JP2001289317A - Automatic transmission for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate the operation of a shift lever releasing locking of a drive wheel due to a parking mechanism when a vehicle starts from a parking condition on a slope. SOLUTION: When driver's intention for operating the shift lever from a P range to the other running range is detected by a brake stepping-on detection sensor SR5 and a push knob operation detection sensor SR6 and the inclination of the vehicle in the forward and upward direction is detected by an inclination angle sensor SR4, a manual valve 10 is positioned at a position on an advance running side through an electric control unit ECU. Moreover, when driver's intention for operating the shift lever 2 from the parking range to the other running range is detected by both sensors SR5, SR6 and the inclination of the vehicle in the forward and downward direction is detected by the inclination angle sensor SR4, the. manual valve 10 is positioned at a position on the reverse running side through the electric control unit ECU.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle in which a gear is set by selectively engaging a plurality of friction elements.

[0002]

2. Description of the Related Art Such an automatic transmission for a vehicle employs a structure in which an output shaft of a transmission connected to driving wheels is locked by a parking mechanism when a shift lever is in a parking range. This parking mechanism rotates the output shaft of the transmission, that is, the rotation of the drive wheels, by engaging a pawl of a parking lock pawl that operates in conjunction with the operation of a shift lever with teeth of a parking gear fixed to the output shaft of the transmission. It is structured to prevent

[0003]

However, when a vehicle equipped with such an automatic transmission for a vehicle is parked on an inclined road surface (hill) and the rotation of the drive wheels is locked by a parking mechanism, The torque generated by the vehicle's own weight acts on the output shaft, and a large pressing force acts between the pawl portion of the parking lock pawl and the teeth of the parking gear to move the parking lock pawl in the unlocking direction. There was a problem that it was difficult to operate the lever from the parking range to another range, and the starting could not be performed smoothly.

[0004] The present invention has been made in view of such a problem, and facilitates operation of a shift lever for unlocking a driving wheel by a parking mechanism when a vehicle is to be started from parking on a sloping road. It is an object of the present invention to provide a vehicular automatic transmission that can perform the following.

[0005]

SUMMARY OF THE INVENTION The present invention is directed to a plurality of friction elements (for example, one friction element in the embodiment) which are fastened by hydraulic pressure.
An automatic transmission for a vehicle, which is provided with first to fourth-speed clutches CL1, CL2, CL3, and CL4), and sets a shift speed by selectively engaging these friction elements. When the shift lever is operated to the parking range, a rotating member (for example, the parking gear 4 in the embodiment) on the output shaft (for example, the counter shaft 302 in the embodiment) connected to the drive wheel.
10) a parking mechanism that engages with the driving wheel to prevent rotation of the drive wheels, and supplies hydraulic oil for the friction element so that the driving force in the forward direction is transmitted to the output shaft when the vehicle is at the forward traveling position. And a valve (for example, the manual valve 10 in the embodiment) for supplying hydraulic oil to the friction element so that the driving force in the reverse direction is transmitted to the output shaft when the vehicle is in the reverse traveling position. Range detecting means (for example, the running range detection sensor SR1 in the embodiment) for detecting the running range selected by the above, and valve driving means for positioning the valve at a position corresponding to the running range detected by the running range detecting means. (For example, the electric control unit ECU and the manual valve driving device 3 in the embodiment) and the inclination of the vehicle. Inclination detecting means for detecting (for example,
An inclination angle sensor SR4 in the embodiment, and will detection means for detecting a driver's intention to operate the shift lever from the parking range to another driving range and outputting a detection signal (for example, brake depression detection in the embodiment) Sensor SR5 and push knob operation detection sensor SR
6), the valve drive means moves the valve forward when the detection signal is output from the will detection means and when the inclination detection means detects that the vehicle is leaning forward. When the detection signal is output from the will detection means and the inclination detection means detects that the vehicle is leaning in the forward lowering direction, the valve is moved to the reverse traveling side. Position.

In the automatic transmission for a vehicle according to the present invention, first, when the vehicle is located at the forward traveling position, hydraulic oil for the friction element is supplied so that the forward driving force is transmitted to the output shaft. The valve (manual valve) for supplying hydraulic oil to the friction element so that the driving force in the reverse direction is transmitted to the output shaft when the vehicle is in the reverse traveling position is mechanically connected to the shift lever as in the conventional case. A driving range detecting means for detecting a driving range selected by a shift lever, and a valve driving means for positioning the valve at a position corresponding to the driving range detected by the driving range detecting means; The driver operates the shift lever from the parking range to another driving range. When the intention is detected by the intention detection means, and when the inclination detecting means detects that the vehicle is leaning in the forward raising direction, the valve is located at the forward traveling position, and the vehicle is lowered forward. When it is detected that the valve is tilted in the direction, control is performed to position the valve at a position on the reverse traveling side. Therefore, when attempting to start from hill parking, a reversing torque in the opposite direction to the torque due to the vehicle's own weight acts on the output shaft of the transmission, and the operation of the shift lever for unlocking the drive wheels by the parking mechanism is not performed. It becomes easy and smooth start is possible.

[0007]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration of an automatic transmission for a vehicle (hereinafter, referred to as a transmission) according to the present invention. This transmission includes a plurality of friction elements (first- to fourth-speed clutches CL1, CL2, described later).
(CL3, CL4) is selectively engaged by hydraulic pressure to set a gear position, a shift lever 2 provided in the driver's seat of the vehicle body, and a travel range selected by the shift lever 2 is detected. Travel range detection sensor SR
1 and the manual valve 10 of the shift control device 1 via the manual valve driving device 3 based on the information from the travel range detection sensor SR1, and based on information from the vehicle speed sensor SR2, the accelerator opening sensor SR3, etc. And an electric control unit ECU for operating a solenoid valve (first to third solenoid valves 31, 32, 33 described later) and a linear solenoid valve (first and second linear solenoid valves 41, 42 described later) of the shift control device 1. When the shift lever 2 is put into a parking range (hereinafter referred to as a P range) (when the P range is selected), the output shaft of the transmission (a counter shaft 302 described later), A parking mechanism 4 for fixing is provided.

FIG. 2 is a skeleton illustrating a power transmission path of the transmission. In this transmission, a main shaft 301 to which power from an engine E is input via a torque converter TC and a counter shaft 302 connected to a final gear and driving wheels are provided in parallel. The speed gear 331 is provided on the counter shaft 302 with the counter second speed gear 32.
2. The parking gear 410 and the selector hub 372 are fixedly provided.

