JPH03103649A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To perform direct selection of each shift position by a method wherein movement of the specified pattern of a shift lever is transmitted through a linkage to the spool of a manual valve in each running range, and shifting is effected by means of an oil pressure circuit. CONSTITUTION:When a shift lever 101 is operated in a manner to move along the specified pattern or a regulating means 102, the spool of each of first and second manual valves 253 and 254 is independently moved through a manual valve shift operation generating means 251 and linkages 252a and 252b for positioning. An oil pressure responding to parking, neutral, and at least one forward range is fed through an oil pressure circuit by means of the two valves 253 and 254, and each shift position is freely and directly selected according to the will of a driver. Even when an electric system is failed in operation, this constitution performs safe running of a vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic transmission for a vehicle, and more particularly to an automatic transmission for a vehicle that can provide a shift feeling when manually operated.

(Prior art) Conventionally, in automatic transmissions for vehicles, P (barking)
, R (reverse), N (neutral), D (drive), L (low), and S (second) ranges, and the driver can select each range according to his or her will to automatically shift gears. is now being carried out. For example, in an automatic transmission with 5 forward gears and 1 reverse gear, if the driver selects the D range, depending on driving conditions such as vehicle speed and throttle opening, the S When the range is selected, the gears are automatically shifted between 1st and 3rd gears, and when the L range is selected, the gears are automatically shifted between 1st and 2nd gears. This range selection based on the driver's will is done by moving the shift lever, but in conventional automatic transmissions this is done by moving the shift lever through shift positions arranged in a straight line. That is, it is possible to select shift positions arranged in a so-called rlJ shape. However, in the conventional automatic transmissions mentioned above, once the driver moves the shift lever and selects the range, the gears are automatically changed depending on the driving conditions, so the gears can be changed manually. cannot be freely selected. Moreover, the gear that a driver desires while driving differs from person to person even under the same driving conditions, so the gear that is automatically selected by the automatic transmission is not necessarily what the driver desires. Furthermore, since the shift lever is operated by moving linearly, the shift lever lacks a sense of shift, and it is difficult to recognize the shift position during driving, so it is necessary to provide means for preventing erroneous operation.

Therefore, an automatic transmission for a vehicle has been provided in which a driver can select a desired gear position and fix the transmission at the selected gear position (see Japanese Patent Application Laid-Open No. 60-8912).

In this vehicular automatic transmission, the operating lever is moved in the vertical and horizontal directions to select shift positions arranged in a so-called "rH" shape, similar to manual shifting. A switch is provided that is turned on when the operating lever is placed at each movement position, and each range and each gear stage can be selected by turning on and off the switch. In addition to the shift positions arranged in an "I" shape used in conventional automatic transmissions, it is now possible to select shift positions arranged in a so-called "rl" (J) shape, similar to manual shifting. (Refer to Japanese Patent Application Laid-Open No. 157855/1986). In this case, when a shift position arranged in an "H" shape is selected, the switch provided at each shift position is turned on. , each gear stage can be selected, and each range can be selected by selecting shift positions arranged in a rl shape. (Issues to be solved by the invention!
fi) However, in the automatic transmission for a vehicle having the above structure, since the driver can select the shift positions arranged in the shape of rH, the driver can freely change the range and gear stage. This provides a sense of shift, reduces erroneous operations, and makes it possible to shift directly from one range or gear to another, making it possible to diversify driving conditions. However, none of the above Even in automatic transmissions, at the shift positions arranged in a rH shape, a switch is provided for shifting to the range or gear selected by the driver, and the range or gear can only be changed via the switch. The selection is now made. Therefore, if the electrical system of the above-mentioned switch malfunctions or noise occurs, the positions of the valves that make up the hydraulic system may become uncontrolled, and the vehicle may not be able to run at all. ．． The present invention solves the problems of the conventional automatic transmission for vehicles, allows the driver to freely change ranges and gears, provides a sense of shift, reduces erroneous operations, and allows the driver to freely change ranges and gears. It is possible to shift directly from one gear to another, or directly to another gear, allowing for diversification of driving conditions, and even in the event of electrical system failure or noise, it is possible to continue driving. The purpose is to provide an automatic transmission for vehicles. (Means for Solving the Problems) In order to solve the above problems, the present invention provides a spool valve (
Manual valves (10, 253, 2) that selectively open and close the boat depending on the position of the manual valves (10a, 265, 266)
54). ! : a shift lever (101) for selecting a driving range according to the driver's will; a regulating means (102) regulating the movement of the shift lever (101) to a certain pattern; and regulating means (102). Manual valve (10,253.25
4) a manual valve switching operation generating means that generates a switching movement; and a manual valve switching operation generating means that is connected to the manual valve switching operation generating means and transmits the movement of the manual valve switching operation generating means to the spool of the manual valve (10, 253, 254). Linkage (126, 162, 213
, 252a, 252b) and the manual valve (1
0,253,254) and has a hydraulic circuit (40) for switching each driving range, and the manual valve (10, 253, 254) is connected to parking, reverse, neutral and at least one forward range. The corresponding hydraulic pressure is supplied.

Further, the manual valve switching operation generating means includes a shift lever (10) regulated by a regulating means (102).
It is assumed that the motion in 1) is converted into linear motion.

(Operation and Effect of the Invention) According to the present invention, the spool valve (10a, 2
A manual valve (10, 253, 254) that selectively opens and closes the boat depending on the position of the driver (65, 266), a shift lever (101) for selecting a driving range according to the driver's will, and the shift lever (101) A regulating means (102) that regulates the movement of the valve to a certain pattern, and a manual valve switching operation that generates a movement that switches the manual valve (10, 253, 254) in accordance with the movement regulated by the regulating means (102). means and
a linkage (126, 162, 213, 252a) connected to the manual valve switching operation generating means and transmitting the movement of the manual valve switching operation generating means to the spool of the manual valve (10, 253, 254);
, 252b) and the manual valve (10, 2
The manual valve (10, 253, 254) corresponds to barking, reverse, neutral and at least one forward range. Since the driver can easily recognize the shift position of the shift lever (101),
You can feel the shift and select the range or gear. Therefore, there is no need to worry about erroneously operating the shift lever, and smooth driving can be achieved. Further, each shift position can be freely and directly selected by the driver's will.

Furthermore, as the shift lever (101) is operated to select each shift position, the manual valve (lO, 25
3,254) is not operated and a predetermined switching is performed, so even if the electrical system fails, the spool is placed in the position corresponding to the shift position at that time, so the vehicle can be driven safely. ．． In addition, in the above description,
For convenience of explanation, each element is given a reference numeral, but these do not limit the structure of the present invention.

(Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings.

Figure 2 is a mechanical diagram of the automatic transmission for vehicles of the present invention. In the figure, 5-speed automatic transmission I! 121 includes a torque converter section 22, a 4-speed automatic transmission mechanism section 23 that controls the main transmission mechanism section, and a U/D (underdrive) mechanism section 25 that constitutes a sub-transmission mechanism section.

The torque converter section 22 includes a torque converter 26
and a lock-up clutch 27, which connects the rotation of the engine crankshaft 28 to the input shaft 29 through an oil flow or by mechanical coupling by the lock-up clutch 27. The 4-speed automatic transmission mechanism section 23 includes a single brake gear unit 30 and a dual planetary gear unit 31, and both of these planetary gear units 30. 31
The carrier CR and sun gear S are connected together. Further, the input shaft 29 is connected to the ring gear R1 of the single planetary gear unit 30 via the first clutch C1.
and a second clutch C. It is connected to Sanghya S via. The Sangya S has the first brake B. is directly braked by the first one-way clutch F. via the second brake B! The rotation in one direction is restricted by the ring gear R2 of the dual gear gear unit 31.
However, the third clutch C. It is connected to the ring gear R8 of the dual planetary gear unit 31 through the ring gear R8, and between the ring gear R1 and the ring gear R8, the ring gear R rotates when the clutch is engaged. The third one-way clutch F regulates the rotation so that it does not become less than
．． is intervening. The carrier CR is connected to a counter drive gear 32 that serves as an output member of the four-speed automatic transmission mechanism section 23. On the other hand, the underdrive mechanism section 25 consists of a single propeller gear unit 33, the ring gear R of which is connected to a counter driven gear 35 that is always engaged with the counter drive gear 32, and the carrier CRs is connected to an output pinion 36. ing. Further, the rotation of Sangya S, in one direction is restricted by a fourth one-way clutch F, and is braked by a fourth brake B, and is connected to the carrier CRs via a fourth clutch C3. The output pinion 36 is connected to the differential device 3.
7 to the left and right front axles 39r and 39N. Next, a shift lever employed in the above automatic transmission for a vehicle will be explained.

