JPH061102B2 - Transmission hydraulic control device - Google Patents

Description

TECHNICAL FIELD The present invention relates to a hydraulic control device for a transmission in a vehicle such as an automobile. More specifically, the present invention relates to a hydraulic control device for a transmission including a belt type continuously variable transmission and an auxiliary transmission.

[Conventional technology]

As a transmission for vehicles such as automobiles, a transmission including a belt-type continuously variable transmission and an auxiliary transmission has recently been proposed.

In the belt type continuously variable transmission, an input pulley and an output pulley each having a V-shaped peripheral groove are arranged on one rotary shaft and the other rotary shaft, respectively, and the transmission belt is a peripheral groove of the input pulley and the output pulley. It is wound around and hung over. By changing the widths of the circumferential grooves of the V-shaped cross section of the input pulley and the output pulley relatively, the rotational power is steplessly changed and transmitted from one rotating shaft to the other rotating shaft. Has become.

The belt type continuously variable transmission is configured to perform only one-way rotation speed change, and cannot perform reverse rotation speed change, that is, forward / reverse switching. Therefore, in order to use it as a transmission for vehicles such as automobiles, it is attached to a belt type continuously variable transmission,
An auxiliary transmission including a forward / reverse switching transmission mechanism is provided. Then, the auxiliary transmission is usually provided with a forward / reverse switching transmission mechanism and a shift switching mechanism of about two stages for forward travel.

The auxiliary transmission is provided in the power transmission path on either the input side or the output side of the belt type continuously variable transmission, but recently, from the point that the belt type continuously variable transmission can be configured in a small size,
The arrangement provided on the output side of the belt type continuously variable transmission has come to be adopted.

The auxiliary speed change device generally includes a planetary gear device, a clutch device, a brake device, and the like. The clutch device and the brake device are configured as a well-known hydraulic servo device, and the shift is switched by selectively operating the clutch device and the brake device.

By the way, the auxiliary transmission may be disposed at an upper position apart from the oil sump position at the lower position of the transmission due to the arrangement. For example, when the auxiliary transmission is arranged on the output side of the belt type continuously variable transmission, an oil pump is provided on the input side and the oil pump is arranged at a lower position in the vicinity of the oil sump position. The position of the auxiliary transmission is the upper position of the differential gear device or the like, and the auxiliary transmission is arranged at the upper position of the transmission.

In addition, the transmission is equipped with an operation control of a hydraulic servo device of an auxiliary transmission, a pulley control of a belt type continuously variable transmission, and further, in the case where a fluid coupling device with a direct coupling clutch is provided, the fluid coupling and the direct coupling are provided. A hydraulic controller is provided to control the clutch. The hydraulic control device includes various valves such as a pressure regulator valve that regulates the supply hydraulic pressure and a shift valve that controls the operation of the hydraulic servo device of the auxiliary transmission. These various valves are installed by being installed in the valve body.

Conventionally, the valve body is usually provided near the oil sump below the transmission. This is because the oil pressure pumped by the oil pump is preferably adjusted as soon as possible. However, the hydraulic servo device of the auxiliary transmission and the valve body are separated from each other.

[Problems to be Solved by the Invention] As described above, when the hydraulic servo device of the auxiliary transmission device and the valve body are located far from each other, a problem may occur in that the gearshift response of the auxiliary transmission device is poor. . this is,
The hydraulic servo device of the auxiliary transmission is supplied with the operating hydraulic pressure through a valve that controls the operation of the auxiliary transmission such as a shift valve provided in the valve body. Is supplied via an orifice provided in the oil passage. Therefore, if the valve body and the auxiliary transmission are separated,
The oil path from the orifice to the hydraulic servo device becomes longer,
Due to the effect of the orifice, there may occur a problem that the response of the shift is poor.

Therefore, the problem to be solved by the present invention is that the auxiliary transmission in which the hydraulic servo device performs the shift operation is disposed at the upper position of the transmission and is installed apart from the oil sump position at the lower position. Even in such a case, it is to improve the shift response of the auxiliary transmission.

[Means for solving problems]

The present invention solves the above-mentioned problems by dividing a valve body having a valve for controlling the operation of the auxiliary transmission, and installing the valve body at an upper position of the transmission in a position near the auxiliary transmission. Is intended.

Specifically, the hydraulic control device for a transmission according to the present invention is
Take the following steps.

That is, the transmission is composed of a belt type continuously variable transmission in which a transmission belt is stretched between an input pulley and an output pulley and continuously transmitted from the input pulley to the output pulley, and a hydraulic servo of a brake device or a clutch device. An auxiliary transmission that achieves a predetermined shift speed by selectively operating the device, and the auxiliary transmission is installed at a position above the transmission, away from the oil sump position of the transmission. The valve body, which is provided with various valves for controlling the speed change state of the transmission, is divided into a first valve body and a second valve body, and the first valve body has a speed change gear near the oil sump position. It is installed in the lower position of the machine, the second valve body is installed in the upper position of the transmission near the auxiliary transmission, and the first valve body has a pressure regulator valve, etc. Provided with a pressure regulating valve for pressurizing the hydraulic pressure supplied tone to the parts, the second valve body taking means valve for controlling the operation of the auxiliary transmission device such as a shift valve is provided.