A main first speed gear 311, a main second speed gear 321 and a main fourth speed gear 341 are rotatably mounted on the main shaft 301. The main fourth speed gear 341 is integrally provided with the main reverse gear. Gear 351
Is provided. On the counter shaft 302, a counter third speed gear 332 and a counter fourth speed gear 342
And a counter reverse gear 352 are rotatably mounted, and a first-speed counter gear 312 is rotatably mounted in one direction via a one-way clutch WC. Then, the main first speed gear 311 and the counter first speed gear 312, the main second speed gear 321 and the counter second speed gear 322, the main third speed gear 331 and the counter 3
The speed gear 332 meshes directly, and the main reverse gear 351 and the counter reverse gear 352 mesh via an idle gear 353.

The counter fourth speed gear 342 and the counter reverse gear 352 rotate integrally with the countershaft 302 when engaged with the selector hub 372 by a reverse selector 381 movable along the axial direction of the countershaft 302. Is possible. The reverse selector 381 is supported by a shift fork 382 attached to a spool 121 of the servo valve 120 to be described later. By moving the spool 121 left and right in FIG. Or the engagement between the counter reverse gear 352 and the selector hub 372 can be selected.

In the first speed mode of this transmission, the first speed clutch CL1 is hydraulically engaged with the reverse selector 381 engaged with the selector hub 372 and the counter fourth speed gear 342. This is the main 1
The speed gear 311 rotates integrally with the main shaft 301, and the power of the engine E is transmitted from the main shaft 301, the main first speed gear 311, the counter first speed gear 312, and the one-way clutch WC to the counter shaft 302.

In the second speed mode, the reverse selector 38
1, the selector hub 372 and the counter fourth speed gear 34
The first-speed clutches CL1 and CL2 are engaged with
The speed clutch CL2 is engaged by hydraulic pressure. As a result, the main first speed gear 311 and the main second speed gear 321 rotate integrally with the main shaft 301, and the power of the engine E is supplied to the main shaft 301, the main second speed gear 321,
Counter second gear 322, counter shaft 302
Is transmitted to. At this time, the main first speed gear 311
Rotates the first-speed counter gear 312, but the one-way clutch WC idles due to the relationship of the gear ratio, so that power is not transmitted to the counter shaft 302 via these two gears 311 and 312.

In the third speed mode, the first speed clutch CL1 and the third speed clutch CL3 are hydraulically engaged with the reverse selector 381 engaged with the selector hub 372 and the counter fourth speed gear 342. As a result, the main first speed gear 311 and the counter third speed gear 332 rotate integrally with the main shaft 301, respectively, and the power of the engine E is supplied to the main shaft 301, the main third speed gear 331 and the counter 3
The speed is transmitted to the speed gear 332 and the counter shaft 302. At this time, the main first speed gear 311 also rotates the counter first speed gear 312, but the one-way clutch WC idles due to the gear ratio.
No power is transmitted to the countershaft 302 via 11, 312.

In the fourth speed mode, the first speed clutch CL1 and the fourth speed clutch CL4 are hydraulically engaged in a state where the selector hub 372 and the counter fourth speed gear 342 are engaged by the reverse selector 381. As a result, the main first speed gear 311 and the main fourth speed gear 341 rotate integrally with the main shaft 301, and the counter fourth speed gear 342 rotates integrally with the counter shaft 302, respectively.
The power of the engine E is transmitted to the main shaft 301, the main fourth speed gear 341, the counter fourth speed gear 342, the selector hub 372, and the counter shaft 302. At this time, the main first speed gear 311 also rotates the counter first speed gear 312, but the one-way clutch WC idles due to the gear ratio.
No power is transmitted to the countershaft 302 via 312.

In the reverse mode, the reverse selector 38
The fourth speed clutch CL4 is hydraulically engaged in a state where the selector hub 372 and the counter reverse gear 352 are engaged with each other by 1. As a result, the main reverse gear 351 rotates integrally with the main shaft 301, and the counter reverse gear 352 rotates integrally with the counter shaft 302, and the power of the engine E is supplied to the main shaft 301, the main reverse gear 351 and the idle gear 3
53, counter reverse gear 352, selector hub 3
72, transmitted to the counter shaft 302. At this time, the counter shaft 302 rotates in a direction opposite to that in the first to fourth speeds.

Next, the configuration of the shift control device 1 will be described with reference to FIGS. In both of these figures, circled A to I
Indicates that the oil passages are connected to each other. The transmission control device 1 includes a hydraulic pump P, a manual valve 10, a modulator valve 20, first to third solenoid valves 31, 32, 33, first and second linear solenoid valves 41, 42, and a first To the fourth shift valves 50, 60, 70, 80, the first to third clutch pressure control valves 90, 100, 110, the servo valve 120, and the first to fourth speed clutches CL1, CL2.
CL3 and CL4.

The hydraulic pump P is driven by the engine E, draws hydraulic oil from the oil tank T, and supplies pressure oil into the oil passage 201. The pressure oil in the oil passage 201 is regulated by a regulator valve R to a required pressure (line pressure) corresponding to the load of the engine E and the like, and the hydraulic oil discharged from the regulator valve R at this time. Is used as hydraulic oil for the torque converter TC and lubricating oil for the entire transmission.

The manual valve 10 is provided with a spool 11 in a housing.
Is switched according to the shift position. The spool 11 of the manual valve 10 is driven by the electric control unit ECU via the manual valve driving device 3 as described above, and at the position corresponding to the D range (forward running), the N range ( Neutral) to move the oil passage 201 to the oil passage 202 and the oil passage 203 by moving to the left from the position corresponding to the neutral range, and to the right corresponding to the R range (reverse traveling) from the position corresponding to the N range to move the oil passage to the oil passage. 201 is communicated with the oil passage 204.

Here, the manual valve driving device 3 comprises a DC servomotor controlled by the electric control unit ECU and a rack driven by a pinion attached to the tip of the DC servomotor, and is provided on the rack. The pin is hooked on a hook portion 15 formed at the left end of the manual valve 10. The manual valve driving device 3 is electrically driven by the electric control unit ECU to move the manual valve 10 in the housing. Such a configuration is not necessarily required as long as it can be moved.

The modulator valve 20 comprises a spool 21 provided in the housing and a spring 22 for urging the spool 21 to the left.
The pressure of the line supplied from 5 is reduced to a pressure balanced with the urging force of the spring 22 to supply the modulator pressure into the oil passage 206.

The first to third solenoid valves 31, 32,
Reference numeral 33 denotes oil passages 207 and 20 when power is not supplied from the electric control unit ECU (when it is off).
8 and 209 are connected to the oil passages 206, respectively, and open the oil passages 207, 208 and 209 to the drain ports 31a, 32a and 33a, respectively, when energized by the electric control unit ECU (when turned on). . Therefore, when the first to third solenoid valves 31, 32, and 33 are off, respectively, the modulator pressure is supplied to the oil passages 207, 208, and 209.
When the switches 33 are on, respectively, the oil passages 207, 208, 2
The operating oil in 09 is drained.

