JPH03199764A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To restrain the occurrence of a speed shift shock, by conducting speed shift to a speed shift step which is lower by one step, at the time of a shift lever being separated from the uppermost step shift position, and conducting speed shift to a speed shift step which is upper by one step, at the time of the shift lever being separated from the lowest step shift position. CONSTITUTION:In a case in which a shift lever 101 that moves to each shift position along a guide plate 102 whose pattern includes at least one H portion, conducts a skipping speed shift, for example, from the 1st speed to 3rd speed, speed shift from the 1st speed to the 2nd speed is commenced at the same time when the shift lever is separated from the 1st speed shift position. Also, in a case in which speed shift from the 5th speed to the 3rd speed is made, the spool position of a manual valve is changed over so that speed shift to the 4th speed may be commenced at the same time when the lever 101 is separated from the 5th speed shift position, and speed shift to the 3rd speed is commenced at the same time when the 3rd speed shift position is selected. Thus, speed shift to a selected speed shift step is made speedily as a skipping speed shift is being prevented, and the occurrence of a speed shift shock can be prevented.

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 provide a shift feeling when manually operated.

(Prior art) Conventionally, in automatic transmissions for vehicles, PC parking)
, R (reverse), neutral to N), D (drive)
, L (low), and S (second) ranges are provided, and by selecting each range according to the driver's will, the gears are automatically shifted.

For example, in an automatic transmission with 5 forward gears and 1 reverse gear, if the driver selects the D range, depending on the driving conditions, such as vehicle speed and throttle opening, between 1st and 5th gears, When the S 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 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 "■" 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 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 "H" 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.

Additionally, in addition to the shift positions arranged in a "river" shape used in conventional automatic transmissions, it is now possible to select shift positions arranged in a so-called "H" shape similar to manual shifting. (Japanese Unexamined Patent Publication No. 6
1-157855).

In this case, when a shift position arranged in an "H" shape is selected, the switch provided at each shift position is turned on, allowing selection of each gear stage, and the shift positions arranged in an "I" shape are turned on. Each range can be selected by selecting the selected shift position.

(Problem to be Solved by the Invention) In the automatic transmission for a vehicle configured as described above, the driver can freely change the range and gear position because the shift positions arranged in an "H" shape can be selected. can,
A shift feeling can be obtained, erroneous operations are reduced, and driving conditions can be diversified by making it possible to shift directly from one range or gear to another or to a gear.

However, the driver will be able to freely select the shift position, but the driver will be able to jump gears, for example, in a vehicle with 1st to 5th gears, shifting from 1st to 3rd gear, or from 5th to 3rd gear. When doing so, the input rotational speed to the automatic transmission changes greatly, which tends to cause shift shock <, WIW
The durability of the I-engaging element may be reduced.

As mentioned above, jump shifting has many disadvantages, so there is a need to prevent jump shifting. Therefore, when discontinuous gears are selected, the gears are shifted to the selected gear via an intermediate gear to prevent jump shifting. After selecting the shift position, the gear is shifted to the selected gear. There will be a large time lag before it is done.

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 directly select other ranges or gears from the gear, making it possible to diversify driving conditions, and even when selecting discontinuous gears, there is no excessive shift shock. Another object of the present invention is to provide an automatic transmission for a vehicle that does not reduce the durability of frictional engagement elements and that can provide a manual shift feeling with less time lag to quickly shift to a selected gear position. do.

(Means for Solving the Problems) In order to solve the above-mentioned problems, the present invention provides a shift lever having shift positions consisting of a pattern including at least one "H" shaped part, and at each shift position. As the shift lever moves, the range and gear position corresponding to the shift position are selected.

and a means for shifting to a gear position one gear higher than the lowest gear when the shift lever leaves the lowest gear shift position, and a gear gear one gear lower than the highest gear when the shift lever leaves the highest gear shift position. Means for changing the speed is provided.

In addition, in order to select the range and gear position corresponding to the shift position when the shift lever moves to the shift position, there is a manual valve that selectively opens and closes the port depending on the position of the spool valve, and a manual valve that selectively opens and closes the port depending on the position of the spool valve. a shift lever that assumes a shift position for selecting a gear; a regulating means for regulating the movement of the shift lever into a pattern including at least one "H"-shaped portion; , a manual valve switching operation generating means for generating a movement for switching the manual valve; a linkage 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; A hydraulic circuit may be provided which is connected to and switches the hydraulic pressure corresponding to each range and gear.

