JPH049934B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a speed change control valve for a V-belt continuously variable transmission.

As a conventional speed change control valve, for example, British Patent No.
There is one as shown in Figure 1 described in No. 989227. This speed change control valve 200 has five ports 2
01a, 201b, 201c, 201d and 20
1e, and four lands 202a, 202b, 202 corresponding to this valve hole 201.
202d. The central port 201c has an oil passage 203
Line pressure is supplied through the oil passage 20, and the left and right ports 201b and 201d are connected to the oil passage 20, respectively.
4 and 205, it communicates with the drive pulley cylinder chamber of the drive pulley and the driven pulley cylinder chamber of the driven pulley. Ports 201a and 20 at both ends
1e are both drained. Spool 202
The left end of is connected to a lever of a gear shift operation mechanism (not shown). The axial lengths of lands 202b and 202c are slightly smaller than the widths of ports 201b and 201d, and the distance between lands 202b and 202c is smaller than that of ports 201b and 201d.
It is made almost equal to the distance between d. Therefore, the port 201 is located in the oil chamber between the lands 202b and 202c.
The line pressure supplied from c flows into the oil passage 204 through the gap between the land 202b and the port 201b, but a part of it is drained from the other gap between the land 202b and the port 201b, so the line pressure flows into the oil passage 204. The pressure is determined by the ratio of the areas of the two gaps. Similarly, oil path 2
The pressure of 05 is also the land 202c and port 201d.
The pressure is determined by the ratio of the area of the gap on both sides. Therefore, when the spool 202 is in the center position, the land 202b and the port 201
b and the land 202c and port 201d
Since the relationships between the two are the same, the oil passage 204 and the oil passage 205 have the same pressure. As the spool 202 moves to the left, the clearance on the line pressure side of the port 201b increases and the clearance on the drain side decreases, so the pressure in the oil passage 204 gradually increases, and conversely, the clearance on the line pressure side of the port 201d increases. becomes smaller, the drain side clearance becomes larger, and the pressure in the oil passage 205 gradually decreases.
Therefore, the pressure in the driving pulley cylinder chamber of the driving pulley increases and the width of the V-shaped pulley groove becomes smaller, while the pressure in the driven pulley cylinder chamber of the driven pulley decreases and the width of the V-shaped pulley groove increases. Therefore, the V-belt contact radius of the driving pulley becomes larger and the V-belt contact radius of the driven pulley becomes smaller, so that the reduction ratio becomes smaller. On the other hand, spool 2
When 02 is moved to the right, the reduction ratio increases due to the completely opposite effect to the above. however,
Such conventional speed change control valves have a problem in that when there is sudden acceleration, the oil pressure in the pulley cylinder chamber decreases, causing the V-belt to slip. When attempting to perform rapid acceleration, the spool 20
2 is located about 5 to the right in Fig. 1 by the speed change operation mechanism.
It is pressed by about 1 mm and becomes the state shown in Fig. 2. As a result, the gap between the port 201b and the left side of the land 202b suddenly increases, and the oil pressure in the oil passage 204 (that is, the oil pressure in the drive pulley cylinder chamber) is momentarily drained through the port 201a. Slippage occurs between the drive pulley and the V-belt. Furthermore, when the V-belt slips, its tension decreases, so the axial force exerted by the V-belt on the driven pulley also decreases, causing the movable conical plate of the driven pulley to move. Since this movement is faster than movement due to line pressure being supplied, the oil pressure in the driven pulley cylinder chamber also temporarily decreases. FIG. 3 shows changes in oil pressure in this case. Due to the drop in oil pressure during gear shifting, the oil pressure in both pulley cylinder chambers becomes smaller than the minimum oil pressure required for torque transmission, resulting in slipping of the V-belt. For this reason, when the vehicle accelerates rapidly, the engine may run dry.

The present invention has been made by focusing on the above-mentioned problems in the conventional V-belt type continuously variable transmission control device, and is designed to reduce the flow of oil discharged from the driving pulley cylinder chamber and the driven pulley cylinder chamber. It is an object of the present invention to solve the above-mentioned problems by providing a flow rate restriction device.

Hereinafter, the present invention will be explained based on FIGS. 4 to 12 of the accompanying drawings showing embodiments thereof.