[Action]

According to the above-mentioned means, since the second valve body having various valves for controlling the operation of the auxiliary transmission is arranged at the upper position of the transmission of the device in the vicinity of the auxiliary transmission, the auxiliary transmission from the valve is changed. The hydraulic oil supply passage to the hydraulic control unit of the system is much shorter than in the conventional case where the valve that controls the operation of the auxiliary transmission is provided in the valve body located near the oil reservoir. .

EXAMPLES Examples of the present invention will be described below with reference to the drawings.

1 to 3 show an embodiment of a transmission according to the present invention. FIG. 1 is a side view showing the arrangement of the valve body, FIG. 2 is a skeleton diagram showing the overall structure of the transmission, FIG. 3 is a sectional view of the detailed structure of the transmission, and FIG. 3 (a) is A cross-sectional view of the upper portion and FIG. 3 (b) show a cross-sectional view of the lower portion.

As shown in FIG. 2, the transmission of this embodiment is roughly classified into a fluid coupling device 50, a belt type continuously variable transmission device 100, an auxiliary transmission device 200, and a reduction gear device 30.
0, a differential gear unit 350.

Each of these devices is mounted in a case member of the transmission. The case member is a fluid coupling case member 1
0, a main case member 12, and a cover member 14.

A chamber for accommodating each device is formed by each of these case members. A fluid coupling device chamber 52 is formed by the fluid coupling case member 10 and a fluid coupling device 50 is arranged therein.
The main case member 12 and the cover member 14 form a belt type continuously variable transmission chamber 102.
00 is arranged. Further, as shown in FIG. 2, an auxiliary transmission device chamber 202 is formed by the main case member 12 below the main case member 12, and an auxiliary transmission device 200 is arranged. Further, as shown in FIG. 2, a differential chamber 302 is formed by the fluid coupling case member 10 below the fluid coupling case member 10, and a reduction gear device 300 and a differential gear device 350 are arranged. There is.

Next, each device will be described.

Fluid coupling device 50 The fluid coupling device 50 includes a fluid coupling 54 and a direct coupling clutch 60. The fluid coupling 54 is composed of a pump impeller 56 and a turbine impeller 58. The pump impeller 56 is connected to an engine crankshaft (not shown) and is connected to the turbine impeller 58.
Is connected to a rotating shaft 104 of an input pulley 110 which serves as an input shaft of the belt type continuously variable transmission 100. As is well known, the fluid coupling 54 transmits power via a fluid (oil), and transmits the rotational power of the engine to the belt type continuously variable transmission 100.

The direct coupling clutch 60 transmits the rotational power of the engine to the rotary shaft 104 of the input pulley 110 as it is by its operation. When the power transmission is performed via the fluid coupling 54, it is fluid transmission, so that the slip occurs and the speed is reduced, but when the direct coupling clutch 60 is used,
It is transmitted as it is without slipping. This direct clutch 6
Zero is provided to improve the so-called fuel consumption rate, and is normally activated during high-speed traveling.

As shown in FIG. 3 (a), the oil pump 70 is
It is provided at the rear position of the fluid coupling 54 (the left position as viewed in FIG. 1 (a)). The oil pump 70 is driven by a rotation transmission member 72 that is integral with the pump impeller 56 and generates hydraulic pressure. The hydraulic pressure is used to control the fluid coupling device 50, the belt-type continuously variable transmission 100, and the auxiliary transmission 200, which will be described later.

The fluid coupling device 50 is arranged at the position B as seen in FIG. Therefore, the oil pump 70 is also disposed at the position B, and is in the vicinity of the oil sump position 40 at the lower position of the transmission. The oil pump 70 draws oil from the oil sump position 40 to generate hydraulic pressure and supplies the hydraulic pressure to the first valve body 20 described later.

Belt Type Continuously Variable Transmission 100 The belt type continuously variable transmission 100 includes an input pulley 110 and an output pulley 150. The input pulley 110 and the output pulley 150 have rotating shafts 104, 18 arranged in parallel.
It is provided on the 0 axis. Since the input pulley 110 is arranged coaxially with the fluid coupling device 50, it is arranged at the position B as seen in FIG. The output pulley 150 is arranged at the position A, and is at the upper position of the transmission. The output pulley 150 is arranged at the upper position of the transmission in this way because the operating gear device 350, which will be described later, is arranged at the lower position of the transmission (position C in FIG. 1) because of the connection with the wheels. Because it is done.

The input pulley 110 is a fixed pulley 112 and a movable pulley 11.
It consists of 4 and. The fixed pulley 112 is the rotating shaft 104.
The movable pulley 114 is fitted and attached to the rotating shaft 104. As shown in FIG. 3 (a), the rotation shaft 104 and the movable pulley 114 are mounted by engaging the balls 120 in the axial grooves 117 and 118 formed in the rotation shaft 104 and the movable pulley 114, respectively.
The movable pulley 114 is movable in the axial direction with respect to the rotating shaft 104, but is integral in the rotating direction.

The rotary shaft 104 of the input pulley 110 is rotatably supported by the partition member 12a of the main case member 12 and the cover member 14 on both sides via bearings 122 and 124.

Opposing pulley surfaces 112 a and 114 a of the fixed pulley 112 and the movable pulley 114 are formed in a circumferential groove 116 having a V-shaped cross section. A transmission belt 190 is wound around the circumferential groove 116. The width of the circumferential groove 116 is the movable pulley 1.
The effective diameter around which the transmission belt 140 is wound can be changed by changing the axial movement of the transmission belt 14.
In FIG. 3 (a), the input pulley 110 is shown with different effective diameters above and below its center line CL. The illustrated state of the upper half shows the minimum effective diameter state of the transmission belt 190, and the illustrated state of the lower half shows the maximum effective diameter state.