In that case, the above manual valve is used for parking, reversing,
a switch that supplies hydraulic pressure corresponding to neutral and at least one forward range, and generates a signal corresponding to the shift position by placing the shift lever in the shift position; and a switch in which the shift lever is in the lowest shift position. It has means for shifting to a gear position one gear higher than the lowest gear when the shift lever leaves the highest gear position, and means for shifting to a gear gear one gear lower than the highest gear gear when the shift lever leaves the highest gear shift position.

(Action and Effect of the Invention) According to the present invention, as described above, at least one "H"
A shift lever having shift positions formed by a pattern including a letter-shaped portion, means for selecting a range and gear position corresponding to a shift position by moving the shift lever to each shift position, and a shift position in which the shift lever is at the lowest gear. It has means for shifting to a gear position one gear higher than the lowest gear when the shift lever leaves the highest gear position, and means for shifting to a gear gear one gear lower than the highest gear gear when the shift lever leaves the highest gear shift position.

Therefore, when shifting from 1st gear to 3rd gear in a gear that has 1st to 5th gears, the shift lever moves away from the 1st gear position and simultaneously shifts from 1st gear to 2nd gear.
When shifting from 5th gear to 3rd gear, the shift from 5th gear to 4th gear starts as soon as the shift lever leaves the 5th gear shift position.
By starting the third speed shift at the same time as the third speed shift position is selected, it is possible to quickly shift to the selected gear position with little time lag while preventing jump shifts.

In addition, jump gear changes are prevented and the gear changes from normal 1st to 2nd to 3rd or 5th to 4th to 3rd, which may cause excessive shift shock or reduce the durability of frictional engagement elements. It never decreases.

In order to select the range and gear position corresponding to the shift position by moving the shift lever to the shift position,
A manual valve that selectively opens and closes ports depending on the position of the spool valve, a shift lever that takes a shift position that selects a range and gear according to the driver's will, and at least one rH"-shaped portion that controls the movement of the shift lever. a regulating means for regulating a pattern including: a manual valve switching operation generating means for generating a motion for switching the manual valve in accordance with the movement regulated by the regulating means; connected to the manual valve switching operation generating means;
A linkage for transmitting the movement of the manual valve switching operation generating means to the spool of the manual valve, and a hydraulic circuit connected to the manual valve to switch hydraulic pressure corresponding to each range and gear stage, It supplies hydraulic pressure corresponding to reverse, neutral, and at least one forward range, and also includes a switch that generates a signal corresponding to the shift position by placing the shift lever in the shift position, and a switch that generates a signal corresponding to the shift position when the shift lever is in the lowest position. It is also possible to provide means for shifting to a gear position one gear higher than the lowest gear when the shift lever leaves the shift position, and means for shifting to a gear gear one gear lower than the highest gear when the shift lever leaves the highest gear shift position. can.

Therefore, as the shift lever is operated to select each shift position, the manual valve is operated to perform the specified switching, so even if the electrical system fails,
Since the spool is placed at a position corresponding to the shift position at that time, the vehicle can be driven safely.

(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 tJ/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 B1, and its rotation in one direction is restricted by the second brake B2 via the first one-way clutch F1, and the ring gear R of the dual planetary gear unit 31,
is connected to the ring gear R2 of the dual planetary gear unit 31 via the third clutch C0, and between the ring gears R1 and R2, there is a connection between the ring gears R1 and R2 so that the rotation of the ring gear R1 does not become less than the rotation of the ring gears R, when the clutch is engaged. The third one-way clutch F regulates
, 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 is composed 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 CRS is connected to an output pinion 36.

In addition, Sun Gear S Co is equipped with the fourth one-way clutch F3.
The rotation in one direction is regulated by a fourth brake B4, and the carrier CR3 is connected via a fourth clutch C8.

The output pinion 36 is connected to the differential device 3
Left and right front axle 39r, 397 through 7! is connected to.

Next, a shift lever employed in the above automatic transmission for a vehicle will be explained.

3 is a perspective view of a shift lever of an automatic transmission for a vehicle according to the present invention, FIG. 4 is a perspective view of another shift lever, FIG. 5 is a perspective view of yet another shift lever, and FIG. 6 is a perspective view of yet another shift lever. FIG. 3 is a perspective view of the shift lever of FIG.