First, the configuration will be explained. A power transmission mechanism of a continuously variable transmission using the speed change control valve according to the present invention is shown in FIGS. 4 and 5. A pump impeller 4, a turbine runner 6, a stator 8, and a lock-up clutch 10 are attached to an engine output shaft 2 that rotates together with the engine crankshaft (not shown).
A torque converter 12 consisting of is attached. The lock-up clutch 10 is connected to the turbine runner 6 and is movable in the axial direction, and forms a lock-up clutch oil chamber 14 between the pump impeller 4 and an integral member 4a. When the oil pressure in chamber 14 becomes lower than the oil pressure in torque converter 12, lockup clutch 10 is pressed against member 4a and rotates therewith. The turbine runner 6 has a drive shaft 22 rotatably supported by a case 20 by bearings 16 and 18.
splined to one end of the Drive shaft 22
A drive pulley 24 is located between the bearings 16 and 18.
is provided. The drive pulley 24 is connected to the drive shaft 2
A fixed conical plate 26 is fixed to the fixed conical plate 2, and a V-shaped pulley groove is formed by opposing the fixed conical plate 26, and a driving pulley cylinder chamber 28 (FIG. 6).
The movable conical plate 30 is movable in the axial direction of the drive shaft 22 by hydraulic pressure applied to the drive shaft 22. Note that an annular member 22a that limits the maximum width of the V-shaped pulley groove is mounted on the movable conical plate 3 on the drive shaft 22.
0 (Fig. 6). The drive pulley 24 is connected to the driven pulley 34 by the V-belt 32.
The driven pulley 34 is mounted on a driven shaft 40 that is rotatably supported in the case 20 by bearings 36 and 38. The driven pulley 34 includes a fixed conical plate 42 fixed to a driven shaft 40, and a V-shaped pulley groove formed by opposing the fixed conical plate 42. and a movable conical plate 46 which is movable in the axial direction of the driven shaft 40 by means of a movable conical plate 46. As in the case of the drive pulley 24, the movement of the movable conical plate 46 is restricted by the annular member 40a fixed on the driven shaft 40 so as not to exceed the maximum V-shaped pulley groove width. A forward drive gear 50 rotatably supported on the driven shaft 40 is connectable to the fixed conical plate 42 via a forward multi-plate clutch 48, and the forward drive gear 50 is a ring gear 52 or the like. They are together. A reverse drive gear 54 is fixed to the driven shaft 40, and this reverse drive gear 54 meshes with an idler gear 56. The idler gear 56 is a reverse multi-plate clutch 58
to the idler shaft 60, and another idler gear 62 that meshes with the ring gear 52 is fixed to the idler shaft 60. Since the idler gear 62, idler shaft 60, and reverse drive gear 54 are shifted from their normal positions, it appears that the idler gear 62 and ring gear 52 do not mesh, but in reality they mesh as shown in FIG. ). A pair of pinion gears 64 and 66 are attached to the ring gear 52, and output shafts 72 and 74 are connected to a pair of side gears 68 and 70, which mesh with the pinion gears 64 and 66 to form a differential device 67, respectively. Output shafts 72 and 74, supported by bearings 76 and 78, respectively, extend outwardly from case 20 in opposite directions. This output shaft 7
2 and 74 are connected to a road wheel (not shown). An internal gear type oil pump 80 is provided on the right side of the bearing 18 and is a hydraulic power source for a control device, which will be described later. It is designed to be driven by the engine output shaft 2 via 82.

The torque input from the engine output shaft 2 to the continuously variable transmission, which is a combination of a torque converter with a lockup device, a V-belt type continuously variable transmission mechanism, and a differential device, is transmitted to the torque converter 12,
It is transmitted to the drive shaft 22, drive pulley 24, V belt 32, driven pulley 34, and driven shaft 40,
Next, when the forward multi-plate clutch 48 is engaged and the reverse multi-disc clutch 58 is released, the output shafts 72 and 74 are When rotated in the forward direction, and conversely, when the reverse multi-plate clutch 58 is engaged and the forward multi-disc clutch 48 is released, the reverse drive gear 54, idler gear 56, idler shaft 60, idler gear 62, Output shaft 72 via ring gear 52 and differential device 67
and 74 are rotated in the backward direction. During this power transmission, by moving the movable conical plate 30 of the driving pulley 24 and the movable conical plate 46 of the driven pulley 34 in the axial direction to change the radius of the contact position with the V-belt 32, the driving pulley 24 and the driven pulley 34 can be changed. For example, if the width of the V-shaped pulley groove of the driving pulley 24 is expanded and the width of the V-shaped pulley groove of the driven pulley 34 is reduced, the radius of the V-belt contact position on the driving pulley 24 side becomes smaller, and the driven pulley 34 The radius of the contact position of the V-belt on the side becomes larger, and a larger reduction ratio can be obtained as a result. If the movable conical plates 30 and 46 are moved in the opposite direction, the reduction ratio will become smaller, completely opposite to the above. Further, during power transmission, the torque converter 12 may perform a torque increasing action or act as a fluid coupling depending on the driving situation, but in addition to this, the torque converter 12
Since the lock-up clutch 10 is installed as a lock-up device on the turbine runner 6, the hydraulic pressure in the lock-up clutch oil chamber 14 is drained to press the lock-up clutch 10 against the member 4a integral with the pump impeller 4. Accordingly, the engine output shaft and the drive shaft 22 can be directly connected mechanically.