The movable pulley 114 is adapted to be axially moved by a hydraulic cylinder device 130 on the back. Fig. 3 (a)
As shown in, the hydraulic cylinder device 130 has a first hydraulic oil chamber 132 and a second hydraulic oil chamber 134. First
The hydraulic fluid chamber 132 is defined by the movable pulley 114 and the first hydraulic fluid chamber forming member 136. Second
The hydraulic oil chamber 134 is defined by the piston 138 and the second hydraulic oil chamber forming member 140. By supplying and discharging control hydraulic pressure to the first hydraulic oil chamber 132 and the second hydraulic oil chamber 134, the movable pulley 114 is moved in the axial direction. In FIG. 3A, the upper half of the hydraulic cylinder device 130 is in a state in which the control hydraulic pressure is discharged, and the input pulley 110 is in the minimum effective diameter state.
In the lower half state, the control hydraulic pressure is most supplied, and the input pulley 110 is in the maximum effective diameter state.

The control hydraulic pressure is supplied from the first hydraulic oil chamber 132 to the second hydraulic oil chamber 134 via the communication hole 142. Then, the first hydraulic oil chamber 132 and the second hydraulic oil chamber 1
34 are adapted to operate simultaneously. Note that the two hydraulic oil chambers, the first hydraulic oil chamber 132 and the second hydraulic oil chamber 134, are provided in this way in order to increase the operating area of the control hydraulic pressure.

The first hydraulic oil chamber 132 of the hydraulic cylinder device 130
The supply of the control hydraulic pressure to the second hydraulic oil chamber 134 is performed from the oil passage 108 formed in the rotary shaft 104. Further, the partition wall member 12a of the main case member 12 is connected to the oil passage 108.
It is supplied from the oil passage 600 formed in the.

The output pulley 150 is also configured substantially similar to the input pulley 110. That is, the movable pulley 154 includes a fixed pulley 152 and a movable pulley 154, and the movable pulley 154 is fitted and attached to a rotary shaft 180 integrated with the fixed pulley 152. The movable pulley 154 is the input pulley 100.
Similar to the movable pulley 114, the axial groove 156,
It is attached to the rotary shaft 180 by the ball 158 and the ball 160 so as to be integrated in the rotary direction but movable in the axial direction.

The rotary shaft 180 of the output pulley 150 is also the input pulley 110.
In the same manner as in the above case, the partition members 12a of the main case member 12 and the cover member 14 on both sides are provided with bearings 162, 16
It is supported through 4.

Opposing pulley surfaces 152a and 154a of the fixed pulley 152 and the movable pulley 154 are formed in a circumferential groove 166 having a V-shaped cross section, and the transmission belt 190 is provided in the circumferential groove 166 of the output pulley 150 and the circumferential groove 116 of the input pulley 110. It is wrapped around.

Also in the output pulley 150, the effective diameter of the position around which the transmission belt 190 is wound can be changed by the axial movement of the movable pulley 154. In Figure 3 (a),
The upper half of the output pulley 150 is in the minimum effective diameter state, and the lower half is in the maximum effective diameter state.

A hydraulic cylinder device 170 is provided on the back of the movable pulley 154. The hydraulic cylinder device 170 has a hydraulic oil chamber 172. The hydraulic oil chamber 172 is the movable pulley 15
4 and the hydraulic oil chamber forming member 174. The control oil pressure is supplied to the hydraulic oil chamber 172, but the effective diameter of the output pulley 150 is forcibly changed due to the change of the effective diameter of the input pulley 110.
The control oil pressure of the hydraulic oil chamber 172 is supplied and discharged according to the change in the effective diameter of 50.

The supply of the control hydraulic pressure to the hydraulic oil chamber 172 is performed through the oil passage 182 provided at the shaft center of the rotating shaft 180.
2 is supplied through an oil passage 405 provided in the partition wall member 12a of the main case member 12.

As shown in FIG. 3A, the transmission belt 190 is composed of an endless carrier 192 and a power transmission block 194. The endless carrier 192 is formed by laminating a plurality of thin metal hoops. A plurality of power transmission blocks 194 are arranged adjacent to each other in a beaded manner on the pair of endless carriers 192 formed in this way to form a transmission belt 190.

Since the belt type continuously variable transmission 100 is configured as described above, power is transmitted from the input pulley 110 to the output pulley 150 via the transmission belt 190, and at this time, the effective diameter of the input pulley 110 changes. As a result, the output pulley 150 is steplessly changed in speed and transmitted.

By the way, the belt type continuously variable transmission 100 of this embodiment
However, as described above, the rotation shafts 104 and 180 of both the input pulley 110 and the output pulley 150 are directly supported by the partition members 12a of the main case member 12 and the cover member 14 on both sides. This is to improve the support accuracy of the input pulley 110 and the output pulley 150. That is, conventionally, generally, one ends of the rotary shafts 104 and 180 are directly supported by a case member of the transmission through a bearing, but the other end position is not provided with the case member, and the auxiliary transmission device is not provided. Since other devices are provided, the other end is supported via the members of these other devices.
For this reason, the distance between supports at both ends of the input pulley 110 or the output pulley 150 becomes long and the rigidity becomes low, and since the bearings are supported through other members, the support accuracy is also deteriorated. However, in this embodiment, both the input pulley 110 and the output pulley 150 are directly supported by the case members on both sides. Shorter distance and higher rigidity. Therefore, the input pulley 110 and the output pulley 150 are accurately arranged at predetermined positions.