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 1ot in the vertical and lateral directions;
The guide plate 102 has guide grooves 103a, 1
03b, 103c, 103d are formed, and the shift lever 101 has guide grooves 103a, 103b, 10.
3c.

103d. The guide grooves 103a, 103b, 103c, and 103d are all so-called rH, including at least one "H"-shaped portion.

It has a shift position consisting of a pattern.

The guide groove 103a (hereinafter referred to as "first pattern") has three vertical grooves 105a, 106a, and 107a above the horizontal direction 1048, and three grooves 108a below. , 109a, and 110a extend. Of the driving ranges and gears selected by the shift lever 101, the groove 104a is for the automatic gear shift D range, the groove 105a is for the 1st gear, and the groove 104a is for the automatic gear shift.
6a is a 3rd gear gear, groove 107a is a 5th gear gear,
The groove 108a is assigned a 2nd gear, the groove 1098 is assigned a 4th gear, and the groove 110a is assigned N, R, and P, respectively.

On the other hand, the guide groove 103b (hereinafter referred to as "second pattern") has four vertical grooves 105b, 106b, 107b, and 108b above the horizontal groove 104b, and two vertical grooves below. Grooves 109b and 110b extend. Of the driving range and gear stage selected by the shift lever 1ot, the groove 104b is for the automatic gear shift, the groove 105b is for P, R, and N, the groove 106b is for the 1st gear, and the groove 107b is for the 1st gear. A 3rd gear is assigned to the groove 108b, a 5th gear is assigned to the groove 109b, a 2nd gear is assigned to the groove 109b, and a 4th gear is assigned to the groove 110b.

Further, the guide groove 103C (hereinafter referred to as "third pattern") has four vertical grooves 105c, 106c, 107c, and 108c above the horizontal groove 104c.
Three vertical grooves 109c, 110c, l1 below
lc is extended. Among the driving range and gear stage selected by the shift lever 101, the groove 104c
is used for holding the front stage, and P, R, and N are in the groove 105c. 11106c has l speed gear, groove 107c
The 3rd gear is in the groove 108c, the 5th gear is in the groove 108c, and the 5th gear is in the groove 108c.
09c is assigned a 2nd speed gear, groove 110c is assigned a 4th gear, and groove 111c is assigned an automatic shift D range.

Further, the guide groove 103d (hereinafter referred to as "fourth pattern") has three vertical grooves 105d, 106d, and 107d above the horizontal groove 104d, and three vertical grooves below.
grooves 108d, 109d, and 110d extend, a groove 111d extends in a crank shape from the groove 110d, and a groove 111d extends from the groove 110d in a crank shape.
A groove 112d extends from the groove 11d in a crank shape. Of the driving ranges and gears selected by the shift lever 101, the full 104d is the automatic shift D range, the groove 105d is the l speed gear, the groove 106d is the 3rd gear, and the groove 107d is the 3rd gear. The 5th gear is located in the groove 108d, the 2nd gear is in the groove 109d, the 4th gear is in the groove 109d, and the groove 11 is the 4th gear.
0d Ni is N, groove 111d Ni is R, and groove 112d is P.
are assigned to each.

In the case of the first to fourth patterns above, the entire shift position arrangement is arranged in an H-shaped pattern and is simple, and the arrangement is the same as a manual transmission, so you can change the range or shift while enjoying the feeling of manual shifting. You can select the tier. Therefore, the shift lever
There is no need to worry about erroneous operation, and driving becomes 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 shortens 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 to fourth 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 described later, Manual valve switching operation generating means is provided.

The manual valve switching operation generating means is a shift lever.
A description will be given of an automatic transmission for a vehicle that includes a link mechanism that forms two independent linear movements in response to the movement of the motor, that is, a two-manual valve type manual valve switching operation generating means.

In this embodiment, the link mechanism that forms two independent linear movements in response to the movement of the shift lever is the link l! used in a conventional manual transmission. The sides are used.

FIG. 7 is a diagram of the connection mechanism between the manual valve switching operation generating means and the manual valves in the two-manual valve 2.

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. 253 and a shift side, that is, a second manual valve 254 .

The movement of each linkage 252a, 252b is as follows:
The signal is transmitted to the control levers 241a, 241b, causing them to swing, and the day tents 243a, 243b to swing via the bars 242a, 242b. The detents 243a, 243b are connected to manual valves 253, 254, respectively, to move the spools by a rocking motion.

