JPH03107662A - Vehicle automatic transmission - Google Patents

Abstract

PURPOSE:To select a gear shift step while easily confirming shift position by returning a first plate having a window corresponding to the shift position formed thereon to a standard position by a second plate having a rectangular window. CONSTITUTION:In a first plate 201, a window 203 for giving a linear movement to a manual valve 10 when a shift lever 101 is moved in a channel 103b is set to a width corresponding to each shift position of a guide plate 102, and the driving point 205 of the shift lever 101 contacts with the edge of the window 203, whereby the first plate 201 is correspondingly moved. This movement is transmitted to a manual valve through a linkage 213. A second plate 202 has a rectangular window 206 formed thereon, and returns the first plate 201 to a standard position when the shift lever 101 is moved upward after downward movement. Hence, speed step can be selected while easily confirming the shift position, and running can be smoothed with no possibility of erroneous operation.

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 "r" 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 while 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, 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, in addition to the shift positions arranged in a ``r'' shape used in conventional automatic transmissions, it is now possible to select shift positions arranged in a so-called ``r'' (J-shape) similar to manual shifting. (Refer to Japanese Unexamined Patent Application Publication No. 157855/1983) In this case, when the shift positions arranged in a single character shape are selected, the switch disposed 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.

(Problem to be Solved by the Invention) However, in the automatic transmission for a vehicle having the above configuration, since the driver can select shift positions arranged in an "H" shape, the driver can freely select the range and gear position. It is possible to change the gear position, give a feeling of shifting, and reduce erroneous operation.It is also possible to directly shift from one range or gear to another, allowing for diversification of driving conditions. However, in any of the automatic transmissions mentioned above, at the shift positions arranged in a rHJ shape, there is a switch that allows the driver to shift to the range or gear selected by the driver. 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 operation, and It is possible to shift directly from one range or gear to another or to another gear, allowing for diversification of driving conditions, and the ability to drive even in the event of electrical system failure or noise. The purpose of this invention is to provide an automatic transmission for a vehicle that is capable of

(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) according to 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. is,
A linkage (21) transmits the movement of the manual valve switching operation generating means to the spool of the manual valve (10).
3), and a hydraulic circuit (40) that is connected to the manual valve (10) and switches between each driving range, and the manual pulse 7' (10) has a hydraulic circuit (40) that is connected to the manual valve (10) and switches between the driving ranges.
Hydraulic pressure for neutral and at least one forward range is supplied.

The manual valve switching operation generating means includes a first plate (201) formed with a window (203) having an abutting edge corresponding to the shift position of the shift lever (101).
, a second plate (206) forming a rectangular window (206);
202), and means for returning the first plate (201) to the reference position.

Furthermore, the manual valve (10) is for parking,
It may be one that generates hydraulic pressure in each of 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. a shift lever (101), a regulating means (102) for regulating the movement of the shift lever (101) in a fixed pattern, and a manual valve (10) following the movement regulated by the regulating means (102). A manual valve switching operation generating means that generates a switching movement; a linkage (213) 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); It has a hydraulic circuit (40) connected to a valve (10) for switching each travel range, and the manual valve (10) supplies hydraulic pressure corresponding to bark, reverse, neutral, and at least one forward range. The manual valve switching operation generating means includes a first plate (201) having a window (203) having an abutting edge corresponding to the shift position of the shift lever (101), and a rectangular window (206). ), and means (21O to 2) for returning the first plate (201) to the reference position.
12), the driver can easily recognize the shift position of the shift lever (101) and select a range or gear position 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. 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 (10) is operated to perform the specified switching, so if the electrical system breaks down or noise occurs, Since the spool is placed at the position corresponding to the shift position at that time, the vehicle can be driven safely, and the first and second plates (
201, 202) are 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.

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) m mechanism section 25 that constitutes an auxiliary transmission mechanism section. It consists of.

The torque converter unit 22 includes a torque converter unit 2.
6 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.

Furthermore, the input shaft 29 is connected to a ring gear R1 of the single planetary gear unit 30 via a first clutch C5 and to a sun gear S via a 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 3I.
is connected to the ring gear R2 of the dual planetary gear unit 31 via the third clutch C0, and there is a connection between the ring gears R and R2 so that the rotation of the ring gear R9 does not become lower than the ring gear R7 when the clutch is engaged. A third one-way clutch F0 is interposed to regulate the speed. 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 planetary gear unit 33, the ring gear R5 of which is connected to a counter driven gear 35 that constantly meshes with the counter drive gear 32, and the carrier CRs is connected to an output pinion 36.