First and second linear solenoid valves 4
Numerals 1 and 42 are controlled by the electric control unit ECU to change the spool position, regulate the modulator pressure in the oil passage 206 to a pressure corresponding to the spool position, and output control pressures in the oil passages 210 and 211, respectively. .

The first shift valve 50 comprises a spool 51 provided in the housing and a spring 52 for urging the spool 51 to the right. The first solenoid valve 31 is turned on and the oil chamber 53 is connected to the oil passage 207. Via drain port 31
a, the spool 51 is connected to the spring 5
When the first solenoid valve 31 is turned off and the modulator pressure is acting on the oil chamber 53 from the oil passage 207 and the oil pressure is acting on the oil chamber 53, the spool 51 is urged by the modulator pressure and is shifted to the left position. Position.

The second shift valve 60 comprises a spool 61 provided in the housing and a spring 62 for urging the spool 61 to the right. The second solenoid valve 32 is turned on and the oil chamber 63 is connected to the oil passage 208. Through drain port 32
When the spool 61 is connected to the
When the second solenoid valve 32 is off and a modulator pressure is acting on the oil chamber 63 from the oil passage 208 and the oil pressure is acting on the oil chamber 63, the spool 61 is urged by the modulator pressure to the left position. Position.

The third shift valve 70 comprises a spool 71 provided in the housing and a spring 72 for urging the spool 71 to the left.
A modulator pressure is always applied to the oil chamber 73 connected to the spool 71 to apply a rightward urging force to the spool 71. Then, the third solenoid valve 33 is turned on, and the oil chamber 74 is connected to the oil passage 209.
When the spool 71 is connected to the drain port 33 a through the third solenoid valve 33 a, the spool 71 is biased by the modulator pressure in the oil chamber 73 and located at the right position.
Is off and the modulator pressure is acting on the oil chamber 74 from the oil passage 209, the urging forces of the modulator pressures in the oil chambers 73 and 74 are almost balanced, and the spool 71 is urged by the spring 72 to move the spool 71 on the left side. Position.

The first clutch pressure control valve 90 includes a spool 91 provided in the housing and a spring 92 for urging the spool 91 rightward. The control pressure output from the first linear solenoid valve 41 is Road 21
When acting on the oil chamber 93 from 0, 213, the spool 91 is driven to the left by an amount corresponding to the control pressure. The first clutch pressure control valve 90 regulates the line pressure supplied from the oil passages 202, 214, 215 to a pressure corresponding to the position of the spool 91 and supplies the clutch pressure into the oil passage 217.
Is the position of the first linear solenoid valve 41 as described above.
Thus, the clutch pressure can be controlled by the electric control unit ECU after all.

Second clutch pressure control valve 100
Is composed of a spool 101 provided in the housing and a spring 102 for urging the spool 101 rightward.
When the control pressure output from the linear solenoid valve 42 is acting on the oil chamber 103 from the oil passage 211, the spool 101 is driven to the left by an amount corresponding to the control pressure. The second clutch pressure control valve 100 regulates the line pressure supplied from the oil passages 202, 214, 216 to a pressure corresponding to the position of the spool 101 and supplies the clutch pressure into the oil passage 218. Is controlled by the control pressure from the second linear solenoid valve 42 as described above, so that the clutch pressure can be eventually controlled by the electric control unit ECU.

The first speed clutch CL1 is connected to the second shift valve 6
Pressure oil (clutch pressure) supplied from the oil passage 219 through 0
In response to this, the engagement operation is performed, and the power of the main shaft 301 is transmitted to the main first speed gear 311. The second-speed clutch CL2 receives the hydraulic oil (clutch pressure) supplied from the oil passage 220 via the first shift valve 50 and engages to transmit the power of the main shaft 301 to the main second-speed gear 321. Three
The speed clutch CL3 is connected to the oil passage 2 via the second shift valve 60.
The engagement operation is performed by receiving the pressure oil (clutch pressure) supplied from 21, and the power of the third speed gear 332 is transmitted to the counter shaft 302. The fourth-speed clutch CL4 receives the hydraulic oil (clutch pressure) supplied from the oil passage 223 via the manual valve 10 and engages to transmit the power of the main shaft 301 to the main fourth-speed gear 341 and the main reverse gear 351. .

The fourth shift valve 80 comprises a spool 81 provided in the housing and a spring 82 for urging the spool 81 rightward. When the second solenoid valve 32 is off, the modulator is connected to the oil passages 208 and 224. Oil chamber 83
Or the clutch pressure from the second clutch pressure control valve 100 is applied to the oil passages 218, 225.
When the pressure oil supplied from the second shift valve 60 via the oil passage 226 is acting on the oil chamber 85, the spool 81 is urged leftward. Although located at the left position, when none of these three conditions is satisfied, the spool 8
1 is biased by a spring 82 and is located at the right position. When the spool 81 is at the right position, the oil passage 227 communicates with the drain port. When the spool 81 is at the left position, the oil passage 203 to which the line pressure is supplied is connected to the oil passage 227. Communicate with

Third clutch pressure control valve 110
Is composed of a spool 111 provided in the housing and a spring 112 for urging the spool 111 rightward.
When the solenoid valve 33 is off and the modulator pressure is
When the spool 111 is acting on the oil chamber 113 from 09 and 228, the spool 111 moves slightly to the left from the right position, and the control pressure output from the first linear solenoid valve 41 is applied to the oil chamber from the oil passages 210 and 229. When acting on the spool 111, the spool 111 is moved by an amount corresponding to the control pressure.
Is driven to the left. The third clutch pressure control valve 110 is a manual valve 10
Is adjusted to a pressure corresponding to the position of the spool 111 when the position of the spool 111 is at a position corresponding to the R range, and the clutch pressure is supplied into the oil passage 230. Since the position is controlled by the control pressure from the first linear solenoid valve 41 as described above, the clutch pressure can be eventually controlled by the electric control unit ECU.

The servo valve 120 has a structure in which a spool 121 is provided in a housing. The spool 121 can be located at one of the left and right positions by the detent mechanism 122,
When the line pressure supplied from the fourth shift valve 80 via the oil passage 227 acts on the oil chamber 123, the spool 12
Reference numeral 1 denotes a left position (forward running side), and when clutch pressure supplied from the third clutch pressure control valve 110 via the oil passage 230 acts on the oil chamber 124, the spool 121 moves to the right position (reverse movement). Direction side). When the spool 121 is located at the right position, the oil chamber 124 communicates with the oil passage 231 via the oil passage 125 in the spool 121, so that the clutch pressure output from the third clutch pressure control valve 110 is The oil is supplied to the oil chamber 13 of the manual valve 10 (at this time, the manual valve 10 is located at a position corresponding to the R range).