Friction generated at locations other than the above-mentioned day tents 243a and 243b is small and is uniform at each shift position of the shift lever 101, so the day tent 243
By changing the shapes of a and 243b, the response during shifting can be freely set.

The detents 243a and 243b have recesses formed at locations corresponding to the positions of the manual valves 253 and 254 where pressures are generated in each range, and detent springs (not shown) are engaged with these recesses, so that the detents 243a and 243b are recessed at predetermined locations. The spool can be fixed with.

245a and 245b are the bars 242a and 242b.
This is a first switch member that is disposed integrally with the bars 242a and 242b and swings together with the bars 242a and 242b.

In addition to a neutral start switch (not shown), the first switch members 245a and 245b are provided with switches that are turned on when the shift lever 101 is placed at each shift position.

FIG. 8 is a diagram showing the arrangement of the first switch member.

The first switch member 245a is fixed to the bar 242a,
The first switch member 245b is fixed to the bar 242b so as to pass through a groove 2420 formed in the bar 2428. Therefore, when the bars 242a, 242b rotate, the first switch members 245a, 245b swing. And the first switch member 245a.

First contacts 244a, 244 are provided on the surface of 245b so that the switch is selectively turned on depending on the rocking position.
b is provided. Further, the first switch member 24
Second switch members 246a, 246b are disposed such that the second switch members 5a, 245b slide.

Second contacts 247a and 247b are provided at 246b.

Figure 9 is a diagram of the first contact arrangement state, Figure 9 (A) is a diagram of the first contact arrangement state on the first manual valve side, and Figure 9 (B)
2 is a diagram illustrating the arrangement of the first contacts on the second manual valve side.

In the figure, the first contact point 244a is configured such that contacts A to D are successively arranged at four locations on the circumference so that the first contact point 244a can contact the second contact point 247a in sequence.

In addition, the first contact point 244b has contact points p, a-c successively arranged at four locations on the circumference, so that the first contact point 244b can sequentially contact the second contact point 247b.

In the switch having the above configuration, contacts A to D correspond to the shift position of the shift lever 101 as described later.
is the second contact 247a, and contacts p and a-c are the second contacts 24
Range and gear are selected by selectively contacting 7b.

Figure 10 is an enlarged view of the main parts of the manual valve switching operation generating means, Figure 10 (^) is an assembled state diagram of the same, Figure 1O (B)
is an exploded perspective view.

In the figure, the lower end of the shift lever 101 has first and second operating members 255, 25 extending perpendicularly to each other.
6 is formed, and when the shift lever 101 is swung in the arrow X (lateral) direction, the first actuating member 255 is swung up and down.

On the other hand, a "<"-shaped bell crank 257 is swingably supported around a fulcrum 258, and its negative end 259
The tip of the first actuating member 255 is engaged with.

As the first actuating member 255 swings up and down, the bell crank 257 and #1260 are reciprocated back and forth.

Also, move the shift lever 101 to t in the Y (vertical) direction.
-S movement causes the second actuating member 256 to reciprocate 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 third pattern shown in FIG.

FIG. 11 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 second pattern, the manual valve generated pressure is set as indicated by the symbol near the O symbol for the shift position indicated by the O symbol in the figure. Ru.

The intermediate position 139 that does not belong to each shift position may be used for holding the front gear, but it may also be in the D range state. In that case, the intermediate position i! [By placing the shift lever 101 at 139, the vehicle can run in automatic shift mode.

When changing the shift position from each gear to another gear, the shift lever is moved to the intermediate position W139.
In order to prevent the D range from being selected at the same time as the shift lever 101 is moved, means is provided for determining whether or not the driver is touching the shift knob of the shift lever 101. If the driver is touching the shift knob, it is assumed that the driver is in the middle of a shift operation, and the previous gear is held; when the driver releases the shift knob, it is determined that the driver has lost the intention to operate the shift knob, and the automatic gear shift mode is set.

The movement generated by the manual valve switching operation generating means having the above configuration is transmitted to the first manual valve 253 and the second manual valve 254, and the range and gear stage are selected.

FIG. 12 is a connection diagram of the hydraulic circuits of the first manual valve and the second manual valve.

In the figure, the first manual valve 253 has a first spool 26 having three lands 265a to 265c.
5, a second spool 266 having six lands 266a to 266f is slidably disposed on the second manual valve 254.