Next, a hydraulic control device for this continuously variable transmission will be explained. The hydraulic control device is as shown in Figure 6.
Oil pump 80, line pressure regulating valve 102, manual valve 104, speed change control valve 106, lock-up valve 108, speed change motor 110, speed change operation mechanism 11
It consists of 2nd class.

The oil pump 80 is driven by the engine output shaft 2 as described above, and discharges the oil in the tank 114 into the oil passage 116. The oil passage 116 is led to ports 118a and 118b of the line pressure regulating valve 102, and is regulated to a predetermined line pressure as described later. The oil passage 116 also communicates with a port 120b of the manual valve 104 and a port 122c of the speed change control valve 106.

The manual valve 104 has five ports 120a,
A valve hole 120 having 120b, 120c, 120d and 120e, and 2 valve holes corresponding to this valve hole 120.
The spool 124 has five lands 124a and 124b, and the spool 124, which is operated by a shift lever (not shown) on the driver's seat, has five stop positions: P, R, N, D, and L. have. The port 120a is an oil passage 126
communicates with the port 120d through the oil passage 1.
28 communicates with the cylinder chamber 58a of the multi-disc reverse clutch 58. Further, the port 120c communicates with the port 120e through an oil passage 130, and the cylinder chamber 48a of the forward multi-plate clutch 48.
is connected to. The port 120b communicates with the line pressure of the oil passage 116 as described above. When the spool 124 is in the P position, the port 120b to which the line pressure is applied is closed by the land 124b, and the cylinder chamber 58a of the reverse multi-plate clutch 58 is closed.
and the cylinder chamber 48a of the forward multi-plate clutch 48.
are drained together through oil passage 126 and ports 120d and 120e. When the spool 124 is in the R position, the port 120b and the port 120a communicate between the lands 124a and 124b, and the cylinder chamber 58a of the reverse multi-plate clutch 58 is opened.
is supplied with line pressure, while the cylinder chamber 48a of the forward multi-plate clutch 48 is drained through port 120e. When spool 124 is in the N position, ports 120b are connected to lands 124a and 12.
4b and cannot communicate with other ports, and on the other hand, both ports 120a and 120e are drained, so the cylinder chambers 58a and 120a of the reverse multi-plate clutch 58 are drained, as in the case of the P position. The cylinder chambers 48a of the forward multi-plate clutch 48 are drained together. In the D and L positions of spool 124, port 120b and port 120c
communicates between the lands 124a and 124b, and the cylinder chamber 48 of the forward multi-plate clutch 48
Line pressure is supplied to a, while the cylinder chamber 58a of the reverse multi-disc clutch 58 is drained through the port 120a. Consequently, when the spool 124 is in the P or N position, the forward multi-disc clutch 48 and the reverse multi-disc clutch 58
are both released, power transmission is interrupted, the output shafts 72 and 74 are not driven, and the spool 124 is R.
In this position, the reverse multi-plate clutch 58 is engaged and the output shafts 72 and 74 are driven in the backward direction as described above, and when the spool 124 is in the D or L position, the forward multi-disc clutch 48 is engaged and the output is Shafts 72 and 74 will be driven in the forward direction. Note that there is no difference between the D position and the L position on the hydraulic circuit as described above, but both positions are electrically detected and the gears are changed according to different shift patterns as described below. The operation of variable speed motor 110 is controlled.