The spool 121 of the servo valve 120
A shift fork 382 for supporting the above-mentioned reverse selector 381 is attached to the right end of the selector hub 372. When the spool 121 is located at the left position (forward running side), the selector hub 372 and the counter fourth gear 3
When the spool 121 is located at the right position (reverse traveling side), the selector hub 372 and the counter reverse gear 352 are engaged.

Next, the operation of the transmission control device 1 will be described. The gear change in this transmission is performed by the electric control unit ECU based on detection information from the vehicle speed sensor SR2, the accelerator opening sensor SR3, and the like, and the first to third solenoid valves 31, 32, 33 and the first and second solenoid valves. This is automatically performed by driving the linear solenoid valves 41 and 42 at appropriate timings in accordance with shift diagram data stored in advance. Hereinafter, the operation of the shift control device 1 will be described by taking as an example a case where the D range is selected by the shift lever 2, the accelerator is depressed from a stationary state of the vehicle, and the vehicle travels forward on a flat road with the accelerator opening substantially constant. I do.

When the shift lever 2 is operated to the D range from a state in which the vehicle is stopped by depressing the brake in the driver's seat, the traveling range detecting sensor SR1 detects that the D range is selected by the shift lever 2. The detection signal is output to the electric control unit ECU. The electric control unit ECU drives the manual valve driving device 3 based on the detection signal, and positions the manual valve 10 at a position corresponding to the D range.

The state in which the vehicle is stationary is detected by the vehicle speed sensor SR2, and the traveling range detection sensor S
When it is detected by R1 that the manual valve 10 is located at the position corresponding to the D range, the first solenoid valve 31 is turned off, the second solenoid valve 32 is turned on, and the third solenoid valve 33 is turned off. (Table in FIG. 5). Thereby, the first shift valve 5
0 spool 51 is on the left, spool 61 of second shift valve 60 is on the right, spool 71 of third shift valve 70
Is located at the left position, the first linear solenoid valve 41 is controlled by the electric control unit ECU to output a control pressure that increases with time into the oil passage 210, so that the first clutch pressure control valve 9
0 outputs a correspondingly increasing clutch pressure over time into the oil passage 217, which is the third shift valve 70,
Oil passage 232, first shift valve 50, oil passage 234, second
1st speed clutch CL1 from shift valve 60 and oil passage 219
And the clutch CL1 is engaged (the hydraulic oil in the second to fourth speed clutches CL2, CL3, and CL4 is drained).

At this time, the pressure in the oil passage 234 (first
Clutch pressure from clutch pressure control valve 90)
Acts on the oil chamber 85 of the fourth shift valve 80 via the oil passage 226, the spool 81 of the valve 80 is located at the left position, and the line pressure in the oil passage 203 The oil is supplied from the passage 227 to the oil chamber 123 of the servo valve 120. Therefore, the spool 121 of the valve 120 is located at the left position, and the reverse selector 381 meshes the selector hub 372 with the counter fourth gear 342. As a result, forward torque is transmitted to the countershaft 302 (forward travel preparation mode).

When the first speed clutch CL1 is engaged, the third solenoid 33 is switched from off to on (table in FIG. 5). Thereby, the spool 7 of the third shift valve 70
1 moves to the right, the spool 51 of the first shift valve 50 moves to the left, the spool 61 of the second shift valve 60 moves to the right,
The spool 71 of the shift valve 70 is also located at the right position, and the line pressure in the oil passage 202 is reduced by the third shift valve 7.
0, oil passage 232, first shift valve 50, oil passage 234,
Second shift valve 60, first speed clutch C from oil passage 219
L1. Thus, the first speed clutch CL1 is engaged by the line pressure instead of the clutch pressure from the first clutch pressure control valve valve 90 (the hydraulic oil in the second to fourth speed clutches CL2, CL3, and CL4 is drained). This places the transmission in the first speed mode.

When the brake is released from the state of the first speed mode, the vehicle starts running, and when the accelerator pedal is depressed and the vehicle speed increases to some extent, the first solenoid valve 31 is switched from off to on (see FIG. 5). ). As a result, the spool of the first shift valve 50 moves to the right, the spool 51 of the first shift valve 50 moves to the right, and the second shift valve 6 moves.
0, the spool 61 of the third shift valve 70 is also in the right position, while the second linear solenoid valve 42 is in the electric control unit EC.
The second clutch pressure control valve 100 outputs a clutch pressure that increases with time into the oil passage 218, and outputs a control pressure that increases with time into the oil passage 211 under the control of the control valve U. Third shift valve 70, oil passage 235, second shift valve 60, oil passage 2
36, the first shift valve 50, and the oil passage 220 are supplied to the second speed clutch CL2 to engage the second speed clutch CL2 (the operating oil in the third and fourth speed clutches CL3 and CL4 is drained).

When the second speed clutch CL2 is engaged, the third solenoid 33 is switched from on to off (table in FIG. 5). Thereby, the spool 7 of the third shift valve 70
1 moves leftward, the spool 51 of the first shift valve 50 moves rightward, the spool 61 of the second shift valve 60 moves rightward,
The spool 71 of the shift valve 70 is located at the left position, and the line pressure in the oil passage 202 is reduced by the third shift valve 7.
0, oil passage 235, second shift valve 60, oil passage 236,
Second shift clutch C from first shift valve 50 and oil passage 220
L2. Thus, the second speed clutch CL2 is engaged by the line pressure instead of the clutch pressure from the second clutch pressure control valve 100 (the hydraulic oil in the third and fourth speed clutches CL3 and CL4 is drained).
This places the transmission in the second speed mode.

When the vehicle speed further increases from the second speed mode, the second solenoid valve 32 is switched from on to off (table in FIG. 5). This causes the spool 61 of the second shift valve 60 to move leftward, the spool 51 of the first shift valve 50 to the right, the spool 61 of the second shift valve 60 to the left, and the spool 71 of the third shift valve 70 to the left. However, since the first linear solenoid valve 41 is controlled by the electric control unit ECU and outputs a control pressure that increases with time to the oil passage 210, the first clutch pressure control valve 90 responds to this. Oil passage 2 that increases clutch pressure with time
17, the third shift valve 70, the oil passage 2
32, the first shift valve 50, the oil passage 238, the second shift valve 60, and the oil passage 221 are supplied to the third speed clutch CL3 and the third clutch CL3 is engaged (operation in the second and fourth speed clutches CL2 and CL4). Oil is drained).