Auxiliary Transmission 200 The auxiliary transmission 200 is installed on the output side of the belt type continuously variable transmission 100. That is, the output pulley 150
Is arranged on the same axis as the rotating shaft 180 of the. Therefore, as shown in FIG. 1, the auxiliary transmission 200 is in the position A, and is in the upper position of the transmission together with the output pulley 150.
Therefore, the positional relationship is apart from the oil sump position 40 at the lower position of the transmission.

By the way, the auxiliary transmission device 200 includes a Ravigneaux compound planetary gear device 210 and two brake devices 230 and 240.
And one clutch device 250.

The Ravigneaux compound planetary gear device 210 meshes with a first sun gear 212 and a second sun gear 214, a first planetary gear 216 that meshes with the first sun gear 212, and meshes with the first planetary gear 216 and the second sun gear 214. Second planetary gear 218, ring gear 220 meshing with first planetary gear 216, first planetary gear 216 and second planetary gear 21.
It consists of the elements of a carrier 222 that rotatably supports 8.

Each element of the Ravigneaux compound planetary gear device 210 described above,
The two braking devices 230 and 240 and the one clutch device 250 are connected between the rotary shaft 180 of the output pulley 150 and the output shaft 310 of the reduction gear device 300 as follows. The first sun gear 212 is connected to the rotary shaft 180 via the clutch device 250, and the second sun gear 214 is directly connected to the rotary shaft 180 by spline fitting. Further, the first sun gear 212 includes a braking device 230 between the first sun gear 212 and the partition member 12a. Similarly, the ring gear 220 includes a braking device 240 between the ring gear 220 and the partition member 12a. And the carrier 222
Is an output member of the output shaft 31 of the reduction gear device 300.
0 connected by spline fitting.

With the above-described coupling configuration, the auxiliary transmission 200 has two brake devices 230 and 240 and one clutch device 2.
By selectively operating 50, two forward speeds and one reverse speed can be obtained.

It is established by setting the first forward speed brake device 230 in the activated state and the clutch device 250 and the brake device 240 in the inactivated state. In this state, the rotational power is input from the second sun gear 214, and the second sun gear 214 causes the first planetary gear 216 and the second planetary gear 216 to rotate.
The planetary gear 218 is rotated, and the revolution rotation that is a planetary rotation on the first sun gear 212 fixed by the brake device 230 is decelerated from the carrier 222 and taken out to the output shaft 310.

The second forward speed clutch device 250 is established and the brake devices 230 and 240 are deactivated. In this state, rotational power is simultaneously input from the first sun gear 212 and the second sun gear 214, and the Ravigneaux compound planetary gear device 210 is brought into an integrally rotating state. Therefore, the input rotation is taken out to the carrier 222 as it is.

It is established by activating the reverse brake device 240 and deactivating the clutch device 250 and the brake device 230. In this state, the rotational power is input from the second sun gear 214, the first planetary gear 216 and the second planetary gear 218 are rotated by the second sun gear 214, and the internal gears of the ring gear 220 fixed by the brake device 240 are rotated. The orbital rotation, which is a planetary rotation above, is taken out from the carrier 222 in a reverse rotation state and at a reduced speed.

By the way, since the auxiliary transmission 200 of this embodiment is provided at the position of the power transmission path after the belt type continuously variable transmission 100, the belt type continuously variable transmission 100 can be downsized. That is, the auxiliary transmission 200 is
When the belt type continuously variable transmission 100 is provided at the position of the power transmission path before the continuously variable transmission 100, the auxiliary transmission 200 increases the torque. Therefore, the belt type continuously variable transmission 100 needs to be large in capacity and large in size. Occurs. However, when the belt type continuously variable transmission 100 is provided after the belt type continuously variable transmission 100 as in this embodiment, the torque increase is caused by the belt type continuously variable transmission 100.
Since it is performed after that, the capacity of the belt-type continuously variable transmission 100 can be small and can be made small.

Further, when the auxiliary transmission 200 is arranged in front of the belt type continuously variable transmission 100, the belt type continuously variable transmission 1
Since the transmission belt 190 of No. 00 rotates in both forward and reverse directions, the use of the transmission belt 190 becomes severe and the durability deteriorates. However, as in this embodiment, the auxiliary transmission 200 is used to switch between forward and backward movement. When the transmission is performed after the continuously variable transmission 100, the rotation of the transmission belt 190 is always in the same rotation direction, and the durability of the transmission belt 190 can be improved.

By the way, the clutch device 250 and the brake device 240 of the above-described auxiliary transmission device 200 are configured in a friction multi-plate engagement type, and the brake device 230 is configured in a brake band type, but both are known hydraulic servo devices. Is configured as. Therefore, the predetermined shift speed is achieved by selectively supplying the operating hydraulic pressure to the hydraulic servo devices of the clutch device 250 and the brake devices 230 and 240.

The transmission includes control of operating hydraulic pressure supplied to the hydraulic servo devices of the clutch device 250 and the brake devices 230 and 240 of the auxiliary transmission device 200, a shift control of the belt type continuously variable transmission device 100, and a fluid cup. A hydraulic controller is provided for controlling the ring device 50.
The hydraulic control device includes a valve body having various hydraulic control valves.