The line pressure regulating valve 102 has five ports 118
a, 118b, 118c, 118d and 118e
and five lands 132a, 132b, 132c, corresponding to this valve hole 118.
Spool 132 with 132d and 132e
and springs 134 and 136 located at both ends of the spool 132. Note that the lands 132a and 132e at both ends of the spool 132
are intermediate lands 132b, 132c and 132
It has a smaller diameter than d. left spring 13
4 is sandwiched between the throttle link 138 and the left end of the spool 132, and the throttle link 138 moves to the left when the engine throttle opening is large, and moves to the right when it is small. It's like this. Therefore, when the throttle opening is large, the spring 134
The rightward force acting on the spring 134 is small, and conversely, when the throttle opening is small, the rightward force by the spring 134 becomes large. right spring 13
6 is sandwiched between a rod 140 that interlocks with the movable conical plate 30 of the drive pulley 24 and the right end of the spool 132. Therefore, when the movable conical plate 30 of the drive pulley 24 moves to the right (the reduction ratio is small), the leftward force exerted by the spring 136 on the spool 132 is small, and conversely, the movable conical plate 30 moves to the left. When the spring 136 moves to the spool 1 (the reduction ratio is large), the spring 136 moves to the spool 1
The leftward force acting on 32 increases. Ports 118a and 118 of this line pressure regulating valve 102
As mentioned above, the discharge pressure of the oil pump 80 is supplied to the port 11 from the oil passage 116.
An orifice 142 is provided at the entrance of 8a.
Port 118b is always drained, port 118d is connected by oil line 144 to torque converter inlet port 146 and port 150c of lock-up valve 108, and port 118e is connected to torque converter inlet port 146 and port 150c of lockup valve 108 by oil line 148. The lockup clutch oil chamber 14 and the port 150b of the lockup valve 108 communicate with each other. Note that the torque converter 1 is connected to the oil passage 144.
An orifice 145 is provided to prevent excessive pressure from acting within the interior of the housing. In the end, this line pressure regulating valve 1
The spool 132 of No. 02 has two forces in the right direction: the force by the spring 134 and the line pressure acting on the area difference between the lands 132a and 132b, and the force due to the spring 136 and the area difference between the lands 132b and 132e. Two leftward forces, namely the force due to the hydraulic pressure of the port 118e, act on the spool 132, but the spool 132
8c to the ports 118d and 118b (first, from the port 118d to the oil passage 14
If the water leaks to port 118b and cannot be adjusted by this alone, it is also drained from port 118b).
Line pressure is controlled so that the forces in the left and right directions are always balanced. Therefore, the line pressure increases as the throttle opening increases, as the reduction ratio increases, and as the oil pressure in the port 118e (that is, the oil pressure in the lock-up clutch oil chamber 14) increases (in this case, as will be described later), the line pressure increases as the throttle opening increases. Torque converter 12
is in a non-lockup state). The reason for adjusting the line pressure in this way is that the larger the throttle opening, the larger the engine output torque, and the larger the reduction ratio, the greater the torque, so by increasing the oil pressure and increasing the V-belt pressing force of the pulley, friction is reduced. This is to increase the power transmission torque due to the lockup, and since there is a torque increasing effect of the torque converter 12 in the state before lockup, the hydraulic pressure is increased accordingly to increase the transmission torque.

The speed change control valve 106 according to the present invention includes a valve hole 122 having five ports 122a, 122b, 122c, 122d, and 122e;
Four lands 152a, 152b, 1 corresponding to
52c, and a spool 152 having 152d. As mentioned above, the central port 122c is a hydraulic source port that communicates with the oil passage 116 and is supplied with line pressure, and the ports 122c on its left and right communicate with the oil passage 116 as described above.
b and 122d are connected to the drive pulley cylinder chamber 2 of the drive pulley 24 via oil passages 154 and 156, respectively.
8 and the driven pulley cylinder chamber 4 of the driven pulley 34
It communicates with 4. Note that the port 122b is connected to the port 1 of the lock-up valve 108 via the oil passage 158.
It is also connected to 50d. Ports 122 on both ends
Although both drain ports a and 122e are drained, orifices 301 and 302 are provided at the exits of ports 122a and 122e, respectively. The left end of the spool 152 is connected to a substantially central portion of a lever 160 of a shift operation mechanism 112, which will be described later. The axial lengths of lands 152b and 152c are slightly smaller than the widths of ports 122b and 122d, and
The distance between ports 122b and 122d is approximately equal to the distance between ports 122b and 122d. Therefore, Rand 15
The line pressure supplied from the port 122c to the oil chamber between the land 152b and the port 122c flows into the oil passage 154 through the gap between the land 152b and the port 122b.
Since the oil is drained from the other gap between the two gaps, the pressure in the oil passage 154 is determined by the ratio of the areas of the two gaps. Similarly, the pressure in the oil passage 156 is determined by the area ratio of the gaps on both sides of the land 152c and the port 122d. Therefore, when the spool 152 is in the center position, the relationship between the land 152b and the port 122b and the relationship between the land 152c and the port 122d are the same, so the oil passage 154 and the oil passage 15
6 has the same pressure. As the spool 152 moves to the left, the gap on the line pressure side of the port 122b increases and the gap on the drain side decreases, so the pressure in the oil passage 154 gradually increases, and conversely, the gap on the line pressure side of the port 122d decreases. becomes smaller, the gap on the drain side becomes larger, and the pressure in the oil passage 156 gradually decreases. Therefore, the drive pulley cylinder chamber 28 of the drive pulley 24
The pressure in the driven pulley cylinder chamber 44 of the driven pulley 34 decreases and the width of the V-shaped pulley groove increases, so that the width of the V-shaped pulley groove becomes smaller. As the belt contact radius becomes smaller, the V of the driven pulley 34 decreases.
Since the belt contact radius becomes smaller, the reduction ratio becomes smaller. Conversely, when the spool 152 is moved to the right, the reduction ratio increases due to the completely opposite effect to the above.