FIG. 1 is a perspective view of a shift lever of an automatic transmission for a vehicle according to the present invention, and FIG. 3 is a perspective view of another shift lever. In the figure, 101 is a shift lever for changing the driving range and gear position according to the driver's will. 10
2 is a guide plate as a guide means for regulating the movement of the shift lever 101 in the vertical and lateral directions, and the guide plate 102 has guide grooves 103a. 10
3b is formed, and the shift lever l01 is in the guide groove 10.
3a. 103b. Said guide groove 103a. 103b, each has a so-called rl{J-shaped shift position. The guide groove 1038 is a horizontal groove 104a.
Three vertical grooves 105a+l06a, 1
07a, and three grooves 108a. 109a.
110a is extended. Of the driving range and gear stage selected by the shift lever 101, the groove 10
5a is the 1st gear, and groove 106a is the 3rd gear.
The groove 107a has a 5th gear and an automatic shift D range.
A second gear is assigned to the groove 108a, a fourth gear is assigned to the groove 109a, and N, R, and P are assigned to the groove 110a. In the case of the guide groove 103a (hereinafter referred to as the "first pattern"), the entire shift position arrangement is arranged in an H-shaped pattern and is simple, and the same arrangement as a manual transmission, so manual shift You can select the range or gear while enjoying the sensation. Therefore, there is no need to worry about erroneously operating the shift lever, and smooth driving can be achieved. Note that the guide means of the present invention is not limited to a guide plate, but may be anything that restricts the shift lever to move according to a certain pattern, such as a detent mechanism. In addition, each shift position can be freely and directly selected by the driver's will, which not only reduces the time required for shifting, but also eliminates shift shock caused by passing through other ranges or gears. Can be done. On the other hand, the guide groove 103b has four vertical grooves 105b, 106b, 107b above the horizontal groove 104b.
．． 108b has two vertical grooves 109b below,
110b is extended. Of the driving range and gear stage selected by the shift lever 101, the groove 10
5b, P, R, and N, groove 106b, 1st gear, groove 107b, 3rd gear, groove 108b, 5th gear and automatic gear D range, and groove 109b, A 2nd gear is assigned to the groove 110b, and a 4th gear is assigned to the groove 110b. In the case of the guide groove 103b (hereinafter referred to as the "second pattern"), the shift positions are arranged in an H-shaped pattern, which is the same arrangement as a manual transmission, so you can enjoy the feeling of manual shifting while shifting the range or shifting position. You can select the gear. Therefore, there is no need to worry about erroneously operating the shift lever, and smooth driving can be achieved. In addition, each shift position can be freely and directly selected according to the driver's will, which not only reduces the time required for shifting, but also eliminates the need to shift through other ranges or gears. .

Here, when the shift lever is operated according to the first and second patterns described above, in order to operate according to the movement of the shift lever regulated by the guide plate 102 and to generate a movement to switch the manual valve described later, Manual valve switching operation generating means is provided.

The plate cam type manual valve switching operation generating means will be explained with reference to FIGS. 4 and 5. Fig. 4 is a mechanical diagram of a plate cam type manual valve switching operation generating means, Fig. 4 (A) is a pattern diagram of a shift lever, and Fig. 4 (B) is an X direction arrow diagram of Fig. 4 (A). , FIG. 4(C) is a view indicated by the Y direction, and FIG. 4(D) is a plan view of the cam plate. In the figure, reference numeral 121 denotes a spherical body that is pivotably supported on the shift lever 101, and a first pattern guide plate (not shown) is disposed above the spherical body 121. Further, the lower end l22 of the shift lever 101 moves 180° symmetrically in response to the movement of the shift lever 101 regulated by the guide plate of the first pattern, and is disposed between the sphere 121 and the lower end 122. Guided by gate plate l23. Therefore, the gate plate 123 has grooves that are 180 degrees symmetrical with the first pattern. The lower end 122 of the shift lever 101 moves under the movement regulated by the guide plate and gate plate 123. As the lower end 122 moves, the cam play eye 24 disposed near the lower end 122 is driven. A cam groove 125 is formed in the cam plate 124 to convert the movement of the lower end 122 of the shift lever 101 into linear movement, and the converted linear movement is transmitted to the manual valve via the linkage 126. The cam groove 125 extends from the horizontal groove 131 to the grooves 132 and 133.
．． 134 extends downward, and grooves 135, 136, 137 extend upward. As described above, the cam groove 125 is shaped to correspond to the lower end 122 of the shift lever 101, so when the shift lever 101 is moved along the groove 105a of the guide plate 102, the lower end 122 is shaped to correspond to the groove of the cam plate 124. 13
Move along 2. Similarly, the shift lever 101 is inserted into the grooves 106a and 107a.
, 108a. I09a. When moved along I10a, the lower end 122 is in the grooves 133, 134, 135,
Move along 136 and 137. Here, the grooves 132 and 135 are to the right at an angle of approximately 50 degrees from the groove 131, the groove 137 is to the left at an angle of approximately 50 degrees, and the groove 133 is to the left at an angle of approximately 50 degrees.
to the right at an angle of approximately 70°, and grooves 134 and 136 rise vertically. Lower end 12 of shift lever l01
2 moves along the grooves 132, 135, and 137, the cam plate 124 moves larger, and when it moves along the groove 133, the cam plate 124 moves smaller. If it moves along the grooves 134 and 136, it does not move. Although only the groove 137 in FIG. 4 ([1) is illustrated, the tip 137a of the groove 137 can be bent as shown by a bent portion 137b to further enhance the shift feeling. That is, by providing the bent portion 137b, the lower end 122 of the shift lever 101 is subjected to resistance in the final stage of movement. Therefore, the shift lever 101
When moving, the operation feeling is light at the beginning of movement,
It is possible to make the operation feel heavier at the end of the movement. Furthermore, by connecting a plurality of straight lines extending at various angles or forming a curved line in the shape of the cam groove 125, various shifting sensations can be produced. Furthermore, the manual valve switching operation generating means having the above structure can be adapted to many types of vehicles because it is possible to create various shift patterns simply by changing the shape and arrangement of the cam grooves 125.

Fig. 5 is an operation diagram of the cam plate, Fig. 5 (A) is a state diagram at 1 speed, Fig. 5 (B) is a state diagram at 2 speed, Fig. 5 (C) is a state diagram at 3 speed, and Fig. 5 (C) is a state diagram at 3 speed. Figure 5 (D) is a state diagram at 4th speed, Figure 5 (
E) is the state diagram at 5th speed, and Fig. 5(F) is the state diagram at R time. The symbols L, S, D, N, and R written below indicate the spool position of the manual valve corresponding to the shape of the cam plate l24. For example, in the state shown in FIG. 5(A), the lower end 1 of the shift lever 101
22 is located in the groove 132, but at this time, the symbol L is located at the point where the left edge 138 of the cam plate 124 is extended downward.
, it can be seen that the manual valve spool is in the position to generate L range pressure. Similarly, Fig. 5 (B) shows the L range pressure, Fig. 5 (C) shows the S range pressure, Fig. 5 (D) shows the D range pressure, and Fig. 5 (
E) is a shift lever state diagram when generating D range pressure, and FIG. 5(F) is a shift lever state diagram when generating R range pressure. Here, L range pressure is generated in the 1st and 2nd speed states, and D range pressure is generated in the 4th and 5th speed states, but each gear is realized by another valve, and the manual valve is in the same state. It is placed in . As described above, when the shift lever 101 is shifted according to the first pattern, O in FIG.
For the shift position indicated by the symbol with 0, the manual valve position indicated by the symbol near the symbol with 0 is set. In the case of a conventional manual transmission, the intermediate position 139 that does not belong to each shift position is in the N state, but in the automatic transmission for a vehicle of the present invention, in order to eliminate the power-off state, the intermediate position 139 is in the N state in the manual transmission. Instead, it is in the D state. however,
A driver who is accustomed to operating the manual transmission considers the intermediate position 139 to be the N state and shifts the shift lever 101.
If the shift lever 101 is left in the intermediate position 139 for a predetermined period of time or longer, the control device may cause the vehicle to start moving if the D state continues. Forced into N state. In addition, if the solenoid valves, etc. for selecting each gear stage do not operate as expected due to a failure of the control device, noise, etc., fail-safe control is performed, and the symbol next to the manual valve position in Figure 4 The gear shown in parentheses is selected. Also, as shown in the figure, l speed and 2
It is shifted to 2nd gear when driving at high speed, to 3rd gear when driving in 3rd gear, to N when driving in 4th and 5th gears, and to R when driving in reverse. In other words, the system shifts to a gear position that is close to the driving state immediately before switching to fail-safe control and has less shock. Therefore, even if there is no electric signal, it is possible to shift gears in 2nd and 3rd gears, and the vehicle can be pulled out quickly. Next, a hydraulic circuit for controlling the automatic transmission for vehicles of the present invention will be explained. FIG. 6 is a diagram showing a hydraulic circuit of an automatic transmission for a vehicle in which the above-mentioned plate cam type manual valve switching operation generating means is employed.