When the third speed clutch CL3 is engaged, the third solenoid 33 is switched from off to on (table in FIG. 5). Thereby, the spool 7 of the third shift valve 70
1 moves to the right, the spool 51 of the first shift valve 50 moves to the right, the spool 61 of the second shift valve 60 moves to the left,
The spool 71 of the shift valve 70 is located at the right position, and the line pressure in the oil passage 202 is reduced by the third shift valve 7.
0, oil passage 232, first shift valve 50, oil passage 238,
3rd speed clutch C from second shift valve 60 and oil passage 221
L3. As a result, the third speed clutch CL3 is engaged by the line pressure instead of the clutch pressure from the first clutch pressure control valve 90 (the hydraulic oil in the second and fourth speed clutches CL2 and CL4 is drained). This places the transmission in the third speed mode.

When the vehicle speed further increases from the third speed mode, the first solenoid valve 31 is switched from on to off (table in FIG. 5). This causes the spool 51 of the first shift valve 50 to move leftward, the spool 51 of the first shift valve 50 to the left, the spool 61 of the second shift valve 60 to the left, and the spool 71 of the third shift valve 70 to the right. The second linear solenoid valve 42 is controlled by the electric control unit ECU to output a control pressure that increases with time to the oil passage 211, so that the second clutch pressure control valve 100 The clutch pressure, which increases with time, is output into the oil passage 218, and this is output to the third shift valve 70, the oil passage 235, the second shift valve 60, the oil passage 239, the first shift valve 50, the oil passage 222, the manual valve 10, The oil is supplied from the oil passage 223 to the fourth-speed clutch CL4, and the clutch CL4 is engaged (the second-speed and third-speed clutches CL4). CL2,
The hydraulic oil in CL3 is drained).

When the fourth speed clutch CL4 is engaged, the third solenoid 33 is switched from on to off (table in FIG. 5). Thereby, the spool 5 of the first shift valve 50
1 moves leftward, the spool 51 of the first shift valve 50 moves leftward, the spool 61 of the second shift valve 60 moves leftward,
The spool 71 of the shift valve 70 is also located at the left position, and the line pressure in the oil passage 202 is reduced by the third shift valve 7.
0, oil passage 235, second shift valve 60, oil passage 239,
The first shift valve 50, the oil passage 222, the manual valve 10, and the oil passage 223 supply the oil to the fourth speed clutch CL4. Thereby, the clutch CL4 is engaged by the line pressure instead of the clutch pressure from the second clutch pressure control valve 100 (the second and third speed clutches CL2, CL2).
The hydraulic oil in CL3 is drained). This places the transmission in 4-speed mode.

When the vehicle travels forward on a flat road with the accelerator opening substantially constant, the gears are shifted so that the gear ratio gradually decreases as the vehicle speed increases. When the accelerator is depressed or the accelerator is suddenly depressed to the vicinity of the fully opened position (kick down), the speed may be changed so as to increase the speed ratio. At this time, the first to third solenoid valves 31, 32, 33 and the first and second linear solenoid valves 41, 42 are controlled according to the shift mode after the downshift, but the description thereof is omitted here.

On the other hand, when the shift lever 2 is moved to the R range from the state where the vehicle is stopped by depressing the brake in the driver's seat, the traveling range detection sensor SR1 detects this and sends a detection signal to the electric control unit ECU. Output. The electric control unit ECU drives the manual valve driving device 3 based on the detection signal, and positions the manual valve 10 at a position corresponding to the R range. As described above, when the manual valve 10 is located at the position corresponding to the R range, the oil passage 20
1 communicates with the oil passage 204 via the oil chamber 12, and the line pressure is supplied to the third clutch pressure control valve 110.

The state where the vehicle is stationary is detected by the vehicle speed sensor SR2, and the traveling range detection sensor S
When it is detected by R1 that the manual valve 10 is located at the position corresponding to the R range, the first solenoid valve 31 is turned off, the second solenoid valve 32 is turned on, and the third solenoid valve 33 is turned off. (Table in FIG. 5). Thereby, the first shift valve 5
0 spool 51 is on the left, spool 61 of second shift valve 60 is on the right, spool 71 of third shift valve 70
Is located at the left position, and the third clutch pressure control valve 110 receives the modulator pressure from the third solenoid valve 33 supplied via the oil passages 209 and 228 and moves slightly to the left from the right position. So
The line pressure reduced by the third clutch pressure control valve 110 is supplied from the oil passage 230 to the oil chamber 124 of the servo valve 120, and the spool 121 of the valve 120
Is urged to the right and moved to a position just before the detent mechanism 122 is overcome.

At the same time, the first linear solenoid valve 41 is controlled by the electric control unit ECU to output a control pressure, which increases with time, into the oil passage 210.
0 outputs a correspondingly increased clutch pressure over time to the oil passage 230, which is supplied to the oil chamber 124 of the servo valve 120. As a result, the spool 121 of the servo valve 120 is further urged rightward, and the detent mechanism 1
It is located in the right position after overcoming 22.
The line pressure in the branch oil passage 240 of the oil passage 204 is supplied to the oil chamber 86 of the fourth shift valve 80, and the spool 81 of the valve 80 is located at the right position. Is drained through the oil passage 227 and the fourth shift valve 80). As a result, the reverse selector 381 moves to the right, and the selector hub 37
2 and the counter reverse gear 352 mesh with each other.

Further, since the spool 121 of the servo valve 120 is located at the right position, the oil passage 230 and the oil passage 231 are connected to the oil passage 1 in the spool 121.
25, the clutch pressure output from the third clutch pressure control valve 110 is supplied into the oil chamber 13 of the manual valve 10, and further supplied from the oil passage 223 to the fourth-speed clutch CL4. It is engaged (the hydraulic oil in the first to third speed clutches CL1, CL2, CL3 is drained). As a result, the torque in the reverse direction is transmitted to the counter shaft 302 (reverse traveling preparation mode).

When the control pressure from the first linear solenoid valve 42 becomes maximum, the spool 111 of the third clutch pressure control valve 110 moves to the left as much as possible, and the clutch pressure supplied into the oil passage 230 becomes It becomes equal to the line pressure. As a result, the fourth clutch CL4 is engaged by the line pressure, and the transmission enters the reverse mode.

Next, the structure of the parking mechanism 4 will be described with reference to FIGS. The parking mechanism 4 is configured such that a parking lock pole 420, which is a member on the vehicle body side (fixed side), is engaged with the aforementioned parking gear 410, which is a rotating member on the counter shaft 302 side. The parking gear 410 has a plurality of teeth 411 on the outer circumference, and is spline-fitted to the counter shaft 302. A support shaft 440 is provided near the parking gear 410 substantially parallel to the countershaft 302, and a parking lock pole 420 having a claw 421 protruding from the parking gear 410 side is provided on the support shaft 440. Installed. The parking lock pole 420 is swingably attached to the support shaft 440.
0 by the coil spring 441 attached to the
1 is urged in a direction away from the parking gear 410 (A direction in FIG. 6). This parking lock pole 4
The pawl portion 421 is swung in a direction (direction B in FIG. 6) approaching the parking gear 410 against the urging force of the coil spring 441, so that the pawl portion 421
11 can be engaged.