As described above, the lever 160 of the speed change operation mechanism 112 is pin-coupled to the spool 152 of the speed change control valve 106 at approximately the center thereof, but one end of the lever 160 is pin-coupled to the sleeve 162 (speed ratio command member). , and the other end is the drive pulley 2
It is engaged with an annular groove 30a provided on the outer periphery of No. 4 movable conical plate 30 (actual speed ratio corresponding member). Sleeve 162 has internal threads and is engaged by threads on shaft 168 which is rotationally driven by variable speed motor 110 through gears 164 and 166. In such a speed change operation mechanism 112,
By rotating the variable speed motor 110, the gear 16
When the shaft 168 is rotated in one direction via the shafts 4 and 166 to move the sleeve 162, for example, to the left, the lever 160 moves clockwise with the engagement portion of the movable conical plate 30 of the drive pulley 24 with the annular groove 30a as a fulcrum. direction, and moves the spool 152 of the speed change control valve 106 connected to the lever 160 to the left. As a result, as described above, the drive pulley 2
The movable conical plate 30 of No. 4 moves to the right, and the V-shaped pulley groove interval of the drive pulley 24 becomes smaller.
At the same time, the V-shaped pulley groove interval of the driven pulley 34 becomes larger, and the reduction ratio becomes smaller. lever 160
Since one end is engaged with the annular groove 30a of the movable conical plate 30, when the movable conical plate 30 moves to the right, the lever 160 moves around the engagement portion with the sleeve 162 at the other end of the lever 160 as a fulcrum. rotates clockwise. Therefore, the spool 152 is pushed back to the right, trying to bring the drive pulley 24 and the driven pulley 34 into a state where the reduction ratio is large. Through such operations, the spool 152, drive pulley 24, and driven pulley 34 are stabilized at a predetermined pressure reduction ratio corresponding to the rotation amount of the variable speed motor 110. The same applies when the variable speed motor 110 is rotated in the opposite direction. Therefore, when the speed change motor 110 is operated according to a predetermined speed change pattern, the reduction ratio changes accordingly, and by controlling only the speed change motor 110, the speed of the continuously variable transmission can be changed. can be controlled.

The variable speed motor 110 is controlled by an electronic control device (not shown), but for example, the vehicle speed, the rotational speed of the drive pulley 24, and the throttle opening are detected as electrical signals, and these detected values are set in advance. The variable speed motor 110 may be controlled to operate so as to always achieve the desired functional relationship by comparing these variables with a desired functional relationship.

The lock-up valve 108 has four ports 150.
A spool 17 having a valve hole 150 having holes a, 150b, 150c and 150d, and two lands 170a and 170b corresponding to the valve hole 150.
0 and a spring 172 that presses the spool 170 to the right. The port 150d is connected to the speed change control valve 10 by the oil passage 158 as described above.
6 port 122b, and port 1
50b and 150c are connected to the port 11 of the line pressure regulating valve 102 by oil passages 148 and 144, respectively.
8e and 118d, and port 150a is drained. In addition, oil passage 14
4 and 158, and the drain oil passage of port 150a are provided with orifices 174, 176 and 1, respectively.
78 is provided. A hydraulic pressure common to the hydraulic pressure supplied to the torque converter inlet port 146 is supplied to the port 150c from an oil passage 144, but an oil passage 158 that acts on the port 150d is supplied to the port 150c.
(the same oil pressure as the drive pulley cylinder chamber 28), the spool 170 is connected to the spring 172.
When pushed to the left against the force of port 1
50c is sealed by land 170b, and port 150b drains to port 150a. Therefore, the lock-up clutch oil chamber 14 connected to the port 150b via the oil passage 148 is drained, and the lock-up clutch 10 is brought into the engaged state by the pressure inside the torque converter 12, so that it functions as a torque converter. It is considered to be in a locked-up state. Conversely, the oil pressure at port 150d decreases, and the spool 170
When the force pushing the spool 170 to the left becomes smaller than the rightward force exerted by the spring 172, the spool 170 moves to the right and closes the ports 150b and 150c.
communicate with. For this reason, the oil passage 148 and the oil passage 14
4 is connected to the lock-up clutch oil chamber 14.
Since the same oil pressure as that of the torque converter inlet port 146 is applied to both sides of the lock-up clutch 10, the oil pressure on both sides of the lock-up clutch 10 is equal, and the lock-up clutch 10 is released. The orifice 178 is for preventing the oil pressure in the lock-up clutch oil chamber 14 from being drained suddenly and reducing the shock during lock-up. This is to reduce the shock when releasing the lockup by gradually supplying hydraulic pressure to the lockup. The orifice 176 in the oil passage 158 is provided to prevent chattering in the lock-up valve 108 due to minute fluctuations in the oil pressure in the drive pulley cylinder chamber 28.