In the hydraulic circuit 40, C e. C I+ C I+
Cs is the hydraulic servo for each clutch explained in Fig. 2;
B+, Bt. BhBt is a hydraulic servo for each brake. And lO is the manual I lever, lOa is 1
The spool that generates each range pressure by moving in the manual anoretic valve lO, 1l is the 1-2 shift valve that controls the first shift valve, and 13 is the 2-3 shift valve that controls the third shift valve. Valve, 12 is a 3-4 shift valve constituting the second shift valve, 16 is a 4-
5 shift valve. In addition, SL is 1-2 and 3-4 shift valve 11, l2
The first solenoid valve, S2, controls the 2-3 shift valve l3, and the second solenoid valve, S3, controls the 2-3 shift valve l3.
is the third solenoid valve that controls the 4-5 shift valve 16. Furthermore, 60 is a lock-up control valve, S4
is a fourth solenoid valve that controls the duty ratio of the lockup control valve 60, and 61 is a lockup modulator valve that stabilizes the duty ratio control by the solenoid valve S4. Further, 63 is a primary regulator valve, 65 is a secondary regulator valve, and 69 is a low modulator valve. 70 is a cooler, 71 is a Tara bypass valve, 72 is a throttle valve made of a linear solenoid and can freely control the oil pressure, 73 is a solenoid modulator valve, and 74 is a B1 sequence valve. Further, 75 is an achiemulator control valve, 26 is a torque converter, 27 is a lock-up clutch, and P is a hydraulic bomb. The second brake hydraulic servo Bt, the third crunch hydraulic servo C0, the fourth clutch hydraulic servo C3, and the first brake hydraulic servo B1 have pressure regulating valves 76a, 76b, 76c, and 76d, respectively. and accumulators 77a, 77b. 77c, 77d are arranged, and the first clutch hydraulic servo CI and the second clutch hydraulic servo C2 are provided with accumulators 77e, 77d.
77f is provided. Note that a case-mounted accumulator 80 is communicated with the fourth brake hydraulic servo B4.

In addition, in Fig. 6, the capacitor-shaped symbol interposed in the oil passage indicates that the oil passage is blocked by the separator plate, and as a result, it can also be used as a valve body for a 4-speed automatic transmission. It is designed so that it can be used for both purposes.

Next, we will explain the operation of an automatic transmission for vehicles that employs the plate cam type manual valve switching operation generating means described above. In the automatic transmission for a vehicle that employs the plate cam type manual valve switching operation generating means of the present invention, the movement of the cam pre-Ichimoku 24 operated by the shift lever 101 is transmitted via the linkage 126 to the manual valve 10 (
Figure 6). 5-speed automatic transmission 21 with the above configuration
are the first to fourth solenoids S. of the hydraulic control circuit 40 depending on each range selected by the manual valve 10.
S! ．． S2+S4 operate as shown in the operation table shown in FIG. 7, and each clutch C0 to C, each brake Bl-84 and each one-way clutch F0 to F perform a predetermined operation,
Each gear stage from 1st to 5th in each travel range P, R, D, S, and L is obtained. That is, the driver operates the shift lever 101 to
When positioned in the groove 107a of the pattern, the D range is selected.

In the first speed state (1st) in the D range, the first solenoid valve S1 is on and in the supply state, the second solenoid valve S2 is on and in the drain state, and the third solenoid valve S3 is on. It is in a drain state. Therefore, 1-2 shift valve l1 and 3-4
The shift valve 12 is in the upper half position, and the 2-3 shift valve 13 and the 4-5 shift valve l6 are in the lower half position. In this state, the line pressure from boat D of manual valve IO is applied to oil passages Da, Db and 4-5 shift valve l6.
The line pressure PL of the line pressure oil passage La is supplied to the first clutch hydraulic servo CI through the oil passage Da and the oil passage Dd, and the line pressure PL of the line pressure oil passage La is supplied to the boat of the 2-3 shift valve 13 and the oil passage L.
It is supplied to the fourth brake hydraulic servo B4 via e. As a result, the first clutch (forward) C, in the automatic transmission 21 is connected, and the fourth brake B4 is connected.
is activated. At this time, the rotation of the input shaft 29 is controlled by the single planetary gear unit 30 via the first clutch CI.
Since the ring gear R2 of the dual planetary gear unit 31 is prevented from rotating by the second one-way clutch F2, the common carrier CR is rotated in the forward direction while the sun gear S is idling in the opposite direction. The rotation is significantly decelerated and the rotation is transferred from the counter drive gear 32 to the counter driven gear 35 of the U/D mechanism section 25.
is transmitted to. 31 U/D mechanism section 25 includes a fourth brake B4 and a fourth one-way clutch F,
operates, and the first speed of the four-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 operate together in the entire automatic transmission 2l to obtain the first speed.

Further, in the second speed state (2nd) in the D range, the first solenoid valve S1 is turned off from the first speed state and is in a drain state. Then, 1-2 shift valve 1l and 3
-4 The shift valve 12 is switched to the lower half position, and the line pressure from port D of the manual valve 10 is transferred to the oil path De.
l Oflog is supplied to the second brake hydraulic servo B8. Therefore, in this state, in addition to the connection of the first clutch C1, the second brake B2 is operated.

As the second brake B2 is activated, the B1 sequence valve 74 is placed in the upper half position via the oil passage Dh, and the oil passage Dg and the oil passage Dj communicate with each other. Then, the first brake hydraulic servo B is operated via the oil passage Dk, oil passage DIl, and oil passage Dn.

Therefore, since rotation of the sangya S is stopped by the operation of the first one-way clutch F1 based on the second brake B and the brake B, the rotation of the ring gear R1 from the input shaft 29 is limited to the rotation of the ring gear R1 of the dual planetary gear unit 31. Carrier CR while spinning the ring gear R in the forward direction.
is decelerated and rotated in the positive direction, and the rotation is caused by the rotation from the counter driven gear 32 to the counter driven gear 3 of the U/Dsrs section 25.
5. 2 of the 4-speed automatic transmission mechanism section 23
The speed and U/D @ structure section 25 operate together, and the transmission 21 obtains the second speed. Also, the 3rd speed state (3rd
), the second solenoid valve S2 turns off from the second speed state and switches to the supply state. Then, the 2-3 shift valve l3 switches to the upper half position, the line pressure of the line pressure oil passage i acts on the left control oil chamber of the 1-2 shift valve 11 via the oil passage Lc, and the line pressure oil The line pressure of line La is supplied to the fourth clutch hydraulic servo C field via the 2-3 shift valve 13 and the oil line Ld, and the fourth brake hydraulic servo B4 is supplied to the drain of the 2-3 shift valve 13. It is placed in a drain state via the port. As a result, the 4-speed automatic transmission mechanism 23 remains in the 2nd speed state,
As the fourth brake B4 is released, the fourth clutch C3 is engaged, and the U/Dll structure 25 is directly connected. Therefore, the second speed of the automatic transmission mechanism 23 and the U/D mechanism section 25
A 3rd speed state can be obtained for the entire transmission 21 by the combination of the directly connected states. Further, in the fourth speed state (4th) in the D range, the first solenoid valve S1 is turned on from the third speed state to switch to the supply state. Then, line pressure acts on the right control oil chamber of the 3-4 shift valve 12, switching the valve 12 to the upper half position. Note that line pressure also acts on the right side control oil chamber of the 1-2 shift valve 11, but since the line pressure is already acting on the left side control oil chamber, it is combined with the biasing force of the spring, and as a result, the 1-2 shift valve 11 The shift valve 11 is restricted to the lower half position. Therefore, the D range pressure passes through the oil path De, oil path OP, and oil path DQ to the fourth clutch hydraulic servo C. is supplied to As a result, the first clutch C1 and the fourth clutch C are connected, and the second brake B. In addition to the operation of , the third clutch C is connected. At this time, the input shaft 29 is rotated through the ring gear R of the single planetary gear unit 30 via the first clutch C.
At the same time, it is transmitted to the ring gear Rχ of the dual planetary gear unit 31 via the third clutch C0. Therefore, both bra neta ligia uni soto 30
．． Each of the 31 elements rotates as a unit, and the carrier CR
Rotation at the same speed as the input shaft 29 is transmitted from the input shaft 29 to the counter drive gear 32. The rotation of the drive gear 32 is U
/D@In combination with the direct connection state of the structure 25, a 4-speed output with the same rotation speed as the human power shaft 29 can be obtained from the output pinion 36. Furthermore, in the 5th speed state (5TH) in the D range, the third solenoid S3 is turned off from the 4th speed state to switch to the supply state. Then, the 4-5 shift valve 16 switches to the upper half position, and the lth clutch hydraulic servo C1
is put into the drain state via the drain boat, and the line pressure of port D of the manual valve 10 is supplied to the first brake hydraulic servo B1 via the oil path Dr and the oil path Dn, and the first brake B1 is activated. Operate. At this time, the rotation of the input shaft 29 is controlled by the third clutch C. Ring gear R of dual planetary gear unit 31 via
! and Sanghya S has been stopped,
Ring gear R of single planetary gear unit 30.
The carrier CR rotates at high speed while idling at increased speed, and the high speed rotation is transmitted to the counter drive gear 32 as O/D (overdrive). The 0/D rotation operates together with the U/D mechanism section 25 which is in a directly connected state, so that the entire transmission 21 can achieve 5th speed.