At a position substantially parallel to the counter shaft 302, a control shaft 450 is supported by left and right bearings 451 (only one side is shown in FIG. 6) and is rotatably mounted on a transmission case (not shown). ,
The left end side of this control shaft 450 (right side in the figure)
, A control lever 470 connected to the shift lever 2 via a wire 460 is attached. The control lever 470 is configured such that the shift lever 2 is moved forward (FIG. 6).
6 is pushed out by the wire 460 and swings forward, and the shift lever 2 is moved rearward (FIG. 6).
When the operation is performed in the direction (D direction), it is pulled by the wire 460 and swings backward.

By the operation of the control lever 470, the control shaft 450 rotates in the direction of E in FIG. 6 in response to the forward operation of the shift lever 2, and the control shaft 450 rotates in the direction of the backward operation of the shift lever 2. 6, the amount of rotation is determined in accordance with the amount of operation of the shift lever 2. Therefore, when the travel range is selected by operating the shift lever 2, the control shaft 45 is rotated.
0 is located at a predetermined rotation position corresponding to the travel range. When the shift lever 2 is positioned at the forefront, the P range is set, and thereafter, when the shift lever 2 is positioned at the rear, the R (reverse travel), N (neutral), D (forward travel),. You.

The parking lever 430 is swingably attached to the right end side (left side in FIG. 6) of the control shaft 450, and includes an arm portion 431 and the arm portion 43.
1 and a roller 432 rotatably supported by the motor 1. The parking lever 430 is prevented from swinging in the direction E by a stopper (not shown) formed on the control shaft 450, and the coil spring 4 attached to the control shaft 450.
Since the control shaft 450 is always urged in the direction E by the control shaft 52, the control shaft 450 rotates integrally with the control shaft 450 when the control shaft 450 rotates. However, when the control shaft 450 rotates in the E direction and the parking lever 430 itself receives a large resistance force in the F direction (that is, a force that prevents the parking lever 430 from rotating in the E direction), the control shaft 450 rotates. Only the parking lever 430 rotates in the E direction, and the parking lever 430 cannot follow the parking lever 430, and is in a standby state while being urged in the E direction by the coil spring 452. It should be noted that such resistance acts as described below, as will be described later.
1 is a case where the vehicle rides on the tooth 411 of the parking gear 410.

When the shift lever 2 is operated in the direction C, the parking lever 430 is rotated integrally with the control shaft 450 in the direction E, and when the shift lever 2 is operated to the P range, the control shaft 45 is rotated.
0 and the parking lever 430 are located at the most rotated position in the E direction (this position is hereinafter referred to as the E direction maximum rotation position), and the roller 432 is connected to the parking lock pole 42.
0 is pressed in the direction B against the urging force of the coil spring 441, and the claw portion 421 of the parking lock pawl 420 and the teeth 411 of the parking gear 410 are engaged (see FIG. 7A). In this state, the rotation of the counter shaft 302, that is, the rotation of the drive wheel is prohibited (lock operation).

When the shift lever 2 is operated to the P range, the pawl 4 of the parking lock pawl 420
21 and the teeth 411 of the parking gear 410 cannot be engaged with each other, and when the claw portion 421 rides on the teeth 411, only the control shaft 450 is located at the maximum rotation position in the E direction, and the parking lever 430 is slightly moved. At the near rotational position, a standby state is established while being urged in the E direction by the coil spring 452. After that, when the drive wheel, that is, the counter shaft 302 slightly moves and the parking gear 410 rotates, the parking lever 4
30 is biased by the coil spring 452 and moves to the maximum rotation position in the E direction, so that the parking lock pawl 420 is pushed by the parking lever 430 and swings in the B direction,
It meshes with the parking gear 410.

On the other hand, when the shift lever 2 is operated in the D direction, the parking lever 430 rotates in the F direction. However, when the shift lever 2 is operated from the P range to another traveling range, the control shaft 450 and the parking lever are shifted. 430 is located on the F direction side from the maximum rotation position in the E direction.
The pressing force from the roller 432 acting on the parking lock pawl 420 is removed, and the parking lock pawl 420 is urged in the direction A by the coil spring 441 to release the engagement between the pawl portion 421 of the parking lock pawl 420 and the teeth 411 of the parking gear 410. (See FIG. 7B). In this state, the rotation of the countershaft 302, that is, the rotation of the drive wheel is free (lock release operation).

When the vehicle provided with the parking mechanism 4 having such a structure is parked on an uphill (the shift lever 2 is in the P range), the driving wheel is caused to rotate backward, and this is caused by the force shown in FIG. , The rotational force in the direction indicated by the arrow J acts on the counter shaft 302 (in FIG. 7,
The left side of the paper corresponds to the front of the vehicle), and the parking lock pole 420 has a pressing force of a size corresponding to the inclination angle of the road surface via a contact surface between the meshed claw portion 421 and the teeth 411a of the parking gear 410. Pressure acts. This pressing force acts in a direction (A direction) to swing the parking lock pawl 420 downward, and the parking lock pawl 420 is pressed against the roller 432, so that the shift lever 2 is operated and the parking lever 430 is operated from such a state. F
If it is attempted to swing in the direction, that is, in the direction to unlock the drive wheels, a frictional force is generated between the two members 420 and 432 that hinders the operation of the parking lever 430, so that the shift lever 2 is operated from the P range. Requires a greater operating force than when the vehicle is parked on a flat ground with no slope.

When the vehicle is parked on a descending slope (the shift lever 2 is in the P range), the rotational force in the direction opposite to the arrow J, which is generated by the force of the driving wheel to rotate forward, is countered. Acting on the shaft 302, a pressing force of a magnitude corresponding to the inclination angle of the road surface acts on the parking lock pole 420 via a contact surface between the meshed claw portion 421 and the teeth 411 b of the parking gear 410. Since this pressing force also acts in the direction of swinging the parking lock pole 420 downward, as in the case where the vehicle is parked on an upward slope, to operate the shift lever 2 from the P range,
Greater operating force is required than on flat terrain.

As described above, the operation of the shift lever 2 performed when the vehicle is parked on an inclined road surface (slope) requires a larger operation force than in the case of level ground, but the present invention will be described below. In addition, the operation of the shift lever 2 for unlocking the driving wheels by the parking mechanism 4 is facilitated even when the vehicle is to be started from a slope.