Torque converter outlet port 180
is in communication with an oil passage 182, and the oil passage 182 is provided with a relief valve 188 consisting of a ball 184 and a spring 186, thereby maintaining the inside of the torque converter 12 at a constant pressure. Oil downstream of the relief valve 188 is led to an oil cooler and a lubrication circuit (not shown) by an oil passage 190 and is finally drained, and excess oil is drained from another relief valve 192 and drained. The oil is ultimately returned to the tank 114.

Next, the operation of the speed change control valve 106 according to the present invention, particularly the operation in the case of rapid acceleration, will be further explained. When the variable speed motor 110 is rapidly driven to move the sleeve 162 to the right in FIG. 6, the spool 152 is pushed to the right via the variable speed operating mechanism 112, resulting in the state shown in FIG. Therefore, line pressure is sent to the driven pulley cylinder chamber 44 through ports 122c and 122d, and pressure oil in the drive pulley cylinder chamber 28 is drained through ports 122b and 122a. When the pressure oil in the drive pulley cylinder chamber 28 is drained, the pressure oil passes through the orifice 301, so the flow rate is restricted here and the oil pressure in the drive pulley cylinder chamber 28 does not drop suddenly. In this case, the passage area of the orifice 301 is
The drain flow from the driven pulley cylinder chamber 44
The flow rate is set so as not to be larger than the supply flow rate. By doing so, it is possible to prevent a temporary drop in the oil pressure in the drive pulley cylinder chamber 28, so that the V-belt 32 does not slip. Conversely, when the spool 152 is rapidly moved to the left, the orifice 302 controls the decrease in the oil pressure in the driven pulley cylinder chamber 44, so that the V-belt 32 slips in the same way. There isn't.

FIG. 8 shows a second embodiment of the invention. In addition,
The same members as those in the first embodiment are given the same reference numerals, and the description thereof will be omitted. In this embodiment, oil path 1
One-way orifice 3 is provided in each of 54 and oil passage 156.
03 and a one-way orifice 304 are provided.
The one-way orifice 303 is a cup 3 with a small hole.
05 and a spring 306, and is arranged to restrict only the flow of oil from the drive pulley cylinder chamber 28 to the port 122b. The one-way orifice 304 also has a cup 307 and a spring 3.
08 and are arranged in a similar orientation. According to such a configuration, there is no resistance when oil is supplied to the driving pulley cylinder chamber 28 and the driven pulley cylinder chamber 44, and when oil is discharged from the driving pulley cylinder chamber 28 and the driven pulley cylinder chamber 44. Since the flow rate is restricted, it is clear that the same operation and effect as in the first embodiment described above can be obtained.

FIG. 9 shows a third embodiment of the present invention. In addition,
The same members as those in the first embodiment are given the same reference numerals, and the description thereof will be omitted. In this embodiment, a land 152b' having a slightly smaller diameter than the land 152b is provided on the port 122a side of the land 152b.
The length l1 of the land 152b' is made larger than the maximum moving length of the spool 152. Land 152
The area of the gap between the outer diameter of b' and the inner diameter of the valve hole 122 is the same as the area of the orifice 301 in the first embodiment. A similar land 152c' is also provided on the land 152c. According to such a configuration, there is no resistance when oil is supplied to the driving pulley cylinder chamber 28 and the driven pulley cylinder chamber 44, while oil is discharged from the driving pulley cylinder chamber 28 and the driven pulley cylinder chamber 44. In some cases, oil may leak into the small gap between the land 152b' and the valve hole 122 and between the land 152c' and the valve hole 122, respectively.
Since it flows through a small gap between the two, the flow rate is restricted, and the same functions and effects as in the first and second embodiments described above can be obtained.

