JPH03107660A - Vehicle automatic transmission - Google Patents

Abstract

PURPOSE:To smooth running without erroneous operation by providing a cam channel on which a part of a shift lever is slid and a cam plate driven by the lever motion on a manual valve switching operation generating means. CONSTITUTION:The lower end 122 centered by a sphere 121 of a shift lever 101 is regulated and moved by a guide plate and gate plate 123, and a cam plate 124 is driven thereby. The cam plate 124 has a cam channel 125 for transforming the movement of the lower end into a linear motion formed thereon, which transmits the transformed linear motion to a manual valve through a linkage 126. This cam channel 126 vertically has channels 132-134, 135-137 from a transverse channel 131, and when the shift lever 101 is moved along the guide channel of a gear shift step, the lower end 122 is moved along the channels 132-137, and the cam plate 124 makes the corresponding linear motion. Thus, running can be smoothed with no possibility of erroneous operation of the shift lever.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an automatic transmission for a vehicle, and particularly to an automatic transmission for a vehicle that can be shifted manually.

(Prior art) Conventionally, in automatic transmissions for vehicles, P (parking)
, 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 five forward speeds and one reverse speed, if the driver selects the D range, the S When the range is selected, the gears are automatically shifted between 1st and 3rd speeds, and when the L range is selected, the gears are automatically shifted between 1st and 2nd gears.

This selection of a range according to the driver's will is performed by moving a 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 rl shape.

However, in the above-mentioned conventional automatic transmission, once the driver moves the shift lever and selects a range,
Since the gears are automatically changed depending on the driving conditions, it is not possible to freely select the gears manually. Furthermore, the gear position that the driver desires when driving varies from person to person even under the same driving condition, so the gear position that is automatically selected by the automatic transmission is not necessarily the gear that 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 automatic transmission for a vehicle, a control lever is moved in the vertical and horizontal directions to select shift positions arranged in a so-called r)IJ shape similar to a manual shift.

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, in addition to the shift positions arranged in an rlJ shape used in conventional automatic transmissions, it is possible to select shift positions arranged in a so-called rH shape similar to manual shifting. has been provided (see Japanese Patent Application Laid-Open No. 157855/1983).

In this case, when the shift positions arranged in the shape of rH are selected, the switches disposed at each shift position are turned on, and each gear can be selected. Each range can be selected by selecting the position.

(Problem to be Solved by the Invention) However, in the automatic transmission for a vehicle having the above configuration, since the driver can select the shift positions arranged in an rH shape, the driver can freely select the range and gear stage. This allows a shift feel to be obtained, reducing erroneous operations, and making it possible to shift directly from one range or gear to another, allowing for diversification of driving conditions. However, in any of the automatic transmissions mentioned above, a switch is provided for shifting to the range or gear selected by the driver at the shift positions arranged in a J-shape. A range or gear selection is made.

Therefore, if the electrical system of the above 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 shift comfort, reduces erroneous operations, and 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 (
A manual valve (10) that selectively opens and closes ports depending on the position of 10a), a shift lever (101) for selecting a driving range according to the driver's will, and regulating the movement of the shift lever (101) in a fixed pattern. a regulating means (102) for controlling the manual valve (10); a manual valve switching operation generating means for generating a motion for switching the manual valve (10) in accordance with the movement regulated by the regulating means (102); A linkage (1) is connected and transmits the movement of the manual valve switching operation generating means to the spool of the manual valve (10).
26) A hydraulic circuit (40) which is connected to the manual valve (10) and switches between each travel range.
have.

The manual valve (10) is for parking,
Provides hydraulic pressure for reverse, neutral, and at least one forward range.

Further, the manual valve switching operation generating means includes a cam groove (125) on which a part of the shift lever (101) slides.
and a cam plate (124) that follows the movement of the shift lever (101), and the cam groove (125)
) has a horizontal groove (131) extending in the direction of movement of the cam plate (124) and a plurality of grooves (132 to 137) extending diagonally or perpendicularly from the horizontal groove (131). .

Furthermore, the manual valve (10) is for parking,
It supplies hydraulic pressure for reverse, neutral, drive, low and second ranges.