Furthermore, the sun gear S is the fourth one-way clutch F,
The rotation in one direction is regulated by the fourth brake B4, and the carrier CRz is connected to the carrier CRz via the fourth clutch C1.

The output pinion 36 is connected to the differential device 3
Left and right front axles 39r, 394 through 7! is connected to.

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, numeral 101 is a shift lever used to change 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 horizontal directions; 1;
The guide plate 102 has guide grooves 1.03a,
103b is formed, and the shift lever 101 can move along the guide grooves 103a and 1.03b. The guide grooves 103a and 103b both have shift positions arranged in a so-called rH shape.

The guide groove 1038 has a width of 104a in the lateral direction.
Three vertical grooves 105a, 106a, 1
07a, three grooves 108a+109a below,
110a extends.

Of the driving range and gear position selected by the shift lever 101, the groove 1058 indicates the first gear position.
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 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 arrangement is the same as that of a manual transmission, so it feels like a manual shift. You can select the range or gear while enjoying the experience.

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 a manual transmission, so you can enjoy the feeling of manual shifting while shifting the shift position. Alternatively, the gear stage can be selected. 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 according to the driver's will, which not only shortens the time required for shifting, but also eliminates shift errors by going through other ranges or gears. .

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

Next, the plate type manual valve switching operation generating means will be explained with reference to FIGS. 4 and 5.

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

4 and 5, 201 is the shift lever 10
a first plate, 20, that moves linearly in response to the movement of the first plate;
2 is a second plate for returning the first plate 201 to the reference position. A window 203 is formed in the first plate 201 to cause the manual valve to move linearly 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 for allowing the movement of the shift lever 101 to follow, and a wide portion for preventing the movement from following 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.
It is a driving point that moves the first plate 201 by coming into contact with the green plate 205, and moves within the pattern shown by 205. In this case, the pattern 204 has the same configuration as the second pattern of the shift lever 101, unlike the plate cam second and rack and binion types.

Furthermore, a rectangular window 206 is formed in the second plate 202 . The window 206 is formed to lift up 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 upward, as shown in Figure 5.
A locking portion 210 is formed at the upper end of the plate 201 .

The locking portion 21.0 comes into contact with the upper end contact portion 211 and is lifted when the second plate 2022 is rotated as the shift lever 101 moves.

FIG. 5 (This is a state in which the shift lever 101 is in the 2nd speed position, and from this state the locking portion 210 and the contact portion 2 contact each other until the shift lever 101 reaches the N position in FIG. 5(C). .

After that, when the soft lever 101 moves to the 1st speed position, the second plate 202 and the first plate 201
is released, and from then on, the first plate 201
does not move.

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.
It is set to deviate from 10.

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 manual valve switching operation generating means of plate 2 is employed.

In the hydraulic circuit 40, c, , c, , c, , c are the second
Hydraulic servo for each clutch explained in the diagram, B+, BtBi
, Bi are hydraulic servos for each brake. And lO
is the manual valve 7', 10a is the manual valve 1
A spool that generates each range pressure by moving within 0, 11 a 1-2 shift valve that constitutes a first shift valve, and 13 a 2-3 shift valve that constitutes a third shift valve.
Shift valve 12 constitutes a second shift valve 3
-4 shift valve, 16 is a 4-5 shift valve.

In addition, SL is 1-2 and 3-4 shift valve 11°12
The first solenoid valve, S2, controls the 2-3 shift valve 13, and the second solenoid valve, S3, controls the 2-3 shift valve 13.
is a third solenoid valve that controls the 4-5 shift valve 16.

Sarah, 60 Hallock Ambly Control Half, S
4 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 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 accumulator control valve, 26 is a torque converter, 27 is a lock-up clutch, and P is a hydraulic pump.

The second brake hydraulic servo Bt, the third clutch hydraulic servo C0, the fourth clutch hydraulic servo C3, and the first brake hydraulic servo B.

are pressure regulating valves 76a, 76b, and 76c, respectively.
, 76d and accumulators 77a, 77b, 7
7c, 77d are arranged, and the first clutch hydraulic servo CI and the second clutch hydraulic servo C! Accumulators 77e and 77f are provided. 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, the operation of the automatic transmission for a vehicle employing the plate cam type manual valve switching operation generating means will be described.

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 play eye 24 operated by the shift lever 101 is transferred to the manual valve 10 (FIG. 6) via the linkage 126. communicated.

The 5-speed automatic transmission 8!21 having the above configuration is controlled by the hydraulic control circuit 4 depending on each range selected by the manual valve 10.
The first to fourth solenoids S, , S, , 53S4 of 00 operate as shown in the operation table shown in FIG.
C3, each brake B1-Ba and each one-way clutch F0 to F3 perform predetermined operations, and each travel range P, R,
Each of the gear stages 1st to 5th in D, S, and L is obtained.