A fourth embodiment of the present invention is shown in FIGS. 10 and 11. Note that members similar to those in the first embodiment are given the same reference numerals and explanations are omitted. In this embodiment, the land 152b is lengthened by l1, and a notch 309 as shown in FIG. 11 is provided in this lengthened portion. The cross-sectional area of the notch 309 is similar to the area of the orifice 301 in the first embodiment. Land 152c also has a similar configuration. In this embodiment as well, the first, second and third
It is clear that the same functions and effects as in the embodiment can be obtained.

FIG. 12 shows a fifth embodiment of the present invention. Note that members similar to those in the first embodiment are given the same reference numerals and explanations are omitted. In this embodiment, the land 152a is positioned so as to close the port 122a when the spool 152 strokes to the right to the maximum, and an orifice hole 311 is provided in the land 152a. Similarly, when the spool 152 makes its maximum stroke to the left,
The land 152d is positioned so as to close the port 122e, and an orifice hole 311 having the same area as the orifice 301 of the first embodiment is provided in the land 152d so as to eventually communicate with the tank 114. It is clear that with such a configuration, the same functions and effects as those of the first, second, third and fourth embodiments described above can be obtained.

As explained above, according to the present invention, a flow rate restriction device for restricting the flow of oil discharged from the driving pulley cylinder chamber and the driven pulley cylinder chamber is provided in the speed change control device of the V-belt type continuously variable transmission. Even when a rapid speed change is performed, the oil pressure in the driving pulley cylinder chamber or the driven pulley cylinder chamber does not decrease, and the V-belt does not slip.

[Brief explanation of drawings]

Figure 1 is a cross-sectional view of a conventional shift control valve, Figure 2 is a diagram showing the control valve shown in Figure 1 with the spool moved to the right, and Figure 3 is a line showing changes in oil pressure during gear shifting. Figure 4 is a partially sectional front view of the V-belt continuously variable transmission, Figure 5 is a diagram showing the position of each axis of the V-belt continuously variable transmission shown in Figure 4, and Figure 6 is hydraulic control. 7 is a cross-sectional view showing a speed change control valve according to the present invention, FIG. 8 is a cross-sectional view showing a speed change control valve according to a second embodiment of the present invention, and FIG. 9 is a cross-sectional view showing a speed change control valve according to a second embodiment of the present invention. FIG. 10 is a cross-sectional view showing a speed change control valve according to a fourth embodiment of the present invention, and FIG. 11 is a cross-sectional view showing a speed change control valve according to a fourth embodiment of the present invention. A perspective view of the spool and FIG. 12 are cross-sectional views showing a speed change control valve according to a fifth embodiment of the present invention. 2... Engine output shaft, 4... Pump impeller, 4a... Member, 6... Turbine runner, 8...
...Stator, 10...Lockup clutch, 1
2... Torque converter, 14... Lock-up clutch oil chamber, 16... Bearing, 20... Case,
22... Drive shaft, 24... Drive pulley, 26...
Fixed conical plate, 28... Drive pulley cylinder chamber,
30...Movable conical plate (actual gear ratio compatible member), 3
2... V belt, 34... Driven pulley, 36...
Bearing, 38... Bearing, 40... Driven shaft, 42...
Fixed conical plate, 44...driven pulley cylinder chamber,
46...Movable conical plate, 48...Forward multi-plate clutch, 48a...Cylinder chamber, 50...Forward drive gear, 52...Forward drive gear, 52...Ring gear, 54...Reverse drive Gear, 56... Idler gear, 58... Reverse multi-plate clutch, 58a
...Cylinder chamber, 60...Idler shaft, 62...
Idler gear, 64...Pinion gear, 66...
Pinion gear, 67... Differential device, 68... Side gear, 70... Side gear, 72... Output shaft,
74...Output shaft, 76...Bearing, 78...Bearing,
80... Oil pump, 82... Oil pump drive shaft, 102... Line pressure regulating valve, 104... Manual valve, 106... Speed change control valve, 108... Lock-up valve, 110... Speed change motor, 112...
...speed change operation mechanism, 114...tank, 116...
Oil passage, 118... Valve hole, 118a to 118e...
Port, 120... Valve hole, 120a to 120e...
...port, 122...valve hole, 122a...port (drain port), 122b...port (port communicating with drive pulley cylinder chamber), 122c...
...Port (hydraulic source port), 122d...Port (port communicating with driven pulley cylinder chamber), 12
2e...port (drain port), 124...
Spool, 124a, 124b...Land, 12
6...Oil road, 128...Oil road, 130...Oil road,
132...Spool, 132a-132e...Land, 134...Spring, 136...Spring, 138...Throttle link, 140...
Rod, 142... Orifice, 144... Oil path, 145... Orifice, 146... Torque converter inlet port, 148... Oil path,
150...Valve hole, 150a-140d...Port, 152...Spool, 152a-152e...
...Land, 154...Oil road, 156...Oil road, 1
58...Oil passage, 160...Lever, 162...Sleeve (speed ratio command member), 164...Gear, 1
66...Gear, 168...Shaft, 170...Spool, 170a, 170b...Land, 172...
Spring, 174... Orifice, 176...
Orifice, 178... Orifice, 180...
Torque converter outlet port, 182
...oil passage, 184...ball, 186...spring, 188...relief valve, 190...oil passage,
192... Relief valve, 301... Orifice,
302... Orifice, 303... One-way orifice, 304... One-way orifice, 305...
Cup, 306... Spring, 307... Cup, 308... Spring, 309... Notch, 310... Orifice hole, 311... Orifice hole.