(Operation and Effects of the Invention) According to the present invention, as described above, the manual valve (10) selectively opens and closes the ports depending on the position of the spool valve (10a), and the driving range is selected according to the driver's will. shift lever (101), and the shift lever
(101) A regulating means (
102), a manual valve switching operation generating means that generates a movement for switching the manual valve (10) in accordance with the movement regulated by the regulating means (102), and a manual valve switching operation generating means connected to the manual valve switching operation generating means, The movement of the switching action generating means is controlled by a manual valve (
a linkage (126) communicating with the spool of 1o);
It has a hydraulic circuit (40) connected to the manual valve (10) for switching each driving range, and the manual valve (10, 253, 254) is connected to the parking, reverse, neutral and at least one forward range. The means for supplying the corresponding hydraulic pressure and for generating the manual valve switching operation includes a cam groove (125) on which a part of the shift lever (101) slides, and
It consists of a cam plate (124) that follows the movement of the cam plate (101), and the cam groove (125) is formed in the cam plate (124).
4), and a plurality of grooves (132 to 137) extending diagonally or perpendicularly from the transverse groove (131), the driver cannot press the shift lever. - While easily recognizing the shift position (101), it is possible to select a range or gear stage with a feeling of shifting. Therefore, there is no need to worry about erroneously operating the shift lever (101,), and the vehicle can travel smoothly. In addition, each shift position can be changed freely according to the driver's will.
and can be selected directly.

Furthermore, as the shift lever (101) is operated to select each shift position, the manual valve (10) is operated to perform the specified switching, so even if the electrical system fails, the current shift Since the spool is placed at a position corresponding to the position, the vehicle can be driven safely.

A plurality of grooves (132 to 13
By bending the tip of 7) to provide resistance to the movement of the shift lever (101), it is possible to further increase the shift movement. That is, the operating feeling can be made light at the start of movement, and the operating feeling can be made heavy at the end of movement.

Moreover, various shifting sensations can be produced by connecting a plurality of straight lines extending at various angles or by forming the cam groove (125) into a curved line.

In the manual valve switching operation generating means having the above structure, various shift patterns can be created by simply changing the shape and arrangement of the cam grooves (125), so that it can be applied to a large number of vehicle models.

In the above description, each element is given a reference numeral for convenience of explanation, but these do not limit the configuration of the present invention.

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

FIG. 2 is a mechanical diagram of the automatic transmission for a vehicle according to the present invention.

In the figure, a 5-speed automatic transmission 21 includes a torque converter section 22, a 4-speed automatic transmission mechanism section 23 that constitutes a main transmission mechanism section, and a U/D (underdrive) mechanism section 25 that constitutes an auxiliary transmission mechanism section. It has become.

The torque converter section 22 includes a torque converter 26
and a lock-up clutch 27, and the rotation of the engine crankshaft 28 is coupled 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 planetary gear unit 30 and a dual planetary gear unit 31, and the carrier CR and sun gear S of both planetary gear units 30 and 31 are integrally connected.

Further, input shaft 29 is connected to ring gear R1 of single planetary gear unit 30 via first clutch CI, and to sun gear S via second clutch C2.

The sun gear S is directly braked by the first brake B, and its rotation in one direction is restricted by the second brake B2 via the first one-way clutch F1, and the ring gear R2 of the dual planetary gear unit 31
is connected to the ring gear R of the dual planetary gear unit 31 via the third clutch C0, and the rotation of the ring gear R is connected between the ring gear R1 and the ring gear Rz when the clutch is engaged. Third one-way clutch F that regulates the rotation so that it does not fall below the rotation of ring gear R2.
0 is present. The carrier CI+ 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 planetary gear unit 33, the ring gear R1 of which is connected to a counter driven gear 35 that constantly meshes with the counter drive gear 32, and the carrier CRz is connected to an output pinion 36.

Furthermore, the sun gear S is the fourth one-way clutch F3.
The rotation in one direction is regulated by a fourth brake B, and the carrier C113 is connected 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 39ffi.

Next, we will discuss the shift lever used in the automatic transmission for vehicles mentioned above.
I will explain about it.

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 switching the driving range and gear position according to the driver's will. 10
2 is a guide plate serving as a guide means for regulating the movement of the shift lever 101 in the vertical and horizontal directions;
1. The guide plate 102 has a guide groove 103a,
103b are formed, and the shift lever 101 can move along the guide grooves 103a, 103b.

The guide grooves 103a and 103b both have shift positions arranged in a so-called rH shape.

The guide groove 103a is a horizontal groove 104a.
Three vertical grooves 105a, 106a, 1
07a, three grooves 108a, 109a,
110a extends.