The valve body is divided into two parts, a first valve body 20 and a second valve body 30. As shown in FIG. 1, the first valve body 20 is installed near the oil sump position 40 at the lower position of the transmission. The second valve body 30 is installed at the upper position of the transmission, as shown in FIGS. 1 and 3 (a). The position where the second valve body 30 is installed is a position near the position A shown in FIG. 1 where the auxiliary transmission 200 is arranged.

The second valve body 30 is provided with various valves such as a shift valve and a shift timing valve that control the operation of the auxiliary transmission 200. Therefore, the oil passages from these valves to the clutch device 250 of the auxiliary transmission 200 and the hydraulic servo devices of the brake devices 230 and 240 are formed short. For this reason, even if these valves are provided with orifices and the working hydraulic pressure is supplied through the orifices, the hydraulic servo device operates quickly in response to the supply of the working hydraulic pressure from the valves, and the good condition is obtained. Shows excellent responsiveness to shifting.

The first valve body 20 is equipped with a pressure regulator valve, a sheave control valve, a throttle valve, a direct coupling clutch control valve and the like. The pressure regulator valve is a pressure regulating valve that regulates so-called line pressure. The sheave control valve is a valve that controls the control hydraulic pressure supplied to the input pulley 110. The throttle valve is a valve that generates hydraulic pressure according to the engine load. The direct coupling clutch control valve is a valve that controls the operation of the direct coupling clutch 60.

The hydraulic pressure from the hydraulic pump 70 is first sent to the first valve body 20 and then to the second valve body 30. Then, the first valve body 20 or the second valve body 20
The hydraulic pressure, various control hydraulic pressures, or lubricating hydraulic pressures are supplied from the valve body 30 of FIG. Most of these hydraulic pressures are supplied through the oil passage formed in the partition wall member 12a and the second valve body mounting portion oil passage. The partition wall member 12a forming the oil pump mounting surface of the main case member 12 has a first valve body 2
An oil passage communicating with the second valve body 30 from 0 is provided. A suction and discharge oil passage of the oil pump 70 is also provided. Further, the input pulley 110 and the partition member 1
An oil passage for supplying oil pressure to the input pulley 110, a bearing lubrication hole, and an oil hole communicating with the upper part from the first valve body 20 are also provided between the first valve body 20 and 2a. in this way,
In this embodiment, since the partition wall member 12a is provided, the oil passage structure for connecting various valves can be simply configured without complicating it.

The overall hydraulic control circuit showing the detailed configurations and connection relationships of the various valves described above will be described later in order to facilitate understanding, but is disclosed in detail in Japanese Patent Application No. 59-120170.

Reduction Gear Device 300 In the reduction gear device 300, the gear 312 provided on the output shaft 310 meshes with the first gear 322 of the intermediate shaft 320, and the second gear 324 of the intermediate shaft 320 performs final reduction. It is configured to mesh with the gear 330. The meshing of these gears is configured to be rotated at a reduced speed. Accordingly, the rotation from the auxiliary transmission 200 is reduced by the reduction gear device 300 and transmitted to the differential gear device 350.

3B, the left end portion of the output shaft 310 is connected to the inner end of the carrier 222 of the Ravigneaux compound planetary gear device 210 by spline fitting, and is integral in the rotational direction, It is slidable in the axial direction. Further, the right end of the rotary shaft 180 is fitted to the shaft center of the output shaft 310, but a seal ring 308 is provided, and this fit is slidable in the rotational direction.

An oil passage 314 provided at the shaft center of the output shaft 310
Is an oil passage for lubrication.

Differential Gear Device 350 The differential gear device 350 is provided in the final reduction gear 330 in a known configuration. That is, the pair of left and right side gears 352, 354 mesh with the pinions 356, 358 supported by the pinion shaft 360, and rotational power is transmitted from the differential case 362 through the pinion shaft 360, the pinion 356, 358 to the side gears 352, 354.
Is transmitted to the drive shaft 37 from the side gears 352, 354.
It is transmitted to a wheel (not shown) via 0 and 372. And
Differential rotation of the left and right wheels is allowed by rotation of the pinions 356 and 358.

4 (a) to 4 (c) show details of the hydraulic control circuit.

4 (a) and 4 (b), the hydraulic circuits are connected by the XX line, and in FIGS. 4 (b) and 4 (c), the hydraulic circuits are YY.
They are connected by wires and constitute one hydraulic circuit as a whole.

The oil pump 70 pressurizes the oil sucked through the strainer 1072 and supplies it to the line pressure oil passage 1074.

The throttle valve 1076 generates a throttle pressure Pth related to the intake throttle opening degree θ at the output port 1078. Spool 1077 of throttle valve 1076
Connects the line pressure oil passage 1074 with the output port 1078 by receiving the acting force increasing from the throttle cam 1079 as the throttle opening θ increases and the throttle pressure Pth as the feedback pressure from the control port 1081. To control.

The manual valve 1080 is provided in conjunction with a shift lever (not shown) provided in the operator's cab, and moves in the axial direction in relation to the operation position of the shift lever. The operating position of the shift lever is usually
L (Low), D (Drive), N (Neutral), R
(Reverse) and P (parking) ranges are provided. Then, when the R range is guided to the first line pressure PL ₁ port 1083 line pressure oil passage 1074, similarly, the port 1085 on the L-range, at the time of D range is guided to the port 1085,1087 .