The first manual valve 253 has a port C.
port, EX port, PL port, and D port are connected to the second manual valve 254 [! X port, d port ~
An f port, an L port, an S port, an R port, and a D port are respectively formed. The a port and d port, the b port and C port, and the C port and r port are connected to each other via oil passages.

The first spool 265 and the second spool 266 take positions as shown in FIG. 13 depending on the range and gear position.

As shown in FIG. 13, the first manual valve 253 and the second manual valve 2 correspond to each range and gear stage.
The state of 54 will be explained.

In the figure, symbols with circles indicate each range and gear, and the states of the first manual valve 253 and second manual valve 254 corresponding to the shift position of the range and gear are illustrated.

In the manual valve switching operation generating means configured 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 N range or D range to L range, the spool position always changes via S range in a manual valve, so L range pressure cannot be generated immediately. 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 on/off state of the switch when the shift lever 101 is moved in the third pattern will be explained with reference to FIG.

FIG. 1 is an on/off state diagram of a switch in a third pattern using a two-manual valve type manual valve switching operation generating means.

In the figure, the upper symbols in circles indicate the range and each gear stage corresponding to the shift position of the shift lever 101. Also, the symbols in the lower row correspond to the contact point A in Fig. 9 corresponding to each shift position.
-D and which of contacts p and a-c is turned on.

At an intermediate position between each gear, the switch is selected so that the previous gear is held.

The on-state combination of these contacts A-D, p, and a-c and the state of the two manual valves 253 and 254 are at the combination positions of symbols A-D and symbols p and a-c in Fig. 13. Correspondingly shown.

In addition, it eliminates the shift shock when suddenly shifting gears, and
9! In order to be able to quickly shift gears without reducing the durability of the II engaging element, shifting to an intermediate gear starts immediately when the shift lever 101 is pulled out from the highest and lowest gear shift positions. It is supposed to be done.

Therefore, when the driver is driving in 5th gear, the driver shifts the shift lever to 10.
1, the shift lever 101 starts moving within the groove 108c, and at the same time the control device operates and the solenoid valve enters the 4th gear on/off state. Furthermore, when the driver operates the shift lever 101 while driving in the first gear, the shift lever 101 starts moving within the groove 1060 and at the same time, the control device operates and the solenoid valve 2 is activated.
The speed is turned on and off.

Therefore, even if you try to jump from 5th gear to 3rd gear,
The vehicle will always go through the 4th gear shift state before reaching the 3rd gear, and even if you try to jump from 1st gear to 3rd gear, the vehicle will always go through the 2nd gear shift state before reaching 3rd gear.

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

FIG. 14 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 5-speed automatic transmission 21 with the above configuration has a manual valve 2
According to each range selected by 53.254, each contact A to D+P+a to C is selectively turned on.

The first to fourth solenoids S1+ of the hydraulic circuit 40
S t, S s, and S 4 operate as shown in the operation table shown in FIG. 15, and each clutch C0 to Cs and each brake 8
1 to B4 and each one-way clutch F, to F, perform predetermined operations to move to each travel range P, R, D, and S.

Each gear stage in L is obtained from 1st to 5th gear.

That is, the driver operates the shift lever 101 to
When positioned in the groove 111c of the pattern, the D range is selected.

In the howling state (1st) in the D range, the first solenoid valve S1 is off and in the supply state, the second solenoid valve S2 is on and in the drain state, and the third solenoid valve S3 is off. It is in a 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 4-5 shift valve 16 are in the lower half position.

In this state, the line pressure from the port D of the second manual valve 254 is applied to the first clutch hydraulic servo C1 via the oil passages Da and Db, the oil passage Dc of the 4-5 shift valve 16, and the oil passage Dd. supplied, and line pressure oil path L
The line pressure PL of a is supplied to the fourth brake hydraulic servo B4 via the port of the 2-3 shift pulp 13 and the oil path Le. As a result, in the automatic transmission 21, the first clutch C5 is connected and the fourth brake B4 is activated.

At this time, the rotation of the input shaft 29 is transmitted to the ring gear R1 of the single planetary gear unit 30 via the first clutch C1. In this state, since the ring gear R8 of the dual planetary gear unit 31 is prevented from rotating by the second one-way clutch F2,
Common carrier CR while idling sun gear S in the opposite direction.
rotates in the forward direction at a significantly reduced speed, and the rotation is transmitted from the counter drive gear 32 to the counter driven gear 35 of the U/D mechanism section 25. Then, the U/D mechanism section 25
The brake brake B4 and the fourth one-way clutch F operate, and the entire automatic transmission 21 shifts to the 4-speed automatic transmission mechanism section 23.
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 on from the first speed state to make it into a drain state. Then, 1-2 shift valves 11 and 3
-4 shift pulp 12 is switched to the lower half position and the second
Line pressure from port D of manual valve 254 is supplied to second brake hydraulic servo B2 via oil passages De, Df, and Dg. Therefore, in this state, in addition to the connection of the first clutch C7, the second brake B
2 is activated.