Here, when performing fail-safe control while driving in the D range, the first solenoid valve Sl is off and in the drain state, the second solenoid valve S2 is off and in the supply state, and the third solenoid valve S3 is off. , the 1-2 shift valve 1l and 3-4 shift valve 12 are in the lower half position, and the 2-3 shift valve I3 and 4 are in the supply state.
-5 shift valve 16 is placed in the upper half position, clutch C
++, C+. Cz is released, resulting in the N state. Next, move the shift lever 101 to guide play position 02 (first
When the manual valve 1 is positioned in the groove 104a in the figure
0 is placed in the same position as in the D range.

Therefore, when performing fail-safe control at this time, the first solenoid valve S1 is off and in the drain state, the second solenoid valve S2 is off and in the supply state, and the third solenoid valve S3 is off and in the drain state. 1-2 shift valve 11 and 3-4 shift valve 12
is placed in the lower half position, the 2-3 shift valve 13 and the 4-25 shift valve l6 are placed in the upper half position, and the clutches Go, C are placed in the upper half position.
+, Cz are released, resulting in the N state. When the shift lever lO1 is positioned in the groove 109a,
4th speed is selected as the driving range. At this time, similarly to the 4th speed state in the D range, the first clutch C, the third clutch Co, the fourth clutch C, and the second brake B! is engaged to achieve 4th gear. In the case of fail-safe control, the N state is established as described above.

Further, when the shift lever 101 is positioned in the groove 106a, the driving range is set to 3rd speed. At this time, the spool of the manual valve 10 moves to a position where S range pressure is generated as described above.

The on/off state of each solenoid valve is the same as in the third gear of the D range, and each of the first clutch C1, fourth clutch Cs, first brake B, and second brake B
2 is engaged to achieve 3rd speed. However, at this time, the hydraulic pressure from the S port of the manual valve 10 passes through the oil passage Sa to the 3-4 shift valve 12 and the 4-5 shift valve 1.
The 3-4 shift valve 12 and the 4-5 shift valve 16 are fixed in the lower half position, thereby preventing shifting to the 4th and 5th speeds.

At this time, in the fail-safe control, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve S3 are turned off, but each clutch and brake are in the engaged and disengaged state similar to when driving in the D range. is realized.

Further, when the shift lever 101 is positioned in the groove 108a, the second speed is selected as the driving range. At this time, the spool of the manual valve 10 moves to a position where it adds pressure to the S range pressure and generates the L range pressure.

The on/off state of each solenoid valve is the same as the second speed in the D range, and the first clutch C1, first brake B1, and second brake B2 are engaged to realize the second speed. However, the oil pressure from the L boat of the manual valve 10 is supplied to the left control oil chamber of the 2-3 shift valve 13 through oil passages la, lb, and lc, and the 2-3 shift valve l3 is fixed in the lower half position. This prevents the vehicle from shifting to third gear.

At this time, when the fail-safe control state is reached, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve
Solenoid valve S3 is turned off, but each clutch,
The brakes are engaged and disengaged in the same manner as when driving in second gear in the D range.

When the shift lever 101 is positioned in the groove 1058,
1st speed is selected as the driving range. At this time, the spool of the manual valve 10 similarly moves to a position where L range pressure is generated. The on/off state of each solenoid valve is the same as in the first gear of the D range, and each of the first clutch C and the fourth clutch
Brake B4 is engaged to achieve 1st speed. Here, similarly, the oil pressure from the L port of the manual valve 10 is applied to the oil passages 1a, j2f, l. The third brake B is engaged via G, Rh, and lLjJ, and the 1st engine brake that cannot be obtained in 1st gear in the D range is obtained. Also, the oil pressure from the L boat of manual valve 1o is
! a. l! b. It is supplied to the left control oil chamber of the 2-3 shift valve 13 through the lc, and fixes the 2-3 shift valve l3 in the lower half position, thereby preventing it from shifting to 3rd gear. At this time, when the fail-safe control state is reached, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve
Solenoid valve s3 is turned off, but each clutch,
The brakes are engaged and disengaged in the same way as when running in second gear in the D range.

Furthermore, within the groove 110a (Fig. 1), no hydraulic pressure is supplied from the manual valve 1o in the N range and the P range. And the first solenoid valve S1
is in the supply state when it is on, it is in the drain state when the second solenoid valve S2 is on, and it is in the drain state when the third solenoid valve S3 is on. Therefore, the 1-2 shift valve 11 and the 3-4 shift valve 12 are in the upper half position, and the 2-4 shift valve 12 is in the upper half position.
The 3rd shift valve l3 and the 4-5th shift valve 16 are in the lower half position, and the line pressure from the oil passage La is supplied to the fourth brake hydraulic servo B4 via the oil passage Le. When switching from the N range to the R range, if the vehicle is stopped or at a slow speed (7 km/h or less), connect the second clutch C8 and apply the third brake (1st
・Reverse) Activate Bs. Then, the input shaft 29
The rotation of is transmitted to Sangya S via clutch Ct,
In this state, the ring gear R2 of the dual planetary gear unit 31 is fixed by the operation of the third brake B, so while the ring gear R1 of the single planetary gear unit 30 is rotated in the opposite direction, the carrier CR also rotates in the opposite direction. The reverse rotation of the gear is the counter drive gear 32
The data is transmitted from the U/D@structure 25 in the U/D state.
Also, when switching from N range to R range, if the vehicle is traveling at a predetermined speed (7 km/h or less) or higher, the first
Turn on the solenoid valve S1, fix the reverse control valve in the upper half position, and release the third brake B. This prevents the vehicle from entering the R range while driving.

The rack and pinion type manual valve switching operation generating means will be explained with reference to Figs. 8 and 9. Fig. 8 is a state diagram of the rack and pinion in each driving range and gear stage, Fig. 8 (A) is a state diagram in P range, Fig. 8 (B) is a state diagram in R range, and Fig. 8 (C
) is the state diagram in the N range, Fig. 8 (D), Fig. 8 (
F), Fig. 8 (+) and Fig. 8 (L) are state diagrams at intermediate positions, Fig. 8 (E) is 1st speed state diagram, Fig. 8 (G) is 2nd speed state diagram, and 8th Figure (}l) is the 3rd speed state diagram, Figure 8 (J
) is the 4th speed state diagram, Fig. 8 (κ) is the 5th speed state diagram, and Fig. 9 is the rack and pinion pinion support IIrj! It is J.

In the figure, the pinion 151 has engaging teeth 151 on both ends thereof.
a, 15lb, bearings 152a,
It is rotatably supported by the fixed member 153 by 152b. A manual valve interlocking member 154 having a rack portion 154a on the side edge is attached to one of the engaging teeth 1.
It is arranged so that it always meshes with 51a. on the other hand,
A shift lever interlocking member 155 is arranged to be connected to the lower end of the shift lever 101 and to move following the shift lever 101. The shift lever interlocking member 1
55 has a plurality of rack portions that mesh with the engaging teeth istb depending on the selection of each range or gear stage. That is, a rack portion 156 with rightward facing teeth;
157 and a rack portion 158 with leftward facing teeth.
, 159, each rack portion 156, 15
7, 158, and 159 are respectively positioned at different positions in the left-right direction so as to correspond to the lateral movement of the shift lever 101.

In the rack-and-binion type manual valve switching operation generating means described above, the shift lever 101 assumes the second pattern shift position. The locking tooth 15lb is connected to the rack portion 156 when moving in the groove 105b (Fig. 3), the rack portion 158 when moving within the groove 106b, and the rank portion 157 when moving within the groove 109b. , ``When moving within the groove 107b, it meshes with the rack portion 159.

Moreover, the groove 110b. When moving 108b, the rack and pinion is released. Note that 161 is a pattern that is moved by the lower end of the shift lever 101 when the shift lever 101 is moved, and is 180'' point symmetrical with the second pattern (Fig. 3).Furthermore, in the above structure, the above Retaining teeth 151a. Manual valve interlocking member 15 with different gear ratios of 15lb
4 and the shift lever interlocking member 155 can be relatively moved by different amounts.

That is, although the stroke of the manual valve is determined by various requirements on the automatic transmission mechanism side, it is also necessary to ensure the stroke on the shift lever 101 side, and the stroke of the knob portion of the shift lever 101 becomes considerably large. Therefore, the above-mentioned engaging teeth 151a, 15lb
By making the gear pitches different, it becomes possible to move the manual valve by a large amount even by slightly moving the knob portion of the shift lever 101.

The manual valve interlocking member 154 is the linkage 16
It is connected to the manual valve via 2. Furthermore, the hydraulic circuit of an automatic transmission for a vehicle that employs this rack-and-binion type manual valve switching operation generating means is similar to the hydraulic circuit of an automatic transmission for a vehicle that employs a plate cam type manual valve switching operation generating means. The control operation is also the same.

FIG. 110 shows a pattern diagram of a shift lever in the case of the above-mentioned rank and pinion type manual valve switching operation generating means.