The relief valve 1089 controls the line pressure oil passage 107 when the first line pressure PL ₁ of the line pressure oil passage 1074 becomes a predetermined value or more.
It is provided as a so-called safety valve that allows the oil of No. 4 to escape.

The secondary hydraulic oil passage 1082 is connected to the line pressure oil passage 1 through the orifice 1084 and the port 1085 through which the surplus oil of the primary pressure regulator valve 1198 is discharged.
074, the secondary pressure regulator valve 1086 has a control chamber 1090 connected to the secondary hydraulic oil passage 1082 via an orifice 1188, and is related to the hydraulic pressure of the control chamber 1090 and the load of the spring 1092. The connection between the secondary hydraulic oil passage 1082 and the port 1094 is controlled to maintain the secondary hydraulic pressure Pz of the secondary hydraulic oil passage 1082 at a predetermined value.

The lubricating oil passage 1095 is connected to the secondary hydraulic oil passage 1082 via the port 1094 or the orifice 1097.

The direct coupling clutch control valve 1096 provided for controlling the direct coupling clutch 60 connects the secondary hydraulic oil passage 1082 to the engagement side oil passage 107 and the release side oil passage 1 of the direct coupling clutch 60.
Selectively connect to 06.

The solenoid valve 1100 controls the connection between the control chamber 1102 of the direct coupling clutch control valve 1096 and the drain 1104. When the solenoid valve 1100 is off (non-excited), the secondary hydraulic oil passage 1082 is provided in the release-side oil passage 106 of the direct coupling clutch 60.
The secondary hydraulic pressure Pz is supplied from the engine, the direct coupling clutch 60 is released, and the engine power is supplied by the fluid coupling 5.
4 is transmitted. Solenoid valve 1100 is on (excitation)
Is on, the oil passage 107 on the engagement side of the direct coupling clutch 60
The secondary hydraulic pressure Pz from the secondary hydraulic oil passage 1182 is supplied to the oil cooler 1106, and the engine power is transmitted via the direct coupling clutch 60. In addition, cooler bypass valve 1
Reference numeral 07 controls the cooler pressure to a predetermined pressure.

The gear ratio control device 1108 is used for the belt type continuously variable transmission device 10.
The first and second spool valves 1110 and 1112 (sheave control valves), the first and second solenoid valves 1114,
1116 is provided. While the first solenoid valve 1114 is off, the spool of the first spool valve 1110 is in the chamber 1
The secondary line pressure Pz of 117 is pressed toward the spring 1118, and the first line pressure PL ₁ of the port 1119 is transmitted to the port 1122 of the second spool valve 1112 via the port 1120 of the first spool valve 1110. Sent, port 1
The connection between 124 and drain 1126 is broken. While the first solenoid valve 1114 is on, the oil pressure in the chamber 1117 is discharged through the drain 1128 of the first solenoid valve 1114, and the spool of the first spool valve 1110 is spring 111.
8 is pressed toward the chamber 1117, the line pressure PL is not generated in the port 1120, and the port 1124 is drained 112.
6 is connected. Further, the spool of the second spool valve 1112 is in the chamber 1 while the second solenoid valve 1116 is off.
The secondary hydraulic pressure Pz of 128 pushes it toward the spring 1130, disconnecting the port 1122 from the port 1132 and connecting the port 1134 to the port 1136. The ports 1132 and 1134 are the first and second hydraulic oil chambers 13 of the hydraulic cylinder device 130 provided on the input pulley 110 side of the belt type continuously variable transmission 100 via the oil passage 600.
2,134. While the second solenoid valve 1116 is on, the spool of the second spool valve 1112 is pressed by the spring 1130 toward the chamber 1128, and the port 1
122 is connected to the port 1132, and the connection between the port 1134 and the port 1136 is cut off. The port 1136 is connected to the port 1124 via the oil passage 1142. The orifice 1140 collects a small amount of oil from the port 1122 when the second solenoid valve 1116 is off.
Lead to. Therefore, when the first solenoid valve 1114 is off,
Further, while the second solenoid valve 1116 is on, the control hydraulic pressure is quickly supplied to the first and second hydraulic oil chambers 132 and 134 of the hydraulic cylinder device on the input pulley 110 side of the belt type continuously variable transmission 100. Belt type continuously variable transmission 100
The gear ratio of decreases. The first solenoid valve 1114 is off,
Further, while the second solenoid valve 1116 is off, the control hydraulic pressure is supplied to the hydraulic cylinder device 130 of the input pulley 110 of the belt type continuously variable transmission 100 through the orifice 140, and the belt type continuously variable transmission is performed. The gear ratio of the device 100 gradually decreases. When the first solenoid valve 1114 is on and the second solenoid valve 1116 is on, the control hydraulic pressure is supplied to and discharged from the hydraulic cylinder device 130 on the input pulley 110 side of the belt type continuously variable transmission 100. Therefore, the gear ratio of the belt type continuously variable transmission 100 is kept constant.
The first solenoid valve 1114 is on and the second solenoid valve 11 is
While 16 is off, the control hydraulic pressure of the hydraulic cylinder device 130 on the input pulley 110 side is discharged from the drain 1126, so that the gear ratio of the belt type continuously variable transmission 100 rapidly increases.