That is, the driver operates the shift lever 101 to
When positioned in the groove 108b of the pattern, the D range is selected.

In the 1st 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 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 Pt of the line pressure oil passage La is supplied to the first clutch hydraulic servo C8 through the 0 oil passage Dc and the oil passage Dd, and the line pressure Pt of the line pressure oil passage La is supplied to the port 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 automatic transmission 2] is connected to the first clutch C1.
is connected, and the fourth brake B is activated.

Also, in 1st gear, the third brake B is always used.

is now engaged, and engine braking is strengthened.

At this time, the rotation of the human power shaft 29 is transmitted to the ring gear R of the single planetary gear unit 3o via the first clutch C4, and in parentheses, the ring gear R2 of the dual planetary gear unit 31 is transmitted to the ring gear R2 of the dual planetary gear unit 31 by the second one-way clutch F2. Since the rotation is blocked, the common carrier CII is rotated at a significantly reduced speed in the forward direction while causing the sun gear S to idle in the reverse direction, and the rotation is transferred from the counter drive gear 32 to the counter driven gear 3 of the U/D mechanism section 25.
5. Then, the fourth brake B4 and the fourth one-way clutch F3 operate, and the U/D mechanism section 25 operates to operate the 4-speed automatic transmission mechanism section 23 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 S] is turned off and is in a drain state from the first speed state. Then, 1-2 shift valves 11 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 changed to the oil path De.
, Df, and Dg to the second brake hydraulic servo Bi. Therefore, in this state, in addition to the engagement of the first clutch C3, 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 connected via the oil path Dk, the oil path Dm, and the oil path Dn.
1 is activated.

Therefore, since the rotation of the sun gear S is stopped by the operation of the first one-way clutch F based on the second brake B2 and the brake B, the rotation of the ring gear R from the input shaft 29 is caused by the dual planetary gear unit 3. Carrier CR while idling ring gear R2 in the forward direction.
is decelerated and rotated in the positive direction, and the rotation is transferred from the counter driven gear 32 to the counter driven gear 35 of the U/D mechanism section 25.
transmitted to.

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 is supplied to the fourth clutch hydraulic servo C1 via the shift valve 13 and the oil path Ld, and is supplied to the fourth brake hydraulic servo B.

is placed in a drain state through the drain port of the 2-3 shift valve 13. As a result, the fourth brake B4 is released, the fourth clutch C1 is engaged, and the U/D mechanism section 25 is directly connected, while the four-speed automatic transmission a mechanism section 23 remains in the second speed state. Therefore, automatic transmission mechanism 23
The combination of the second speed and the direct connection state of the U/D mechanism section 25 provides the third speed state of the entire transmission 21.

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 I2 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, the oil passage Dp, and the oil passage oq. 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 input shaft 29 is rotated via the first clutch C to the ring gear R1 of the single planetary gear unit 30.
At the same time, it is transmitted to the ring gear R7 of the dual planetary gear unit 31 via the third clutch C0. Therefore, both planetary gear units 30.
Each element 31 rotates as a unit, and rotation at the same speed as the input shaft 29 is transmitted from the carrier CR 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 mechanism section 25, a four-speed output having the same rotation speed as the input shaft 29 can be obtained from the output pinion 36.

Further, 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 is switched to the upper half position, the first clutch hydraulic servo C4 is put into the drain state via the drain port, and the line pressure of the manual valve 10 (bow) D is transferred to the oil path. It is supplied to the first brake hydraulic servo B through Dr and the oil path Dn, and the first brake B is operated.

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 C0.
2 and sun gear S is stopped,
Ring gear R8 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.

2. When performing fail-safe control in the D range driving, 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. , the 1-2 shift valve 11 and 3-4 shift pulp 12 are 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 clutches C, . C,,C2 are 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 10 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
1. The second clutch C0, the fourth clutch C1, and the second brake B2 are engaged to achieve 4th speed, but at this time, the left control oil chamber of the 4-5 shift valve 16 is Since hydraulic pressure is supplied to the 4-5 shift valve 16 to hold it in the lower half position, it is possible to prevent shifting to the 5th speed.

In addition, when fail-safe control is performed during the four-way run, the first solenoid valve S1 is turned off and in the drain state, and the second solenoid valve S2 is turned off and put in the supply state.
The third solenoid valve S3 is off and in the de-supply state, and the 1-2 shift valve 11 and the 4-5 shift valve 16
is placed in the lower half position, the 2-3 shift valve 13 and the 3-4 shift valve 12 are placed in the upper half position, the clutch C0 is released, and the brake B1 is engaged to enter the third speed state.