As shown in the figure, the manual valve generated pressure at each shift position, the range during fail-safe control, and the gear stage are the same as those in Figure 4 (A), and the arrangement has been changed to the second pattern. I just did it. Next, the plate-type manual valve switching operation generating means will be explained with reference to FIGS. 11 and 12.

Fig. 11 is a state diagram of each range and gear stage of the plate type manual valve switching operation generating means, Fig. 11 (A) is a P range state diagram, Fig. 11 (B) is an N range state diagram, Fig. 11 (C) and Fig. 11 (D) are intermediate position state diagrams, Fig. 11 (E) is 1st speed state diagram, Fig. 11 (F) is 2nd speed state diagram, and Fig. 11 (G) is 3rd speed state diagram. Figure 11 (H) is 4
Figure 11 (1) is a 5-speed state diagram, Figure 12 is a mechanism diagram of the manual valve switching operation generating means, Figure 12 (
A) is a plan view of the manual valve switching operation generating means at 1st speed, FIG. 12(B) is a side view at 1st speed, and FIG. 12(C) is
) is a plan view in N range, Fig. 12 (D) is a side view in N range, Fig. 12 (E) is a plan view in 2nd speed, Fig. 12 (
F) is a side view at 2nd speed.

In this plate-type manual valve switching operation generating means, the shift lever assumes the second pattern shift position shown in FIG. In FIGS. 11 and 12, 201 is a first plate that moves linearly in response to the movement of the shift lever 101;
202 is a second plate for returning the l-th plate 20l to the reference position. The lth plate 201 has
A window 203 is formed to generate a linear movement of the manual valve when the shift lever 101 moves within the groove 103b (FIG. 3). As shown in the figure, the window 203 is made up of a narrow portion that follows the movement of the shift lever 101 and a wide portion that does not follow the movement of the shift lever 101.

204 is a window 20 formed in the first plate 201 when the shift lever 101 moves within the groove 103b.
This is a driving point that moves the first plate 20l by coming into contact with the edge of the plate 201, and moves within a pattern indicated by 205. In this case, unlike the plate cam type and rack & pinion 2, the pattern 204 has the same configuration as the second pattern of the shift gear 101.

Furthermore, a rectangular window 206 is formed in the second plate 202 . The window 206 is formed to lift the second plate 202 when the shift lever 101 is moved upward after the first plate 201 is activated as the shift lever 101 moves downward. Therefore, the window 206 is shaped like a thin strip with a constant width.

The first plate 20 by the second plate 202
1, a locking part 210 is formed at the upper end of the first plate 201, as shown in FIG. The locking portion 210 comes into contact with the upper end abutting portion 211 and is lifted when the second play 1-2022 rises as the shift lever 101 moves.

FIG. 12(E) shows a state in which the shift lever 101 is in the second speed position, and from this state the locking portion 210 and the contact portion 21 are in contact with each other until the shift lever 101 reaches the N position in FIG. 12(C).

Thereafter, when the shift lever 101 moves to the first speed position, the engagement between the second plate 202 and the first plate 201 is released, and the first plate 201 does not move thereafter.

In order to release the engagement between the second plate 202 and the first plate 201, a guide groove 212 is formed in the second plate 202, and a guide groove 212 is formed in the second plate 202 at a predetermined position.
02 is raised, the second plate 202 is tilted as shown in FIG.

FIG. 13 is a diagram showing the shift position of the plate type manual valve switching operation generating means. As described above, when the shift lever 101 is shifted according to the second pattern, the manual valve position as shown by the symbol near the O symbol is set for the shift position indicated by the O symbol in the figure. .

Also, similar to the plate cam type and rack & binion type, in order to eliminate the power-off state, the intermediate position 139 that does not belong to each shift position is not set to the N state as in the manual transmission mode, but is set to the D state. be. However, if a driver who is accustomed to operating a manual transmission considers the intermediate position l39 to be the N state and shifts the shift lever 1
If the shift lever 101 is left in the intermediate position 139 for a predetermined period of time or longer, the vehicle may start to move if the D state continues. Forced into N state by the device. In addition, if the solenoid valve for selecting each gear does not operate as expected due to a failure of the control device, noise, etc., fail-safe control will be performed, and the symbol next to the manual valve position in Figure 13 will be activated. The gear shown in parentheses is selected.

Also, as shown in the figure, when running in 1st, 3rd and 5th gears, the switch is set to N, when running in 2nd gear, it is switched to 2nd gear, and when running in 4th gear, it is switched to 3rd gear.
When going in reverse, they are shifted to R. The manual valve switching operation generating means fJIff is connected to the manual valve 10 via the linkage 2l3 (FIG. 11), and is connected to the manual valve 10 via the linkage 2l3 (Fig. 11).
1 according to the second pattern, the manual valve 10 can be operated. And a fifteenth second plate 201. Since the valve 202 is designed to move only in the longitudinal direction of the vehicle, the width of the manual valve switching operation generating means can be reduced, and the center console can be made smaller. The vehicular automatic transmission having the above-mentioned manual valve switching operation generating means is controlled by the hydraulic circuit shown in FIG. 6, similar to the plate cam type and rack and pinion type. Then, depending on each range selected by the manual valve IO, the first to
The fourth solenoids s, , S, , Ss, S4 operate as shown in the operation table shown in FIG. 14, and each clutch C. ~C,,
Each brake 81 to B4 and each one-way clutch Fo%
F3 performs a predetermined operation and each travel range P. R. D
, S, and L, 1st to 5th gears are obtained. That is, the driver operates the shift lever 101 to shift to the second position.
When positioned in the groove 108b of the pattern, the D range is selected. 1st speed J in D range! If (1st), the first solenoid valve Sl is on and in the supply state, and the second
Solenoid valve S2 is on and in the drain state,
゜And the third solenoid valve S3 is on and in the drain state. Therefore, the 1-2 shift valve l1 and the 3-4 shift valve 12 are in the upper half position, and the 2-3 shift valve 12 is in the upper half position.
Shift valve 13 and 4-5 shift valve 16 are in the lower half position. In this state, the line pressure from the boat D of the manual valve IO is applied to the oil passage a. Db and 4-5 shift valve 1
The line pressure oil BLa is supplied to the first clutch hydraulic servo C through the oil passage Da and the oil passage Dd of 6, and the line pressure PL of the line pressure oil BLa is supplied through the boat of the 2-3 shift valve 13 and the oil passage Le. It is supplied to the fourth brake hydraulic servo B4. As a result, the automatic transmission 21 shifts to the first clutch C.
1 is connected, and the fourth brake B4 is activated. Also, in l speed, the third brake B3 is always engaged, strengthening the engine brake. At this time, the rotation of the input shaft 29 is transmitted to the ring gear R of the single planetary gear unit 3o via the first clutch c1, and in parentheses, the ring gear R of the dual planetary gear unit 31 is transmitted to the second ring gear R of the dual planetary gear unit 3o. Since the rotation is prevented by the one-way clutch F8, the common carrier Cl? is rotated in the forward direction at a large IPM deceleration, and the rotation is transmitted from the counter drive gear 32 to the counter driven gear 35 of the U/Di structure 25. And jff U/D l
In the M mechanism section 25, the fourth brake B4 and the fourth one-way clutch F operate, and the first speed of the 4-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 operate together in the entire automatic transmission 2l. 1st speed is obtained.

Also, 2nd speed state (2nd) and 3rd speed (3rd) state in D range.
rd), 4th speed (4th), and 5th speed (5th), the operation is similar to that of a vehicular automatic transmission having a plate cam type and a rank & pinion type manual valve switching operation generating means.

Here, when performing fail-safe control while driving in the D range, the first solenoid valve S1 is off and in the drain state, the second solenoid valve S2 is off and in the supply state, and the third solenoid valve S3 is off and in the supply state. In the drain state, the 1-2 shift valve 11 and 3-4 shift valve 12 are placed in the lower half position, the 2-3 shift valve 13 and 4-5 shift valve l6 are placed in the upper half position, and the clutches CG, CI, CZ is released, resulting in the N state.

Next, when the shift lever 101 is positioned in the groove 110b of the guide plate 102 (Fig. 3), the 4th speed is selected as the driving range, but the manual valve 1o is placed in the S range position, and the D range pressure and S range pressure is generated.

As a result, the first clutch C
I, the second clutch Co, the fourth clutch Cp, and the second brake B2 are engaged to achieve 4th speed. Since oil pressure is supplied and the 4-5 shift valve l6 is held in the lower half position, shifting to the 5th speed can be prevented.

In addition, when performing fail-safe control IB in the fourth speed, the first solenoid valve s1 is off and in the drain state, the second solenoid valve s2 is off and in the supply state, and the third solenoid valve s3 is off and in the supply state. 1-2 shift valve 11 and 4-5 shift valve 1
6 is placed in the lower half position, the 2-3 shift valve l3 and the 3-4 shift valve 12 are placed in the upper half position, the clutch C0 is released, and the brake B is engaged to enter the third speed state.

Further, when the shift lever 101 is positioned in the groove 107b, the third speed is selected. At this time, the spool of the manual valve IO moves to the position where the D range pressure is generated as described above.