Of the driving range and gear position selected by the shift lever 101, the first gear position is located in the groove 105a.
The groove 1068 has a 3rd gear, the groove 107a has a 5th gear and an automatic shift D range, the groove 108a has a 2nd gear, the groove 109a has a 4th gear, and the groove 110a has a 4th gear. N
, R and P, respectively.

In the case of the above-mentioned guide groove 1.03a (hereinafter referred to as the "first pattern"), the entire shift position arrangement is arranged in an H-shaped pattern and is simple, and the arrangement is the same as that of a manual transmission, so manual shift You can select the range or gear while enjoying the bad money.

Therefore, there is no need to worry about erroneously operating the shift lever.
It is possible to make running smoother.

Note that the guide means of the present invention is not limited to the 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 according to 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.

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 extends.

Of the driving ranges and gears selected by the shift lever 101, the grooves 105b are for P, R, and N, the grooves 106b are for the 1st gear, the grooves 107b are for the 3rd gear, and the grooves 108b are for the 3rd gear. is assigned a 5th gear and an automatic shift D range, a 2nd gear is assigned to the groove 109b, 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 the manual transmission, so you can enjoy the manual shift 11. You can select the range or gear. Therefore, there is no need to worry about erroneously operating the shift lever, and the vehicle can travel smoothly.

In addition, each shift position can be freely and directly selected by the driver's will, which not only shortens the time required for shifting, but also eliminates shift shifts by going through other ranges or gears. .

Here, when the shift lever is operated according to the first and second patterns, the shift lever operates according to the movement of the shift lever regulated by the guide plate 1o2, and in order 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 arrow diagram in the X direction of Fig. 4 (A). , FIG. 4(C) is a Y-direction arrow view, and FIG. 4(D) is a plan view of the cam plate.

In the figure, reference numeral 121 is a spherical body that is pivotably supported on the shift lever 101, and a first pattern of guide plates (not shown) is disposed above the spherical body 121.

Further, the lower end 122 of the shift lever 101 moves 180' point symmetrically in response to the movement of the shift lever 101 regulated by the guide plate of the first pattern,
It is guided by a gate plate 123 disposed between the sphere 121 and the lower end 122. Therefore, a groove is formed in the gate plate 123 that is 180° 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. This movement of the lower end 122 causes the cam plate 124 disposed near the lower end 122 to
is made to follow.

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 groove 1.
32.133.134 downwards, groove 135.136.1
37 extends upward.

As described above, since the cam groove 125 is formed corresponding to the lower end 122 of the shift lever 101, the cam groove 125 is
1ot is moved along the groove 105a of the guide brake eye 02, the lower end 122 touches the groove 132 of the cam plate 124.
move along.

Similarly, shift lever 1ot is connected to grooves 106a and 107a.
, 108a, 109a, 110a, the lower end 122 is in the groove 133.134.135.13
6. Move along 137.

Here, the grooves 132 and 135 are approximately 50 mm from the groove 131.
groove 137 to the left at an angle of approximately 50', groove 133 to the right at an angle of approximately 70', groove 134.
136 stands up vertically. Shift lever 101
The cambrae eye 24 moves more when the lower end 122 moves along the groove 132.1.35.137 and less when it moves along the groove 133. It does not move when moving along grooves 134, 136.

Although only the groove 137 in FIG. 4(D) is illustrated,
By bending the tip 137a of the groove 137 as shown by a bent portion 137b, the shift feeling can be further enhanced. 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, when moving the shift lever 101, it is possible to have a light operating feeling at the start of the movement and a heavy operating feeling at the end of the movement.

In addition, various shifting effects can be created by connecting a plurality of straight lines extending at various angles or by forming a curved line in the shape of the cam groove 125.

Furthermore, the manual valve switching operation generating means having the above-mentioned configuration 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 1st speed, Fig. 5 (B) is a state diagram at 2nd speed, Fig. 5 (C) is a state diagram at 3rd speed, and Fig. 5 (C) is a state diagram at 3rd speed. Figure 5 (D) is a state diagram at 4th speed, Figure 5 (
E) is a state diagram at 5th speed, and FIG. 5(F) is a state diagram at R time.

The symbols S, D, N, and H shown below indicate the spool position of the manual valve corresponding to the state of the cam plate 124. For example, in the state shown in FIG. 5(A), the shift lever 10
1, the lower end 122 of the manual valve is located in the groove 132, and the mark on the left edge 138 of the cam plate 124 extending downward indicates that the spool of the manual valve is in the L position.
It can be seen that it is in the position where the range pressure is generated.