The gear ratio detection valve (gear ratio sensing valve) 1146 is
The movable pulley 114 of the input pulley 110 shown in FIG.
Of the belt type continuously variable transmission 100 to generate a gear ratio specific pressure Pγ corresponding to the gear ratio of the belt type continuously variable transmission 100. Gear ratio detection valve 1
The transmission specific pressure Pγ controlled by 146 is output to the output port 11
It is taken out to 78. The gear ratio detection valve 1146 is
As shown in FIG. 3 (a), the rotary shaft 1 of the input pulley 110
It is incorporated in the axial center of 04. However, the illustrated state of the gear ratio detection valve 1146 is left-right reversed between FIG. 3 (a) and FIG. 4 (a).

The cutoff valve 1190 includes a chamber 1194 communicating with the control chamber 1102 of the direct coupling clutch control valve 1196 via an oil passage 1192, and a hydraulic pressure of the chamber 1194 and a spring 1.
Spool 1196 that moves in relation to the spring force of 195
And the solenoid valve 1100 is off, that is,
When the direct coupling clutch 60 is in the disengaged state (when shifting is performed in the auxiliary transmission 200, the direct coupling clutch 60 is disengaged in order to absorb the impact of the power transmission system),
The closed state prevents transmission of the gear ratio specific pressure Pγ to the primary pressure regulator valve 1198.

The primary pressure regulator valve 1198 serving as the first line pressure generating means includes a port 1200 to which the throttle pressure Pth is supplied, a port 1202 to which the gear ratio specific pressure Pγ is supplied, a port 1204 connected to the line pressure oil passage 1074, The port 1206 connected to the suction side of the oil pump 70, and the port 122 to which the _first line pressure PL ₁ is supplied via the orifice 1208.
0, move axially to port 1204 and port 1206
Spool 1212 for controlling connection with the throttle pressure Pt
It is constituted by a spool 1214 that receives h and biases the spool 1212 toward the port 1202, and a spring 1216 that biases the spool 1212 toward the port 1202.

This primary pressure regulator valve 1198
Is controlled by the comparison between the gear ratio specific pressure Pγ and the throttle pressure Pth, and the first line pressure PL ₁ is taken out to the line pressure oil passage 1074. The first line pressure PL ₁ is applied to the hydraulic cylinder devices 130 and 17 of the input pulley 110 and the output pulley 150 of the belt type continuously variable transmission 100 shown in FIG. 3 (a).
Used as a zero control hydraulic pressure.

The sub-primary pressure regulator valve 1220 as the second line pressure generating means has an input port 1222 and a second line pressure PL _{2 through} which the first line pressure PL ₁ is introduced from the port 1085 of the manual valve 1080 during the L and D ranges. Output port 1224, gear ratio P
The port 1226 to which γ is introduced, the port 1230 to which the second line pressure PL ₂ as feedback pressure is introduced via the orifice 1228, the spool 1232 for controlling the connection between the input port 1222 and the output port 1224, and the throttle pressure Pth are introduced. Port 1234 and port 123
It is constituted by a spool 1236 for urging the spool 1232 toward the port 1226 in response to the throttle pressure Pth from 4 and a spring 1238 for urging the spool 1232 toward the port 1226.

This sub-primary pressure regulator valve 12
20 is also controlled by the comparison between the gear ratio specific pressure Pγ and the throttle pressure Pth, and the second line pressure PL _{2 is applied} to the output port 1224.
Take out. The second line pressure PL ₂ is used as an operating hydraulic pressure for shifting the forward speed of the auxiliary transmission 200 shown in FIG. 3 (a).

The shift valve 1250 is connected to the drain 1260 via the input port 1252, the output ports 1254 and 1256, and the orifice 1258 through which the second line pressure PL ₂ is introduced when the manual valve 1080 is in the D and L ranges, and the port 1263 and D connected to the drain 1260. Manual valve 108 during range
Control port 1264 to which the first line pressure PL ₁ is supplied from the port 1087 of 0, other control ports 1266,
1268, drain 1270, spool 1272, and spring 1274 biasing spool 1272 toward port 1268. Control port 1266,
The secondary hydraulic pressure Pz is guided to 1268 via an orifice 1276, and the hydraulic pressures of the control ports 1266 and 1268 are controlled by a solenoid valve 1278. Two lands S1 and S2 from the bottom of the spool 1272
The area relationship is S1 <S2. Further, the on / off of the solenoid valve 1278 is controlled in relation to the operating parameter of the vehicle, and when it is on, oil is discharged from the drain 1280.

By controlling the solenoid valve 1278, when the spool 1272 is located on the spring 1274 side, the input port 1252
Is connected to output port 1254 and output port 1256
Is connected to drain 1260 via port 1262 and orifice 1258. Therefore, output port 1
From 254, the second line pressure PL ₂ is supplied to the hydraulic servo device of the clutch device 250, and the auxiliary transmission device 200 becomes the second forward speed.

Next, by controlling the solenoid valve 1278, on the contrary, the spool 1
When 272 is located on the port 1268 side, the input port 1252 is connected to the output port 1256 and the output port 1254 is connected to the drain 1270. Therefore, the second line pressure PL ₂ from the vehicle port 1256 is supplied to the hydraulic servo device of the brake device 230, and the auxiliary transmission 200 becomes the first forward speed.