Further, as the second brake B2 is operated, the B1 sequence valve 74 is placed in the upper half position via the oil passage Dh, and the oil passage pg and the oil passage Dj communicate with each other. And oil road Dk
, oil passage DI11, and oil passage Dn, the first brake hydraulic servo B1 is operated.

Therefore, sun gear S is the second brake B! The rotation of the ring gear R3 from the input shaft 29 is prevented from rotating by the operation of the first one-way clutch F1 and the first brake B1 based on is decelerated and rotated in the positive 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, so that the transmission 21 can obtain the second speed.

Also, 3rd gear LIt (3rd) in D range is:
The second solenoid valve s2 is turned off from the second speed state to switch to the supply state. Then, 2-3 shift valve 13
is switched to the upper half position, 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 of the line pressure oil passage La is changed to the 2-2 shift valve 11. The oil is supplied to the fourth clutch hydraulic servo C1 through the 3rd 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 13. 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 C1 is engaged, and the U/D mechanism 25 is directly connected. Therefore, by combining the second speed of the automatic transmission mechanism 23 and the direct connection of the U/D mechanism section 25, the entire transmission 21 can obtain the third speed.

Further, in the fourth speed state B (4th) in the D range, the first solenoid valve S1 is turned off 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 acts on the right side control oil chamber of the 1-2 shift valve 11, but since line pressure is already acting on the left side control oil chamber, it is combined with the biasing force of the spring, resulting in The shift valve 11 is restricted to the lower half position.

Therefore, the D range pressure is supplied to the fourth clutch hydraulic servo C. via the oil path De, the oil path OP, and the oil path Dq. As a result, in addition to the connection of the first clutch C and the fourth clutch C3 and the operation of the second brake B2, the third clutch C. is also connected.

At this time, the rotation of the human power shaft 29 is caused by the ring gear R1 of the single planetary gear unit 30 via the first clutch C.
At the same time, it is transmitted to ring gear R2 of dual planetary gear unit 31 via 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/
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 (5T) l) in the D range is 4
The third solenoid S3 is turned on to switch from the 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 C1 is drained via the drain port, and the line pressure of port D of the second manual valve 254 is transferred to the oil path. D
r and the first brake hydraulic servo B via the oil path Dn.
+, and the first brake B 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 C0.
1, and since the sun gear S is stopped in this state, the carrier CR rotates at a high speed while causing the ring gear R1 of the single planetary gear unit 30 to idle at increased speed, and this high speed rotation is used as a counter drive as 0/D. The signal is transmitted to gear 32. Then, the 380/D rotation operates together with the U/D mechanism section 25 that is directly connected to the transmission 2.
1 overall provides 5 speeds.

Here, when performing fail-safe control while driving in the D range, the first solenoid valve 51 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 pulp 16 are in the lower half position, and the 2-3 shift valves 13 and 3 are in the drain state.
-4 The shift valve 12 is placed in the upper half position, the first clutch C1 is engaged and the first brake B1 is released, and the
It becomes a fast state.

Next, when the shift lever 101 is positioned in the groove 1040 of the guide plate 102 (FIG. 5), as shown in FIG.
Regardless of the position of the manual valves 253 and 254, the same hydraulic pressure as in the D range is generated.

Further, when the shift lever 101 is positioned in the groove 108c, the fifth speed is selected as the driving range. At this time, as in the 5th speed state of the D range, the third clutch C0, the fourth clutch C1, the first brake B, and the second brake B2
is engaged to achieve fifth 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. At this time, the spool of the manual valves 253 and 254 moves to a position where S range pressure is generated in addition to D range pressure.

Further, when the shift lever 101 is positioned in the groove 110c, the fourth speed is selected as the driving range. At this time, as in the 4th speed state of the D range, the first clutch C1, the third clutch C0, the fourth clutch C1, and the second brake B,
is engaged to achieve 4th 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 107c, the third speed is selected as the driving range. At this time, the first clutch C3, the fourth clutch C8, and the first brake B, as in the third speed state of the D range.

and second brake B! is engaged to achieve third speed.