The on/off state of each solenoid valve is the same as in the 3rd gear of the D range, and each of the first clutch C1, fourth clutch C, first brake B, and second brake B2 are engaged. 3 speed is achieved.

In this case, the first solenoid valve Sl, the second solenoid valve S2, and the third solenoid valve S3 are turned off in fail-safe control, but in this case, each clutch and brake are in the engaged and disengaged state similar to the N range. Realized.

Further, when the shift lever 101 is positioned in the groove 109b, the second speed is selected as the driving range. At this time, the spool of the manual valve IO moves to a position where L range pressure is generated in addition to S range pressure.

The on/off states of each solenoid valve Sl, S2, and S3 are the same as in the second gear of the D range, and the first clutch CI, the first brake BI, and the second brake B!
Then, the fourth brake B4 is engaged to achieve second speed. However, the oil pressure from the L boat of the manual valve 1o is applied to the oil paths fa, j2b, j! The oil is supplied to the left side control oil chamber of the 2-3 shift valve 13 through C, and fixes the 2-3 shift valve 13 in the lower half position, thereby preventing it from shifting to third gear.

At this time, when the fail-safe control state is reached, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve
Solenoid valve s3 is turned off, but each clutch,
The brakes are engaged and disengaged in the same way as when running in second gear in the D range.

Further, when the shift lever 101 is positioned in the groove 106b, the driving range is set to I speed. At this time, the spool of the manual valve IO moves to a position where D range pressure is generated.

The on/off state of each solenoid valve is the same as the first speed in the D range, and the first clutch CI1, third brake B, and fourth brake B4 are engaged to achieve the first speed.

At this time, when the fail-safe control state is reached, the first solenoid valve S1, the second solenoid valve S2, and the third solenoid valve S3 are turned off, but in this case,
Each clutch and brake achieves the same engaged and disengaged state as the N range.

Further, the N, R, and P ranges in the groove 105b shown in FIG. 3 operate in the same manner as the plate cam type and rack and pinion type. Next, a vehicular automatic transmission having a two-manual valve type manual valve switching operation generating means will be described.

In this embodiment, the manual valve switching operation generating means consists of a link mechanism that produces two independent linear movements in response to the movement of the shift lever. Therefore, the link mechanism used in conventional manual transformers is used. Fig. 15 is a diagram of the manual valve switching operation generating means and the connection mechanism between the manual valves in a two-manual valve type, and Fig. 15 (A) shows the connection! 8 overall view of the mechanism, Figure 15 (B) is a diagram of the select side mechanism, Figure 15 (C) is a plan view of the detent on the select side, Figure 15 (D) is a diagram of the shift side mechanism, Figure 15 (E
) is a plan view of the detent on the shift side, Fig. 16 is an enlarged view of the main part of the manual valve switching operation 4 generating means, and Fig. 16 (
^) is an assembled state diagram, and FIG. 16(B) is an exploded perspective view.

In the figure, 251 is a link mechanism that forms two independent linear movements in the manual valve switching operation generating means of the two-manual valve type, and the linear movements are transferred to the select side, that is, the first manual valve via linkages 252a and 252b. It is connected to a valve 253 and a shift side, that is, a second manual valve 254 .

Each linkage 252a. The movement of 252b is
The signal is transmitted to the control levers 241a, 24lb to swing them, and the detents 243a. Rock 243b. The detents 243a, 243b are connected to manual valves 253, 254, respectively, and move the spool by a rocking motion. The above Deten}243a. 2
Since the friction generated at locations other than detent 243b is small and uniform at each shift position of shift lever 101, detent 243a. By changing the shape of 243b, the response during shifting can be freely set.

The detents 243a and 243b are shown in FIG.
), as shown in (E), the manual valve 253
, 254, and the spool can be fixed at a predetermined position by locking the detent springs 244a and 244b into the recesses. Note that 245a and 245b are neutral start switches, and 246 is a barking rond.

On the other hand, at the lower end of the shift lever 101, there are first and second actuating members 255, which extend perpendicularly to each other, as shown in FIG. 256 is formed, and the shift lever 1
01 in the direction of arrow X (lateral), the first actuating member 255 swings up and down. On the other hand, a "<"-shaped bell crank 257 is supported so as to be swingable about a fulcrum 258. and the first actuating member 255 is attached to one end 259 thereof.
The tips of the two are engaged. And the first actuating member 25
5 swings up and down, the bell clamp 257 and @260 are reciprocated back and forth.

Further, when the shift lever 101 is swung in the direction of the arrow y (vertical), the second actuating member 256 reciprocates back and forth. In this way, by moving the shift lever 101 in the horizontal and vertical directions, the first and second actuating members 255
, 256 can be reciprocated independently. The shift position of the shift lever 101 takes the first pattern shown in FIG.

FIG. 17 is a diagram showing the shift position of the manual valve switching operation generating means of the two-manual valve type. As described above, when the shift lever 101 is shifted according to the first pattern, the manual valve generated pressure is set as indicated by the symbol near the circled symbol for the shift position indicated by the circled symbol in the figure. Ru.

An intermediate position 139 that does not belong to each shift position is in the N state. At this intermediate position 139, as shown in FIG.
243a has a structure that fixes the spool position of the first manual valve 253, so there is no need to provide a special spring for returning the shift lever 101 to the intermediate position 139.

The movement generated by the manual valve switching operation generating means consisting of the above-mentioned mechanism is transmitted to the first manual valve 253 and the second manual valve 254, and the range and gear stage are selected.

FIG. 18 is a contact diagram of the hydraulic circuit of the first manual valve 253 and the second manual valve 254.

In the figure, the first manual valve 253 has four lands 265a, 265b. 265c, 265d
A first spool 265 having two lands 266a and 266b is slidably disposed on the second manual valve 254. The first manual valve 253 includes an R boat, a
A port, a b port, an EX boat, a PL port, a C boat, and an L boat are formed in the second manual valve 254, and an EX boat, a d boat, an e boat, and an f boat are formed, respectively. Then, the a-boat and the d-boat pass through the oil passage 267, and the b-boat and the f-boat pass through the oil passage 267.
68 and a shuttle valve 269, the C-boat and the e-boat are connected via an oil line 270.

The first spool 265 and the second spool 266 take positions as shown in the figure, depending on the range and gear position. As shown in FIG. 19, the first manual valve 253 and the second manual valve 2 correspond to each range and gear stage.
I will explain about the 54-shaped bear. Figure 19 is a manual valve state diagram for each range and gear stage, Figure 19 (A
) is the 1st speed state diagram, Fig. 19 (B) is the 2nd speed state diagram, Fig. 19
Figure (C) is a 3rd speed state diagram, Figure 19 (D) is a 4th speed state diagram,
FIG. 19(E) is a 5th speed state diagram, FIG. 19(F) is an R state diagram, FIG. 19(G) is a P state diagram, and FIG. 19(H) is an N state diagram.

In the manual valve switching operation generating means constructed as described above, two manual valves 253 and 254 are used to generate each range pressure. In the case of one manual valve, for example, when shifting from the N range or the D range to the L range, the spool position of the manual valve always changes via the S range, so the L range pressure cannot be generated immediately. On the other hand, in this embodiment, since each range pressure is generated by a combination of two manual valves 253 and 254, it is possible to shift immediately.

Next, the operation of the automatic transmission for a vehicle employing the two-manual valve type manual valve switching operation generating means will be described.

FIG. 20 is a diagram showing a hydraulic circuit of an automatic transmission for a vehicle that employs a two-manual valve type manual valve switching operation generating means.

The above-mentioned 5-speed automatic transmission ja21 is controlled by the first to fourth solenoids s. ,st,s,
, S4 operate as shown in the operation table shown in FIG. ~Cs, each of the brakes 81 to B4, and each of the one-way clutches Fo"Fs perform predetermined operations, and each gear stage 1 to 5 in each travel range P, R, D, S, and L is obtained. That is, The driver operates the shift lever 101 to shift to the first
When positioned in the groove 107a of the pattern, the D range is selected. l velocity Jt in D range! i(tst) is when the first solenoid valve SL is off and in the supply state, and when the second
Solenoid valve S2 is on and in the drain state,
And the third solenoid valve S3 is off and in a drain state. Therefore, 1-2 shift valves 11 and 3
-4 shift valve 12 is in the upper half position, and 2-3 shift valve l3 and 4-5 shift valve 16 are in the lower half position. In this situation, the second manual valve 254 is
The line pressure from D is supplied to the first clutch hydraulic servo CI via oil passages Da, Db, oil passage Dc of the 4-5 shift valve 16, and oil passage Dd, and the line pressure oil passage L
The line pressure PL of a is supplied to the fourth brake hydraulic servo B4 via the boat of the 2-3 shift valve 13 and the oil path Le. As a result, in the automatic transmission 21, the first clutch C1 is connected and the fourth brake B4 is activated. At this time, the rotation of the input shaft 29 is caused by the rotation of the first clutch C.
, to the ring gear R1 of the single planetary gear unit 30, and in this state, since the ring gear Rt of the dual planetary gear unit 31 is prevented from rotating by the second one-way clutch F2, the ring gear S is transmitted in the opposite direction. Common carrier C while idling
R is rotated at a significantly reduced speed in the forward direction, and this rotation is transmitted from the counter drive gear 32 to the counter drip gear 35 of the U/D mechanism section 25. Then, the U/D @ structure 25 has a fourth brake B4 and a fourth one-way clutch F,
is activated, and in the entire automatic transmission 21, the 1st speed of the 4-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 are operated together to obtain I speed.