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 (
5(F) 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, respectively. Here, L range pressure is generated in the 1st and 2nd gear states, and D range pressure is generated in the 4th and 5th gear states, but each gear is realized by another valve, and the manual valve is in the same state. placed in

As described above, when the shift lever 101 is shifted according to the first 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 FIG. be done.

In the case of a conventional manual transmission, the intermediate position 139 that does not belong to each shift position is N, but in the automatic transmission for a vehicle of the present invention, in order to eliminate the power-off state, Ntj: It is not a state, but a D state. However, a driver who is accustomed to operating a manual transmission may consider the intermediate position 139 to be the N position and move the shift lever 10.
If the shift lever 101 is left in the intermediate position 139 for a predetermined period of time or longer, the control device is forced into the N state.

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 is performed, and the symbol next to the symbol indicating the manual valve position in Fig. 4 is activated. The gear shown in parentheses is selected.

Further, as shown in the figure, the gear is shifted to 2nd gear when traveling in 1st and 2nd gears, to 3rd gear when traveling in 3rd gear, to N when traveling in 4th and 5th gears, and to R when traveling in reverse. In other words, the vehicle is shifted to a gear position that is close to the driving state immediately before switching to fail-safe control and that provides less shock.

Therefore, even if there is no electric signal, it is possible to change gears to 2nd and 3rd speeds, and the vehicle can be evacuated in an emergency.

Next, a hydraulic circuit for controlling the automatic transmission for a vehicle according to 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 plate cam second manual valve switching operation generating means is employed.

In the hydraulic circuit 40, c, , c, cz, C1 are the second
Hydraulic servo for each clutch, B+, Bz explained in the figure.

B, , B are hydraulic servos for each brake. and,
10 is a manual valve, 10a is a spool that generates each range pressure by moving within the manual valve lO, 11 is a 1-2 shift valve that constitutes a first shift valve, and 13 is a third shift valve. Do 2-
3 shift valves, 12 is a 3-4 shift valve constituting a second shift valve, and I6 is a 4-5 shift valve.

Also, SI is 1-2 and 3-4 shift valve 11°12
B2 is the second solenoid valve that controls the 23 shift valve 13, and B3 is the third solenoid valve that controls the 4-5 shift valve 16.

Furthermore, 60 is a lock-up control valve, 34
8; i is a fourth solenoid valve that controls the duty ratio of the lock-up control valve 60, and 61 is a lock amplifier modulator valve that stabilizes the duty ratio control n 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 cooler bypass valve, 72 is a throttle valve made of a linear solenoid and can freely control oil pressure, 73 is a solenoid modulator valve, and 74 is a B1 sequence valve. Further, 75 is an Akiemulator control valve, 26 is a torque converter, 27 is a ronoku up crunch, and P is a hydraulic pump.

The second brake hydraulic servo B2, the third clutch hydraulic servo C0, the fourth clutch hydraulic servo C3, and the first brake hydraulic servo B have pressure regulating valves 76a, 76b, 76c, and 76d, respectively. and accumulators 77a, 77b, 77c, and 77d, and the first clutch hydraulic servo CI and the second clutch hydraulic servo Cz are provided with accumulators 77e and 77d.
7f is arranged. Note that a case-mounted accumulator 80 is communicated with the fourth brake hydraulic servo B.

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 a vehicle that employs the above-mentioned plate cam type manual valve switching operation generating means. The movement of the cam plate 124 operated by the shift lever 101 is connected to the manual valve 10 (
(Fig. 6).

The 5-speed automatic transmission 21 with the above configuration has a manual valve 1
According to each range selected by 0, the hydraulic control circuit 40
The first to fourth solenoids S5. B2.53S4 is the 7th
Each clutch 00 to C operates as shown in the operation table shown in the figure.
3. Each brake 81-B and each one-way clutch F
o=Fs performs a predetermined operation and each travel range P, R, D
, S, and L, the first to fifth gears are 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 1st speed state (1st) in the D range, the first solenoid valve SL 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 and in the drain state. in a 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 4-5 shift valve 16 are in the lower half position.

In this state, the line pressure from port D of manual valve 10 is applied to oil passages Da, Db and 4-5 shift valve 16.
The line pressure PL of the line pressure passage La is supplied to the first clutch hydraulic servo C1 through the oil passage Dc and the oil passage opening d, and the line pressure PL of the line pressure passage La is supplied through the port of the 2-3 shift valve 13 and the oil passage e. and is supplied to the fourth brake hydraulic servo B4. As a result, the first clutch (
Forward) C5 connects and the fourth brake B
4 is activated.