Furthermore, when the shift lever 101 is positioned in the groove 107b, third speed is selected. At this time, the spool of the manual valve 10 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 third gear of the D range, and each of the first clutch C5, fourth clutch C3, first brake B, and second brake B
, are engaged to achieve third speed.

In this case, the first solenoid valve S1, 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 10 moves to a position where L range pressure is generated in addition to S range pressure.

And each solenoid valve 31. S2. The on/off state of S3 is the same as the second speed of the D range, and the first clutch C11, the first brake Bl, and the second brake B2.
Then, the fourth brake B4 is engaged to achieve second speed. However, the oil pressure from the L port of the manual valve 10 flows through the oil paths j2a, Eb, 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 can be engaged and disengaged in the same way as in the D range.

Further, when the shift lever 101 is positioned in the groove 106b, the first speed is selected as the driving range. At this time, the spool of the manual valve 10 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 C1, third brake B, and fourth brake B4 are engaged to realize 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 S3 are turned off, but in this case,
Each clutch and brake can be engaged and disengaged in the same manner as in the N range.

Further, within the groove 105b (FIG. 3), no hydraulic pressure is supplied from the manual valve 10 in the N range and the P range. And the first solenoid valve S1
When the second solenoid valve S2 is on, it is in the supply state, when the second solenoid valve S2 is on, it is in the drain state, and when the third solenoid valve S3 is on, 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 2-4 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 B via the oil passage Le.

When switching from the N range to the R range, if the axle is stopped or at a slow speed (7 h/h or less), the second
Clutch C2 is connected and the third brake (1st
・Reverse) Activate B3.

Then, the rotation of the input shaft 29 is transmitted to the sun gear S via the clutch Ct, and in this state, the ring gear R2 of the dual planetary gear unit 31 is activated by the third brake B3.
Since it is fixed by the operation of It is transmitted to a certain U/D mechanism section 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 B. This prevents the vehicle from entering the R range while driving.

FIG. 8 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, the intermediate position 139 that does not belong to each shift position is set to the D state instead of the N state in a manual transmission to eliminate the power-off state. be. However, a driver who is accustomed to operating a manual transmission may consider the intermediate position 139 to be the N state and 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 moving 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 is performed, and the symbol next to the manual valve position in Figure 8 The gear shown in parentheses is selected.

Also, as shown in the figure, when driving in 1st, 3rd, and 5th gears, the switch is set to N, when driving in 2nd gear, the switch is set to 2nd gear, and when running in 4th gear, the switch is set to 3rd gear.
When going in reverse, the gears are shifted to R.

The manual valve switching operation generating means configured as described above is connected to the manual valve 10 via the linkage 213 (FIG. 4), and is connected to the manual valve 10 via the linkage 213 (FIG.
The manual valve 10 can be operated by moving the manual valve 10 according to the pattern shown in FIG. And the 11th
Since the second plates 201 and 202 are 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.

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. 4(A) is a P range state diagram, FIG. 4(B) is an N range state diagram, and FIG. 4(C) is a state diagram of each range and gear stage of the plate type manual valve switching operation generating means. and Figure 4 (D
) is the intermediate position state diagram, Figure 4 (E) is the l speed state diagram,
Figure (F) is a 2nd speed state diagram, Figure 4 (G) is a 3rd speed state diagram, Figure 4 (H) is a 4th speed state diagram, Figure 4 (1) is a 5th speed state diagram,
Figure 5 is a mechanical diagram of the manual valve switching operation generating means.
Figure 5 (A) shows one of the manual valve switching operation generating means.
Fig. 5 (B) is a side view when in 1st speed, Fig. 5 (C) is a plan view in N range, Fig. 5 (D) is a side view in N range, Fig. 5 (E) is a plan view at 2nd speed, and Fig. 5 (F
) is a side view at 2nd speed, Figure 6 is a diagram showing the hydraulic circuit of a vehicle automatic transmission in which the plate-type manual valve switching operation generating means is adopted, and Figure 7 is a diagram showing the plate-type manual valve switching operation. FIG. 8 is a diagram showing an operation table of an automatic transmission for a vehicle employing the generating means, and FIG. 8 is a diagram showing shift positions of the plate-type manual valve switching operation generating means. DESCRIPTION OF SYMBOLS 10...Manual valve, 10a...Spool valve, 40...Hydraulic circuit, 101...Shift lever-11
02...Guide plate, 213...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 first plate forming a window having an abutment edge corresponding to a shift position of the shift lever;
An automatic transmission for a vehicle, comprising: a second plate forming a rectangular window; and means for returning the first plate to a reference position. (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.