In the L range, since the first line pressure PL ₁ is not guided to the control port 1264, when the solenoid valve 1278 is turned off, the spool 1272 is initially operated by the secondary hydraulic pressure Pz acting on the land S2, and then The secondary hydraulic pressure Pz acting on the land S1 moves the spring 1274 toward the spring 1274.
When 278 is turned on, control ports 1266, 1268
Since the oil pressure of the
4 to port 1268. That is, L
In the range, it is possible to perform the shift change between the forward speeds of the auxiliary transmission device 200, that is, the shift change between the first forward speed and the second speed, depending on whether the solenoid valve 1278 is on or off.

In the D range, the first line pressure PL is applied to the control port 1264.
₁ is guided, ie 1272, once spring 1
At the position of the 274 side, the control port 12 is attached to the land S2.
The first line pressure PL ₁ from 64 acts on the spool 1274 regardless of whether the solenoid valve 1278 is turned on or off thereafter.
Is held at the position on the spring 1274 side. Therefore, auxiliary transmission 200 is always maintained in the second forward speed state.

The shift timing valve 1290 is the clutch device 25.
Control port 129 communicating with 0 hydraulic servo device
2, an input port 1294 connected to the output port 1256 of the shift valve 1250, an output port 1296 connected to the hydraulic servo device of the brake device 230, and a drain 1
298, spool 1300, and spring 1302 biasing spool 1300 toward port 1292. When the shift valve 1250 is switched from the first forward speed position to the second forward speed position, the second line pressure PL ₂ is supplied from the output port 1254 to the clutch device 250, but the operating oil pressure of the clutch device 250 is still low. If
The spool 1300 has a port 1292 by a spring 1302.
In the side position, the hydraulic pressure of the brake device 230 is gently discharged from the drain 1260 via the port 1262 of the shift valve 1250 and the orifice 1258. When the operating oil pressure of the clutch device 250 becomes high, the spool 1300 causes the spring 130 to move by the oil pressure of the port 1292.
The hydraulic pressure of the brake device 230 is promptly discharged from the drain 1298 of the shift timing valve 1290. As a result, when the auxiliary transmission 200 shifts up from the forward first speed to the second speed, the release of the brake device 230 is appropriately delayed, and the shift shock is suppressed.

In the above-described embodiment, the shift valve 1250 and the shift timing valve 1290 that control the clutch device 250 and the brake device 230 of the auxiliary transmission 200.
As described above, is provided in the second valve body 30 above the transmission, and is installed in the vicinity of the auxiliary transmission 200. Therefore, the oil passage 1900 to the clutch device 250 and the brake device 2 shown in FIG.
The oil passages 1902 and 1904 to 30 are formed to be short and show a good speed change response.

EFFECTS OF THE INVENTION As described in detail above, according to the present invention, the second valve body including the valve for controlling the operation of the auxiliary transmission is
Since it is installed at the upper position of the transmission near the auxiliary transmission, the supply oil passage for operating hydraulic pressure from the valve controlling the operation of the auxiliary transmission to the hydraulic servo device of the auxiliary transmission is shortened. Therefore, even if the orifice is provided in the vicinity of the valve, the hydraulic servo device can quickly operate in response to the supply of the operating hydraulic pressure from the valve, and the shift response of the auxiliary transmission device is good.

Further, since the first valve body including the pressure regulating valve for regulating the supplied hydraulic pressure is provided in the vicinity of the oil sump as in the conventional case, good hydraulic pressure control can be performed as in the conventional case.

In addition, since the valve body is formed by being divided into the first valve body and the second valve body, the individual valve body is smaller than the case where it is formed by a single conventional valve body. Can be installed by effectively utilizing a small space, and it is possible to make the entire transmission compact.

[Brief description of drawings]

1 to 4 show an embodiment of the present invention, FIG. 1 is a side view showing an arrangement state of a valve body, FIG. 2 is a skeleton diagram showing an overall structure of a transmission, and FIG. FIG. 4 is a sectional view showing the detailed structure of the machine, and FIG. 4 is a hydraulic control circuit. Explanation of reference numerals 20 ... First valve body 30 ... Second valve body 40 ... Oil sump position 100 ... Belt type continuously variable transmission 110 ... Input pulley 150 ... Output pulley 190 ... Transmission belt 200 ...... Auxiliary transmission 230,240 ...... Brake device 250 ...... Clutch device

 ─────────────────────────────────────────────────── ─── Continuation of the front page (56) References JP-A-57-47059 (JP, A) JP-A-57-129953 (JP, A)

Claims (1)

[Claims] 1. A transmission is a belt type continuously variable transmission in which a transmission belt is stretched between an input pulley and an output pulley and continuously transmitted from the input pulley to the output pulley, and a brake device and a clutch device. And an auxiliary transmission that achieves a predetermined shift speed by selectively operating the hydraulic servo device of the above. The auxiliary transmission is installed at a position above the transmission that is far from the oil sump position of the transmission. The valve body, which is provided with various valves for controlling the speed change state of the transmission, is divided into a first valve body and a second valve body, and the first valve body is provided with an oil sump position. The second valve body is installed in the lower position of the transmission in the vicinity, the second valve body is installed in the upper position of the transmission in the vicinity of the auxiliary transmission, and the pressure regulator valve is installed in the first valve body. A hydraulic control of a transmission, characterized in that a pressure regulating valve for regulating the hydraulic pressure supplied to each part is provided, and a valve for controlling the operation of an auxiliary transmission such as a shift valve is provided in the second valve body. apparatus.