下に伴って前記圧力制
御弁手段の駆動周波数を基本周波数から低くすべく切換
える際に湯温に応じてレシオ固定値をも低く切換え制御
する制御部である特許請求の範囲第１項記載の連続可変
変速機の油圧制御方法。[Claims] 1. The width of the groove between the fixed pulley piece and the movable pulley piece attached to the fixed pulley piece so as to be removable can be decreased or increased by hydraulic pressure. In a continuously variable transmission that performs speed change control to change the speed ratio by decreasing or increasing the rotation radius of a belt wound around the belt, a pressure control valve means for controlling the oil pressure is provided, and a control section for controlling the operation of the pressure control valve means is provided. 1. A hydraulic control method for a continuously variable transmission, characterized in that the control section switches and controls a fixed ratio value according to an oil temperature state. 2. The control unit is a control unit that controls the ratio fixed value to be switched to a lower value in accordance with the hot water temperature when switching the drive frequency of the pressure control valve means from the basic frequency to a lower value as the oil temperature decreases. A hydraulic control method for a continuously variable transmission according to claim 1.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62310817A JP2832602B2 (en) | 1987-12-10 | 1987-12-10 | Hydraulic control method for continuously variable transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62310817A JP2832602B2 (en) | 1987-12-10 | 1987-12-10 | Hydraulic control method for continuously variable transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH01153854A true JPH01153854A (en) | 1989-06-16 |
| JP2832602B2 JP2832602B2 (en) | 1998-12-09 |
Family
ID=18009771
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62310817A Expired - Fee Related JP2832602B2 (en) | 1987-12-10 | 1987-12-10 | Hydraulic control method for continuously variable transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2832602B2 (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0374679A (en) * | 1989-08-10 | 1991-03-29 | Honda Motor Co Ltd | Gear shift control method for continuously variable transmission for vehicle |
| JPH05118420A (en) * | 1991-03-22 | 1993-05-14 | Suzuki Motor Corp | Hydraulic control device continuously variable transmission |
| US5222417A (en) * | 1991-01-22 | 1993-06-29 | Fuji Jukogyo Kabushiki Kaisha | Hydraulic control system of an automatic transmission for a motor vehicle |
| JP2006255757A (en) * | 2005-03-17 | 2006-09-28 | Nikko Kinzoku Kk | Method and apparatus for casting anode |
| JP2009257537A (en) * | 2008-04-18 | 2009-11-05 | Toyota Motor Corp | Belt-type continuously variable transmission and transmission controller |
| CN115045926A (en) * | 2022-06-13 | 2022-09-13 | 蜂巢传动***(江苏)有限公司保定研发分公司 | Clutch oil pressure control method and system, storage medium and automobile |
| CN115217576A (en) * | 2021-11-12 | 2022-10-21 | 广州汽车集团股份有限公司 | Oil pump electromagnetic valve control method, vehicle-mounted controller and automobile |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6068613U (en) * | 1983-10-17 | 1985-05-15 | 日産自動車株式会社 | Solenoid drive control device |
| JPS624956A (en) * | 1985-06-29 | 1987-01-10 | Fuji Heavy Ind Ltd | Hydraulic controller for continuously variable transmission |
-
1987
- 1987-12-10 JP JP62310817A patent/JP2832602B2/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6068613U (en) * | 1983-10-17 | 1985-05-15 | 日産自動車株式会社 | Solenoid drive control device |
| JPS624956A (en) * | 1985-06-29 | 1987-01-10 | Fuji Heavy Ind Ltd | Hydraulic controller for continuously variable transmission |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0374679A (en) * | 1989-08-10 | 1991-03-29 | Honda Motor Co Ltd | Gear shift control method for continuously variable transmission for vehicle |
| US5222417A (en) * | 1991-01-22 | 1993-06-29 | Fuji Jukogyo Kabushiki Kaisha | Hydraulic control system of an automatic transmission for a motor vehicle |
| JPH05118420A (en) * | 1991-03-22 | 1993-05-14 | Suzuki Motor Corp | Hydraulic control device continuously variable transmission |
| JP2006255757A (en) * | 2005-03-17 | 2006-09-28 | Nikko Kinzoku Kk | Method and apparatus for casting anode |
| JP2009257537A (en) * | 2008-04-18 | 2009-11-05 | Toyota Motor Corp | Belt-type continuously variable transmission and transmission controller |
| CN115217576A (en) * | 2021-11-12 | 2022-10-21 | 广州汽车集团股份有限公司 | Oil pump electromagnetic valve control method, vehicle-mounted controller and automobile |
| CN115217576B (en) * | 2021-11-12 | 2023-10-20 | 广州汽车集团股份有限公司 | Oil pump electromagnetic valve control method, vehicle-mounted controller and automobile |
| CN115045926A (en) * | 2022-06-13 | 2022-09-13 | 蜂巢传动***(江苏)有限公司保定研发分公司 | Clutch oil pressure control method and system, storage medium and automobile |
| CN115045926B (en) * | 2022-06-13 | 2023-06-30 | 蜂巢传动***(江苏)有限公司保定研发分公司 | Clutch oil pressure control method and system, storage medium and automobile |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2832602B2 (en) | 1998-12-09 |
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