The transmission includes an inclination angle sensor SR4 for detecting an inclination angle of the vehicle body in the front-rear direction, a brake depression detection sensor SR5 for detecting whether or not the brake is depressed, and a shift lever 2. A push knob operation detection sensor SR6 for detecting whether or not the provided push knob 2a (see FIG. 6) is pressed is provided. Detection information from these sensors SR4 to S6 is transmitted to the electric control unit ECU. Is to be entered. This transmission has an erroneous operation prevention mechanism in which a shift operation between at least the P range and the R range cannot be performed unless the push knob 2a is depressed, and another shift operation is performed from the P range unless the brake is depressed. A shift lock mechanism that does not allow a shift operation to the travel range is provided. When the driver shifts the shift lever 2 from the P range to another travel range, the driver must depress the brake and press the push knob 2a. Therefore, by detecting these operations by the sensors SR5 and SR6, it is possible to detect the intention of the driver to operate the shift lever 2 from the P range to another travel range.

When the electric control unit ECU detects that the shift lever 2 is in the P range (the P range is selected) based on the information from the traveling range detection sensor SR1, the two sensors are in a state of being detected. The driver's intention to operate the shift lever 2 from the P range to another driving range is detected based on information from SR5 and SR6, and the vehicle is leaning forward in the upward direction based on information from the tilt angle sensor SR4. (I.e., when the vehicle is parked on an uphill), the manual valve driving device is operated to move the manual valve 10 to the D range, regardless of whether the shift lever 2 remains in the P range. And the counter corresponding to the above-mentioned forward running preparation mode. The Yafuto 302 torquing in the forward direction.

As described above, it is detected that the vehicle is parked on an uphill, shift lever 2 is in the P range, and that the driver intends to operate shift lever 2 from the P range to another travel range. When the vehicle is parked, a forward torque is applied to the countershaft 302, and the forward torque is a reverse torque (reverse torque) opposite to the reverse torque received by its own weight during parking. Since this reversing torque acts to reduce the pressing force acting on the contact surface between the pawl portion 421 of the parking mechanism 4 with the parking lock pawl 420 and the tooth 411a of the parking gear 410, the locking of the parking mechanism 4 will be released. Operating force of shift lever 2 (operating force for shifting from P range to another travel range)
Is reduced. It should be noted that the clutch pressure output from the first clutch pressure control valve 90 is supplied to the inclination angle sensor SR4.
Is set to be greater as the inclination angle of the vehicle body detected is larger, the operation force of the shift lever 2 is set to an optimum value (preferably equal to a flat ground) according to the gradient of the road surface where the vehicle is parked. ) Can be adjusted.

On the other hand, the electric control unit ECU
Indicates that the shift lever 2 is in the P range (the P range is selected) based on information from the traveling range detection sensor SR1, and the information from the sensors SR5 and SR6 is used. The driver senses that the driver intends to shift the shift lever 2 from the P range to another travel range, and the vehicle is leaning forward in the downward direction based on information from the tilt angle sensor SR4 (that is, the vehicle is parked on a downhill). ), The manual valve driving device 3 is operated to move the manual valve 10 to a position corresponding to the R range, even though the shift lever 2 is still in the P range. To the countershaft 302 to control the countershaft 302 in the reverse direction. .

As described above, it is detected that the vehicle is parked on a downhill and shift lever 2 is in the P range, and that the driver intends to operate shift lever 2 from the P range to another travel range. When the vehicle is parked, reverse torque is applied to the countershaft 302, and the reverse torque is a torque (reverse torque) in the opposite direction to the forward torque received by its own weight during parking, This reversing torque acts to reduce the pressing force acting on the contact surface between the pawl 421 of the parking lock pawl 420 and the teeth 411b of the parking gear 410 in the parking mechanism 4, so that the locking of the parking mechanism 4 will be released. Operating force of shift lever 2 (operating force for shifting from P range to another travel range)
Is reduced. It should be noted that the clutch pressure output from the third clutch pressure control valve 110 is applied to the inclination angle sensor SR.
If the setting is made so as to increase as the inclination angle of the vehicle body detected by the control unit 4 increases, the operation force of the shift lever 2 is set to an optimum value according to the gradient of the road surface on which the vehicle is parked (the level of the vehicle is equal to that of the flat ground). (Preferably).

FIG. 8 is a flow chart showing the above control flow. As shown in this flow, the electric control unit ECU first determines whether or not the current range is the P range based on the detection information from the traveling range detection sensor SR1 (step S1). When the processing is completed and it is determined that the current range is the P range, the inclination is determined based on the detection information from the inclination angle sensor SR4 (step S2).

In this inclination determination, as shown in the sub-flow chart of FIG. 9, it is first determined whether or not the vehicle body is raised forward (step S21). If the vehicle body is not raised forward, the "forward raised" flag is set to 0. It is set (step S22), and if the vehicle body is raised forward, the “forward raised” flag is set to 1 (step S23). Subsequently, it is determined whether or not the vehicle body is lowered forward (step S24). If the vehicle body is not lowered forward, the "forward reduction" flag is set to 0 (step S25), and if the vehicle body is lowered forward. In step S26, a "forward lowering" flag is set to "1".

After completion of such inclination determination, it is subsequently determined whether or not the brake is currently depressed based on the detection information from the brake depression detection sensor SR5 (step S3). If it is determined, the process is terminated. If it is determined that the brake is currently depressed, whether the push knob 2a is currently being pressed is determined based on the detection information from the push knob operation detection sensor SR6. Is determined (step S4). When it is determined that the push knob 2a is not currently being pressed, the process is terminated, and when it is determined that the push knob 2a is currently being pressed, reverse torque generation control is performed (step S5).

In the reverse torque generation control, as shown in the sub-flow chart of FIG. 10, first, it is determined whether or not the "forward raising" flag is 1 (step S51). Control is performed to generate the driving force in the forward direction by setting the manual valve 10 to the position corresponding to the D range (step S52). The control for generating the driving force in the forward direction is, specifically, a control corresponding to the forward traveling preparation mode described above.

If the "forward raise" flag is 0 in step S51, it is determined whether the "forward lower" flag is 1 (step S53).
If the "forward lowering" flag is 1, control is performed to generate the driving force in the reverse direction by moving the manual valve 10 to the position corresponding to the R range (step S54). The control for generating the driving force in the reverse direction is, specifically, a control corresponding to the above-described reverse traveling preparation mode.

As described above, in the automatic transmission for a vehicle according to the present invention, first, the manual valve 10 is not mechanically connected to the shift lever 2 as in the prior art, and is selected by the shift lever 2. It is configured to operate via a travel range detection sensor SR1 that detects a travel range, and a manual valve driving device 3 that positions the manual valve 10 at a position corresponding to the travel range detected by the travel range detection sensor SR1. Then, the driver intends to operate the shift lever 2 from the P range to another traveling range by the brake depression detection sensor SR5 and the push knob operation detection sensor S.
If it is detected by R6 and the inclination angle sensor SR4 detects that the vehicle is leaning forward, the manual valve 10 is positioned at a position corresponding to the D range, and the vehicle is moved forward downward. Manual valve 1
Control is performed such that 0 is positioned at a position corresponding to the R range. Therefore, when the vehicle is to be started from hill parking, a reverse torque in the opposite direction to the torque due to the vehicle's own weight acts on the counter shaft 302, and the operation of the shift lever 2 for unlocking the driving wheels by the parking mechanism 4 is not performed. It becomes easy and smooth start is possible.