Claims (1)

[Scope of Claims] 1. Shift control of a V-belt type continuously variable transmission equipped with a driving pulley and a driven pulley in which the V-shaped pulley groove interval can be adjusted by hydraulic pressure in the driving pulley cylinder chamber and the driven pulley cylinder chamber. It is a device,
It has a speed change control valve and a speed change operation mechanism. The spool has a spool inserted into the valve hole so as to be movable in the axial direction, and the spool has a hydraulic source port of a port that communicates with the driving pulley cylinder chamber and the driven pulley cylinder chamber, respectively, depending on the axial position of the land of the spool. or the connection state with the drain port can be adjusted, and the speed change operation mechanism has a lever, the lever is connected to one end of the spool of the speed change control valve at an intermediate position of the lever, and the lever is connected to one end of the spool of the speed change control valve. is connected to a gear ratio command member that moves in the axial direction of the gear change control valve in accordance with the commanded gear ratio, and on the other end of the lever is an actual gear shift member that moves in the axial direction of the gear change control valve in accordance with the actual gear ratio. If the ratio corresponding members are connected and the gear ratio commanded by the gear ratio command member matches the gear ratio indicated by the actual gear ratio corresponding member,
The spool is held at a constant axial position so that the oil pressure in the driving pulley cylinder chamber and the driven pulley cylinder chamber does not change, and the speed ratio is maintained between the speed ratio commanded by the speed ratio command member and the speed ratio indicated by the actual speed ratio corresponding member. If there is a deviation, the spool is displaced by the lever, hydraulic pressure is supplied to one pulley cylinder chamber, and hydraulic pressure is discharged from the other pulley cylinder chamber, and the actual gear ratio is changed to the gear ratio command member. A speed change control device in which a lever, a speed ratio command member, an actual speed ratio corresponding member, each of the ports and lands of the spool are arranged so as to change in a direction consistent with a speed change ratio commanded by a drive pulley. A speed change control device for a V-belt type continuously variable transmission, characterized in that a flow rate restriction device is provided for restricting the flow of oil discharged from a cylinder chamber and a driven pulley cylinder chamber. 2. The V-belt continuously variable transmission according to claim 1, wherein the flow rate limiting device is an orifice provided in a drain port of a speed change control valve that discharges oil from the driving pulley cylinder chamber and the driven pulley cylinder chamber. Gear shift control device. 3. The V-belt type continuously variable transmission according to claim 1, wherein the flow rate limiting device is a one-way orifice provided in an oil passage connecting the drive pulley cylinder chamber, the driven pulley cylinder chamber, and the speed change control valve, respectively. Machine speed control device. 4. The V-belt type according to claim 1, wherein the flow rate restricting device has a gap formed between a portion with a diameter slightly smaller than the outer diameter of the land of the spool of the speed change control valve and the inner diameter portion of the valve hole. Shift control device for continuously variable transmission. 5. The speed change control device for a V-belt type continuously variable transmission according to claim 1, wherein the flow rate restricting device is a notch formed on the outer periphery of a land of a spool of a speed change control valve. 6. The speed change control device for a V-belt type continuously variable transmission according to claim 1, wherein the flow rate restricting device is a small hole that axially passes through the land of the spool of the speed change control valve.