In addition, in the second speed state (2nd) in the D range, the first solenoid valve Sl is turned on from the ■ speed state to turn on the drain state. Then, 1-2 shift valve l1 and 3
-4 Shift valve l2 is switched to the lower half position and the second
The line pressure from the boat D of the manual valve 254 of the oil passage RO e, Dr. Second brake hydraulic servo B via Dg! is supplied to Therefore, in this state, in addition to the connection of the first clutch CI, the second brake B
, is activated.

Also, the second brake B! As the valve 81 is operated, the 81 sequence valve 74 is placed in the upper half position via the oil passage Dh, and the oil passage Dg and the oil passage Dj are communicated with each other. And oil road Dk
, oil path D■, and oil path On, the first brake hydraulic servo B1 is operated.

Therefore, the rotation of the ring gear S is prevented by the operation of the first one-way clutch F based on the second brake B2 and the first brake B, and therefore the rotation of the ring gear R1 from the input shaft 29 is prevented from rotating by the dual planetary clutch F, based on the second brake B2. While the ring gear R2 of the gear unit 31 idles in the forward direction, the carrier CR rotates at a reduced speed in the forward direction, and the rotation is transmitted from the counter driven gear 32 to the counter driven gear 35 of the U/D mechanism section 25. Then, the second speed of the four-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 operate together to obtain the second speed.

Further, in the third gear 9 (3rd) in the D range, the second solenoid valve S2 is turned off from the second gear to the supply state. Then, the 2-3 shift valve 13 switches to the upper half position, and the line pressure of the line pressure oil passage La acts on the left control oil chamber of the 1-2 shift valve 11 via the oil passage Lc, and the line pressure oil Line pressure of line La is 2
It is supplied to the fourth clutch hydraulic servo C through the -3 shift valve 13 and the oil path Ld, and the fourth brake hydraulic servo B4 is drained through the drain port of the 2-3 shift valve l3. As a result, the 4-speed automatic transmission mechanism 23 remains in the 2nd speed state, the fourth brake B4 is released, the fourth clutch C is engaged, and the U/D mechanism 25 is directly connected. ．． Therefore, the second speed of the automatic transmission mechanism 23 and the direct connection of the U/D mechanism section 25 are combined to provide the third speed in the entire transmission 21. In addition, the 4th gear state (4th) in the D range is the 1st gear state from the 3rd gear state.
Solenoid valve S1 turns off and switches to the supply state. Then, line pressure acts on the right control oil chamber of the 3-4 shift valve 12, switching the valve 12 to the upper half position. Note that line pressure acts on the right side control oil chamber of the 1-2 shift valve 11, but since the line pressure is already acting on the left side control oil chamber, it is combined with the biasing force of the spring, and as a result, if 1-2 shift Valve 11 is restrained in the lower half position.

Therefore, the D range pressure is supplied to the fourth clutch hydraulic servo C0 via the oil path De, the oil path Dp, and the oil path nq. As a result, in addition to the connection of the first clutch C1 and the fourth clutch C and the operation of the second brake B2, the third clutch co is connected.

At this time, the input shaft 29 is rotated through the ring gear R of the single planetary gear unit 30 via the first clutch C.
．． At the same time, it is transmitted to the ring gear R2 of the dual gear gear unit 31 via the third clutch C0. Therefore, both bra failure unit 3
0. Each element of 31 rotates as a unit, and the carrier C
Rotation at the same speed as the input shaft 29 is transmitted from R to the counter drive gear 32. The rotation of the drive gear 32 is combined with the direct connection state of the U/D'IIa structure 25,
A 4th speed output with the same rotation speed as the input shaft 29 can be obtained from the output pinion 3G.Furthermore, the 5th speed state in the D range (5
TH), the third solenoid S3 is turned on to switch from the 4th speed state to the supply state. Then, the 4-5 shift valve 16 is switched to the upper half position, the first clutch hydraulic servo CI is drained through the drain port, and the line pressure of the second manual valve 254 is transferred to the oil path. It is supplied to the first brake hydraulic servo B1 via Dr and the oil path Dn, and the first brake B+ is operated.

At this time, the rotation of the input shaft 29 is controlled by the third clutch C. Ring gear R of dual planetary gear unit 31 via
．． Since the sangya S is stopped in the parenthesized state, the ring gear R of the single brane gear unit 30 is transmitted to the ring gear R. The carrier CR rotates at high speed while idling at increased speed, and the high speed rotation is transmitted to the counter drive gear 32 as 0/D. The O/D rotation operates together with the U/D mechanism section 25 which is in a directly connected state, so that the entire transmission 21 can achieve 5th speed. Here, when performing fail-safe control while driving in the D range, the first solenoid valve S1 is off and in the supply state, the second solenoid valve S2 is off and in the supply state, and the third solenoid valve S3 is off. , the 1-2 shift valve 11 and 4-5 shift valve 16 are in the lower half position, and the 2-3 shift valve 13 and 3 are in the drain state.
-4 The shift valve 12 is placed in the upper half position, the first clutch C is engaged and the first brake B is released.
It becomes a fast state. Next, when the shift lever 101 is positioned in the groove 104a of the guide plate l02 (FIG. 1), the first and second manual hubs 253 and 254 are placed in the same position as in the N range, which will be described later. At this time, oil is not supplied from the first and second manual valves 253 and 254. Therefore, the solenoid is in the N state regardless of whether it is on or off.

When the shift lever 101 is positioned in the groove 1098,
4th speed is selected as the driving range. At this time, 4 in D range
Similarly to the high speed state, the first clutch C1, the third clutch C0, the fourth clutch C3, and the second brake B2 are engaged to realize the fourth speed.

Then, in the case of fail-safe control, the vehicle is in the 4th speed state as in the case of the D range.

Further, when the shift lever 101 is positioned in the groove 106a, the third speed is selected as the driving range. At this time, similarly to the 3rd speed state of the D range, the first crunch C, the fourth crunch, the first brake B1 and the second brake B2
is engaged to achieve third speed.

At this time, the first solenoid valve Sl, the second solenoid valve S2, and the third solenoid valve S3 are turned off in the fail-safe control, but in this case, each clutch and brake are operated in the same way as in the 4-way wandering in the D range. A disengaged state is achieved. Further, when the shift lever 101 is positioned in the groove 108a, the second speed is selected as the driving range. At this time, the spool of the manual valve 10 moves to a position where L range pressure is generated in addition to D range pressure. The on/off state of each solenoid valve is the same as the 2nd gear of the D range.
I-th clutch C, I-th brake B. and second brake B! are respectively engaged to achieve second speed. However, the oil pressure from the L boat of the first manual valve 253 is applied to the oil passages 1a,j! b, lc to the left control oil chamber of the 2-3 shift valve l3, and fixes the 2-3 shift valve 13 in the lower half position, thereby preventing it from shifting to third gear. At this time, when the fail-safe control state is reached, the first solenoid valve SL, the second solenoid valve S2, and the third solenoid valve SL
Solenoid valve S3 is turned off, but each crunch,
The brakes can be engaged and disengaged in the same way as when driving in D range. When the shift lever 101 is positioned in the groove 1058,
1st speed is selected as the driving range. The on/off state of each solenoid valve is the same as the first speed in the D range, and the first clutch CI and third brake B are respectively engaged to achieve the first speed. At this time, when the fail-safe control state is reached, the first solenoid valve Sl, the second solenoid valve S2, and the third solenoid valve
Solenoid valve S3 is turned off, but each clutch,
The brakes can be engaged and disengaged in the same way as when driving in the D range. Also, in the groove 110a (Fig. 1), in the N range and the P range, the eleventh second manual valve 253. There is no oil pressure supplied from 254. Then, the first solenoid valve S1 is off and in the supply state, the second solenoid valve S2 is on and it is in the drain state, and the third solenoid valve S3 is off and it is in the drain state. Therefore, the 1-2 shift valve 11 and the 3-4 shift valve 12 are in the upper half position, and the 2-3 shift valve 13 and the 4-4 shift valve are in the upper half position.
The fifth shift valve 16 is in the lower half position, and line pressure from the oil passage La is supplied to the fourth brake hydraulic servo B through the oil passage Le.