Although the embodiment of the vehicular automatic transmission according to the present invention has been described above, the scope of the present invention is not limited to the above-described one. For example, in the above embodiment, the parking gear is the output shaft of the transmission (the countershaft 30).
However, the parking gear is not limited to the output shaft of the transmission, but is provided between the output shaft and the drive wheels to transmit power to the drive wheels (for example, a propeller). (Shaft). Further, the means for locking the parking gear is not limited to the structure in which the parking lock pawl is swung by the parking lever as described above, and the parking lock pawl is moved by the conical parking lock cam on the conical shaft. It may be of a configuration that swings in this way.

In the above embodiment, the inclination angle sensor SR4 is used to detect whether or not the vehicle body is inclined. However, a torque detector for detecting the torque acting on the counter shaft 302 is used. It may be used to detect whether the vehicle body is inclined. Note that the inclination detecting means for detecting the inclination of the vehicle only needs to be able to detect whether the vehicle is tilted in the forward raising direction or the head-down direction, and is not necessarily the same as the tilt angle sensor and the torque detector. The angle value need not be detectable.

The intention detecting means for detecting the intention of the driver to shift the shift lever from the parking range to another driving range and outputting a detection signal includes the brake depression detection sensor SR5 and the push knob operation as described above. It is not necessary to rely on the detection sensor SR6, but it is also possible to use one of these or another method.

In the above-described embodiment, the electronic control type automatic transmission in which the operation of the valve for selectively engaging the plurality of friction elements is performed by the electric control unit has been described as an example. The same can be applied to a hydraulically controlled automatic transmission.

[0075]

As described above, in the automatic transmission for a vehicle according to the present invention, the valve (manual valve) for switching the oil supply path of the hydraulic oil to the friction element between forward traveling and reverse traveling is provided. The driving range detecting means detects the driving range selected by the shift lever, and the valve driving means positions the valve at a position corresponding to the driving range detected by the driving range detecting means. In addition, when the driver intends to operate the shift lever from the parking range to another driving range is detected by the detection intention detection means, the vehicle is tilted forward in the upward direction by the inclination detection means. The vehicle is in the forward running position and the vehicle is leaning forward. So that the control to position the valve in the position of the reverse running side is made when being detected. Therefore, when attempting to start from hill parking, a reversing torque in the opposite direction to the torque due to the vehicle's own weight acts on the output shaft of the transmission, and the operation of the shift lever for unlocking the drive wheels by the parking mechanism is not performed. It becomes easy and smooth start is possible.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a configuration of an automatic transmission for a vehicle according to the present invention.

FIG. 2 is a skeleton diagram showing a power transmission path of the vehicular automatic transmission.

FIG. 3 is a hydraulic circuit diagram showing a configuration of a shift control device in the automatic transmission for a vehicle.

FIG. 4 is a hydraulic circuit diagram showing a configuration of a shift control device in the automatic transmission for a vehicle.

FIG. 5 is a table showing on / off control of first to third solenoid valves in the vehicle automatic transmission for each traveling mode.

FIG. 6 is a configuration diagram of a parking mechanism provided in the vehicular automatic transmission.

FIGS. 7A and 7B are diagrams for explaining a locking operation and an unlocking operation in the parking mechanism, wherein FIG. 7A shows a state in which a parking lock pawl and a parking gear are meshed, and FIG. 2 shows a state in which the engagement between the vehicle and the parking gear is released.

FIG. 8 is a main flow showing a flow of reverse torque generation control in the automatic transmission for a vehicle.

FIG. 9 is a sub flow chart showing a flow of reverse torque generation control in the automatic transmission for a vehicle.

FIG. 10 is a sub-flow chart showing a flow of reverse torque generation control in the automatic transmission for a vehicle.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Shift control device 2 Shift lever 3 Manual valve drive device (valve drive means) 4 Parking mechanism 10 Manual valve (valve) 31-33 1st-3rd solenoid valve 41, 42 1st, 2nd linear solenoid valve 50-80 First to fourth shift valves 90 to 110 First to third clutch pressure control valves 120 Servo valves CL1 to CL4 First speed to fourth speed clutch (friction element) ECU Electric control unit (valve driving means) SR1 Traveling range detection sensor ( Travel range detecting means) SR4 Tilt angle sensor (Tilt detecting means) SR5 Brake depression detecting sensor (Will detecting means) SR6 Push knob operation detecting sensor (Will detecting means)

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // F16H 59:66 F16H 59:66 (72) Inventor Shunichi Nogami 1-4-1, Chuo, Wako, Saitama No. Within Honda R & D Co., Ltd. (72) Inventor Kunio Harashima 1-4-1 Chuo, Wako-shi, Saitama F-term within Honda R & D Co., Ltd. DB34 FA57 FB61 3J552 MA04 MA12 NA01 NB01 PA31 QA10C QB07 RA20 RA21 RA27 RB17 RB22 RB23 SA60 TA01 TB02 VA64W VA66W VA80W VB01Z VD02Z VD16W VE04W

Claims (1)

[Claims] An automatic transmission for a vehicle, comprising: a plurality of frictional elements that are engaged by hydraulic pressure, wherein a shift speed is set by selectively engaging the frictional elements; and a shift lever for selecting a travel range. When the shift lever is operated to the parking range, the parking mechanism engages a rotating member on the output shaft side connected to the driving wheel to prevent rotation of the driving wheel. When it is, the hydraulic oil for the friction element is supplied so that the driving force in the forward direction is transmitted to the output shaft, and when it is located at the position on the reverse traveling side, the driving force in the reverse direction is transmitted to the output shaft. A valve for supplying hydraulic oil to the friction element, a traveling range detecting means for detecting a traveling range selected by the shift lever, and a traveling range detecting means. Valve driving means for positioning the valve at a position corresponding to the detected traveling range; inclination detecting means for detecting the inclination of the vehicle; and a driver operating the shift lever from the parking range to another traveling range. Will detection means for detecting a will and outputting a detection signal, wherein the valve drive means has the detection signal output from the will detection means, and the vehicle has been raised forward by the inclination detection means. When it is detected that the vehicle is tilted in the direction, the valve is positioned at the forward traveling side position, the detection signal is output from the will detection means, and the vehicle is moved forward by the tilt detection means. When it is detected that the valve is tilted in the downward direction, it is necessary to position the valve at the reverse traveling position. Automatic transmission for a vehicle and butterflies.