At this time, the rotation of the human power shaft 29 is transmitted to the ring gear R of the single planetary gear unit 30 via the first clutch C.
1, and in this state, the ring gear R2 of the dual branell gear unit 31 is prevented from rotating by the second one-way clutch F2, so the common carrier CR is rotated in the forward direction while causing the sun gear S to idle in the reverse direction. The rotation is greatly decelerated and the rotation is caused by counter drive gear 3.
2 to counter driven gear 35 of U/DIa structure 25
transmitted to. Then, the fourth brake B4 and the fourth one-way clutch F3 actuate the U/D4i lateral portion 25, and the 4-speed automatic transmission mechanism section 23 operates in the entire automatic transmission 21.
The first speed and the U/D mechanism section 25 operate together 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 valves 11 and 3
-4 The shift pulp 12 is switched to the lower half position, and the line pressure from port D of manual valve E 0 is changed to the oil path De.
, Dr, and Dg to the second brake hydraulic servo B2. Therefore, in this state, in addition to the engagement 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 og and the oil passage Dj are communicated with each other. Then, the first brake hydraulic servo B is operated via the oil passage Dk, the oil passage Dn+, and the oil passage Dn.

Therefore, the sun gear S operates the first one-way clutch F1 based on the second brake B2 and
The rotation of the ring gear R from the input shaft 29 is stopped by the dual planetary gear unit 31.
carrier C while idling ring gear R in the forward direction.
R is decelerated and rotated in the positive direction, and the rotation is caused by the counter driven gear 3 of the U/D mechanism section 25 from the counter driven gear 32.
5.

Then, the second speed of the four-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 operate together, so that the transmission 21 can obtain the second speed.

Further, in the third speed state (3rd) in the D range, the second solenoid valve S2 is turned off from the second speed state to switch 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-
3 shift valve 13 and oil passage 1. d to the fourth clutch hydraulic servo C1, and the fourth brake hydraulic servo B4 is brought into a drain state via the drain port of the 2-3 shift valve 13. This results in 4
The automatic transmission mechanism section 23 remains in the second speed state, and the fourth brake B4 is released and the fourth clutch C3 is engaged, so that the U/D @ structure section 25 is directly connected. therefore,
The combination of the second speed of the automatic transmission mechanism 23 and the direct connection state of the U/D mechanism section 25 provides a third speed state for the entire transmission 21.

Further, in the fourth speed state (4th) in the D range, the first solenoid valve Sl is turned on and switched from the third speed state 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 2-shift valve 11 is restricted to the lower half position.

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

At this time, the rotation of the input shaft 29 is transmitted to the ring gear R of the single planetary gear unit 30 via the first clutch C1.
At the same time, it is transmitted to the ring gear R2 of the dual planetary gear unit 31 via the third clutch C0. Therefore, both planetary gear units 30
．． Each element of 31 rotates as a unit, and the carrier C1?
Rotation at the same speed as the input shaft 29 is transmitted from the input shaft 29 to the counter drive gear 32 . Then, the rotation of the drive gear 32 is U
In combination with the direct connection state of the /D mechanism section 25, a 4-speed output having the same rotation speed as the input shaft 29 can be obtained from the output pinion 36.

Furthermore, the 5th speed state (5Tll) in the D range is 4
The third solenoid S3 is turned off from the speed state to switch to the supply state. Then, the 4-5 shift valve 16 is switched to the upper half position, and the first clutch hydraulic servo C3 is placed in the drain state via the drain port.
The line pressure of manual valve lO (port) D is the oil line Dr.
and the first brake hydraulic servo B+ via the oil path Dn.
is supplied, and the first brake B1 is activated.

At this time, the rotation of the input shaft 29 is transmitted to the ring gear R of the dual planetary gear unit 31 via the third clutch C6.
2 and sun gear S is stopped,
Ring gear R1 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 σ/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 11 and 3-4 shift valve 12 are in the lower half position, and the 2-3 shift valve 13 and 4 are in the supply state.
-5 shift valve 16 is placed in the upper half position, clutch C
,,C,,C,is released, resulting in an N state.