In addition, when switching from the N range to the R range, if the vehicle is stopped or at a slow speed, the second clutch C,
and operate the third brake B. Then, the rotation of the input shaft 29 is transmitted to the sangya S via the second clutch C2. However, in this state, the ring gear Rt of the dual planetary gear unit 31 is fixed by the operation of the third brake B, so while the ring gear R of the single planetary gear unit 30 is rotated in the reverse direction, the carrier CR is also rotated in the reverse direction. , the reverse rotation of the carrier is transmitted from the counter drive gear 32 to the U/D mechanism section 25. Furthermore, when switching from the N range to the R range, if the vehicle is running at a predetermined speed or higher, the first solenoid valve 51 is turned on to switch the 1-2 shift valve 1l and the 3-4 shift valve l2. Release brake B in step 3. This prevents the vehicle from entering R range when driving. In the above embodiment, a guide plate 102 as shown in FIGS. 1 and 3 is provided as a regulating means for regulating the movement of the shift lever 16l in the vertical and lateral directions. In the manual valve switching operation generating means of the two manual valve type described above, this regulating means is the manual valve 253. It can also be provided on the 254 itself.

FIG. 22 is an explanatory diagram of another regulating means, FIG. 22(A) is an exploded perspective view of the other regulating means, and FIG. 22(B) is a sectional view of the other regulating means.

In the figure, spool valve 265. A manual valve 253 . 254 Cylindrical portion 271 for regulating mutual movement. 272 is expressed. The cylindrical portion 271 has grooves 273a, 273b.
273c, a groove 274 is formed in the cylindrical portion 272. On the other hand, a bin guide 275 fixed to a valve body (not shown) is attached to the spool valve 2135. A pin 276 is inserted into a pin hole 276 formed in the pin guide 275 and arranged to face the pin guide 266 .

The length of the pin 276 is the same as that of the cylindrical portion 271. Clearance between 272 and grooves 273a, 273b, 273c
, 274.

The bottle 276 is in the groove 273a. 273b. 273c
．． 274, the spool valves 265, 26
6 movement is restricted. And one spool valve 26
5. When 266 becomes unable to move, the other becomes able to move. Therefore, two spool valves 265. 266 no longer moves at the same time,
The movement of the shift lever 101 follows a predetermined pattern. Note that the spool valve 266 of the manual valve 254 has the following:
Only one pin hole 274 is formed so that the pin 276 is locked only when the N position is reached. therefore,
The manual valve 253 is fixed at positions other than this N position. Fig. 23 is a manual valve state diagram when another regulating means is adopted in the manual valve switching operation generating means of the two-manual valve type. Spool valve 265 of manual valve 253, 254 at each shift {l
, 266 states are shown. The state of the boat in each range and each gear stage is the same as that shown in FIG. 19.

Note that the present invention is not limited to the above embodiments,
Various modifications are possible based on the spirit of the present invention, and these are not excluded from the scope of the present invention.

[Brief explanation of drawings]

1 is a perspective view of a shift lever of an automatic transmission for a vehicle according to the present invention, FIG. 2 is a mechanical diagram of an automatic transmission for a vehicle according to the present invention, FIG. 3 is a perspective view of another shift lever, and FIG. 4 is a perspective view of a shift lever of an automatic transmission for a vehicle according to the present invention. is a mechanical diagram of the plate cam type manual valve switching operation generating means, Fig. 4 (A) is a pattern diagram of the shift lever, and Fig. 4 (B)
4(^) is a diagram indicated by the X direction, FIG. 4(C) is a diagram indicated by the Y direction, FIG. 4(D) is a plan view of the cam plate, and
The figure shows the operation diagram of the cam plate, Fig. 5 (A) shows the state at 1 speed, Fig. 5 (B) shows the state at 2 speed, Fig. 5 (C) shows the state at 3 speed, Fig. 5 (D) is a state diagram at 4th speed, Fig. 5 (E)
is a state diagram at 5th speed, FIG. 5 CF) is a state diagram at R time, and FIG. 6 is a diagram showing a hydraulic circuit of an automatic transmission for a vehicle in which the above-mentioned plate cam type manual valve switching operation generating means is adopted.
FIG. 7 is a diagram showing an operation table of an automatic transmission for a vehicle that employs a plate cam type manual valve switching operation generating means;
Fig. 8 is a state diagram of the rack and pinion in each driving range and gear stage, Fig. 8 (A) is a state diagram in P range, Fig. 8 (B) is a state diagram in R range, and Fig. 8 (C
) is the state diagram in the N range, Figure 8 (D>, Figure 8 (
F), Fig. 8 (T) and Fig. 8 (L) are state diagrams at intermediate positions, Fig. 8 (E) is 1st speed state diagram, Fig. 8 (G) is 2nd speed state diagram, Fig. 8 (H) is the 3rd speed state diagram, Figure 8 (J)
is a diagram of the 4th speed state, Figure 8 (K) is a diagram of the 5th gear state, Figure 9 is a diagram of the rack and pinion pinion support state, and Figure 10 is the manual valve switching operation of the above rack and pinion type. Shift lever pattern diagram in case of generation means, 1st
Figure 1 is a state diagram of each range and gear of the plate type manual valve switching operation generating means, Figure 11 (A) is a P range state diagram, Figure 11 (B) is an N range state diagram, and Figure 11 (A) is a state diagram of the N range.
Figure (C) and Figure I1 (D) are intermediate position state diagrams,
Figure (E) is a 1st speed state diagram, Figure 11 (F) is a 2nd speed state diagram,
FIG. 11 (G) is a 3rd speed state diagram, FIG. 11 (H) is a 4th speed state diagram, FIG. 11 (1) is a 5th speed state diagram, and FIG. 12 is a mechanism diagram of the manual valve switching operation generating means. Figure 12 (A)
12(B) is a side view of the manual valve switching operation generating means at 1 speed, FIG. 12(C) is a plan view of the manual valve switching operation generating means at 1 speed, and FIG. 12(D) is a plan view of the manual valve switching operation generating means at 1 speed. Side view of N range, Figure 12 (E) is a plan view at 2nd speed, Figure 12 (P)
is a side view at 2nd speed, Fig. 13 is a diagram showing the shift position of the manual valve switching operation generating means on plate 2, Fig. I4
The figure is a diagram showing an operation table of a vehicle automatic transmission that employs a plate type manual valve switching operation generating means, and FIG. 15 is a diagram of a connection mechanism between the manual valve switching operation generating means and manual valves in a two-manual valve type. Figure 15 (^) is an overall view of the coupling mechanism, Figure 15 (CB) is a diagram of the mechanism on the select side, Figure 15 (C) is a plan view of the detent on the select side, Figure 15 (D) is Ja composition on the shift side,
Figure (E) is a plan view of the detent on the shift side, Figure 16 is an enlarged view of the main parts of the manual valve switching operation generating means, and Figure 6
Figure (A) is an assembled state diagram of the same, Figure 16 (B) is an exploded perspective view of the same, Figure 17 is a diagram showing the shift position of the manual valve switching operation generating means of the two manual valve type, and Figure 18 is a diagram of the first manual valve switching operation generating means. , a connection diagram of the hydraulic circuit of the second manual valve, Fig. 19 is a state diagram of the manual valve in each range and gear stage, Fig. 19 (A) is a state diagram of 1st speed, Fig. 19 (B)
is a 2nd speed state diagram, FIG. 19(C) is a 3rd speed state diagram, FIG. 19(D) is a 4th speed state diagram, FIG. 19(E) is a 5th speed state diagram, and FIG. 19(F) is a R State diagram, Figure I9 (G) is P state diagram,
Fig. 19 (01) is an N state diagram, Fig. 20 is a diagram showing the hydraulic circuit of a vehicle automatic transmission that employs a 2-manual valve type manual valve switching operation generating means, and Fig. 21 is a diagram of a 2-manual hub 2 manual. Figure 22 showing an operation table for a vehicle automatic transmission equipped with a hub switching operation generating means
The figure is an explanatory diagram of another regulating means, Fig. 22 (^) is an exploded perspective view of the pond regulating means, Fig. 22 (B) is a sectional view of another regulating means, and Fig. 23 is a two-manual valve type. FIG. 7 is a state diagram of the manual valve when another regulating means is employed in the manual halp switching operation generating means. 10, 253, 254...Manual valve, 1
0a, 265, 266...Spool valve, 40...
Hydraulic circuit, 101... Shift lever, 102... Guide plate, 124... Cam plate, 125.
...Cam groove, 126, 162, 213. 252a
．． 252b...linkage, 151...binion, 154a. 156-l59...Rank part, 20
DESCRIPTION OF SYMBOLS 1... First plate, 212... Second plate, 251... Link mechanism.

Claims (2)

[Claims] (1) A manual valve that selectively opens and closes ports depending on the position of the spool valve, a shift lever that selects the driving range according to the driver's will, and a regulating means that regulates the movement of the shift lever to a certain pattern; manual valve switching operation generating means that generates a movement to switch the manual valve in accordance with the movement regulated by the regulating means; It has a linkage for transmitting data to the spool of the valve, and a hydraulic circuit connected to the manual valve to switch between each driving range, and the manual valve has hydraulic pressure corresponding to parking, reverse, neutral, and at least one forward range. An automatic transmission for a vehicle characterized by supplying. (2) The automatic transmission for a vehicle according to claim 1, wherein the manual valve switching operation generating means converts the movement of the shift lever regulated by the regulating means into a linear motion.