Next, when the shift lever 101 is positioned in the groove 104a of the guide plate 102 (FIG. 1), the manual valve 10 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 pulp 11 and 3-4 shift valve 12
is placed in the lower half position, the 2-3 shift valve 13 and the 4-5 shift valve 16 are placed in the upper half position, and the clutch CO+C
I+c, is released, resulting in the N state.

When the shift lever 101 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 1'th clutch C, the 3rd clutch Co, the 4th clutch C1, and the 2nd brake B2 are engaged to achieve 4th speed.

In the case of fail-safe control, the state is N, similar to the above.

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

Then, the on/off state of each solenoid valve is the same as in the 3rd gear of the D range, and each first clutch CI, fourth clutch C1, first brake B1, and second brake B are engaged. 3rd speed is achieved. However, at this time, hydraulic pressure from the S port of the manual valve 10 is supplied to the left control oil chambers of the 3-4 shift valve 12 and the 4-5 soft valve 16 via the oil passage Sa, and Since it is fixed in the lower half position of the 4-5 shift valve 16, shifting to the 4th and 5th speeds is prevented.

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 L range pressure is generated in addition to S range pressure.

Then, the on/off state of each solenoid valve is the same as in 2nd speed in the D range, and each first clutch C1, first brake B, and second brake B2 are engaged to achieve 2nd speed. . However, the oil pressure from the L port of the manual valve 10 is applied to the oil paths Pa, I! b, 2-3 via lc
The oil is supplied to the left control oil chamber of the shift valve 13 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.

When the shift lever 101 is positioned in the groove 105a,
L 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 CI and the fourth clutch
Brake B4 is engaged to achieve the first speed. Here, similarly, the oil pressure from the L port of the manual valve 10 is applied to oil path 1! a, ff, /! g, lh.

1:, the third brake B, is engaged via lj, and D
It provides 1st engine braking that cannot be obtained in 1st gear of the range. Additionally, hydraulic pressure from the L port of the manual valve 10 is supplied to the left control oil chamber of the 2-3 shift valve 13 via oil passages 1a, lb, and lc, and the 2-3 shift valve 13 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 way as when running in second gear in the D range.

Further, in the groove 110a (Fig. 1), in the N range and the P range, there is no hydraulic pressure supplied from the manual valve 10, 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 3-shift valve 13 and the 4-5 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 C2 and apply the third brake (1st
・Activate reverse) B.

Then, the rotation of the input shaft 29 is transmitted to the sun gear S via the clutch C2, and in this state, the ring gear R2 of the dual planetary gear unit 31 is activated by the third brake B,
Since 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, and the reverse rotation of the carrier is caused by the counter drive gear 32 to be in the U/D state. 25.

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 to fix the reverse control valve in the upper half position and release the third brake B3. This prevents the vehicle from entering the R range while driving.

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]

FIG. 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, and FIG. 3 is a perspective view of another shift lever. is a mechanical diagram of the plate cam type manual valve switching operation generating means, Figure 4 (A) is a pattern diagram of the shift lever, Figure 4 (+1
) is the X direction arrow diagram in Figure 4 (A), and Figure 4 (C) is the same Y arrow diagram.
Directional arrow diagram, Figure 4 (D) is a plan view of the cam plate, Figure 5 is an operating diagram of the cam plate, Figure 5 (A) is a state diagram at 1st gear, and Figure 51ffl (B) is at 2nd gear. State diagram, No. 5 [f
f1 (C) is a state diagram at 3rd 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 The figure shows a hydraulic circuit of an automatic transmission for a vehicle that employs the plate cam type manual valve switching operation generating means, and FIG. 7 shows the automatic transmission for a vehicle that employs the plate cam type manual valve switching operation generating means. FIG. 3 is a diagram showing an operation table of the machine. 10...Manual valve, 10a...Spool valve, 40...Hydraulic circuit, 101...Shift lever-110
2...Guide plate, 124...Cam plate,
125...Cam groove, 126...Linkage.

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 for switching 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. The manual valve switching operation generating means includes a cam plate that has a cam groove on which a part of the shift lever slides and follows the movement of the shift lever, and the cam groove is arranged in a direction in which the cam plate moves. An automatic transmission for a vehicle, comprising a horizontal groove extending in the horizontal direction, and a plurality of grooves extending diagonally or perpendicularly from the horizontal groove. (2) The automatic transmission for a vehicle according to claim 1, wherein the manual valve supplies hydraulic pressure in each of parking, reverse, neutral, drive, low, and second ranges.