At this time, the first solenoid valve S1, 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 manner as in the 4-way driving in the D range. A disengaged state is achieved.

Further, when the shift lever 101 is positioned at full position 109c, the second speed is selected as the driving range. At this time, the spool of the manual valves 253 and 254 moves to a position where L range pressure is generated in addition to D range pressure.

Then, 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 B, and second brake B1 are respectively engaged to realize the second speed. . However, the hydraulic pressure from the L port of the first manual valve 253 is supplied to the left control oil chamber of the 2-3 shift valve 13 via the oil passages 1a, lb, and lc, and the 2-3 shift valve 13 is Since it is fixed in position, it prevents 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 can be engaged and disengaged in the same way as when the vehicle is in the D range.

When the shift lever 101 is positioned in the groove 1060,
L 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 C1 and third brake B3 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 the vehicle is in the D range.

In addition, in the N range at the left end of the groove 104c and the P range in the groove 105c, the first and second manual valves 2
There is no oil pressure supply from 53.254. Then, the first solenoid valve S1 is off and in the supply state, the second solenoid valve S2 is on and in the drain state, and the third solenoid valve S3 is off and in the drain state. Therefore, the 1-2 shift valve 11 and the 3-4 shift valve 12 are in the upper half position, the 2-3 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 Fourth brake hydraulic servo B via Le
4.

Furthermore, 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 human power shaft 29 is transmitted to the sun gear S via the second clutch C2. However, in this state, the ring gear R2 of the dual planetary gear unit 31 is in the third position.
Brake B.

Since it is fixed by the operation of .

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 pulp S1 is turned on and the 1-2 shift valve 11 and 3-4 shift valve 12 are switched on. Release brake B in step 3. This prevents the vehicle from entering the R range while driving.

In the above embodiment, a guide plate 102 as shown in FIG. 5 is provided as a regulating means for regulating the movement of the shift lever 101 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 can also be provided in the manual valves 253 and 254 themselves.

FIG. 16 is an explanatory diagram of another regulating means, FIG. 16(A) is an exploded perspective view of the other regulating means, and FIG. 16(B) is a sectional view of the other regulating means.

In the figure, cylindrical portions 271 and 272 for restricting movement of manual valves 253 and 254 relative to each other are formed in a portion of each of spool valves 265 and 266. The cylindrical portion 271 has grooves 273a, 273b, 27
3c, a groove 274 is formed in the cylindrical portion 272.

On the other hand, a bottle guide 275 fixed to a valve body (not shown) is arranged to face the spool valves 265 and 266, and a pin 276 is inserted into a bottle hole 276 formed in the pin guide 275. .

The length of the bin 276 is determined by the clearance between the cylindrical portions 271 and 272 and the grooves 273a, 273b, 273c,
274 depths.

The pin 276 has grooves 273a, 273b, 273c.
, 274, the spool valves 265, 266
movement is regulated. And one spool valve 265
．． When 266 becomes unable to move, the other one becomes able to move. Therefore, the two spool valves 265 and 266 do not move simultaneously, and the shift lever 101 moves in a predetermined pattern. Note that only one pin hole 274 is formed in the spool valve 266 of the manual valve 254 so that the bottle 276 is locked only when the manual valve 254 is in the N position. Therefore, this N
The manual valve 253 is fixed at positions other than the above position.

Next, a plate cam type manual valve switching operation generating means for moving a manual valve by a cam formed on a plate will be described with reference to FIGS. 17 and 18.

Fig. 17 is a mechanical diagram of a plate cam type manual valve switching operation generating means, Fig. 17 (A) is a pattern diagram of a shift lever, and Fig. 17 (B) is an arrow diagram in the X direction of Fig. 17 (A). , FIG. 17(C) is a Y direction arrow diagram, FIG. 17(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 above the spherical body 121 is provided a first pattern of guide plates (not shown). 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 play eye 23 disposed between the sphere 121 and the lower end 122. Therefore, a groove is formed in the gate plate 123, which 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 that converts the movement of the lower end 122 of the shift lever 101 into linear movement is formed in the I-cambrate 124, and the converted linear movement is transferred to the linkage 126.
is transmitted to the manual valve via.

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
101 along the groove 1058 of the guide plate 102 in FIG.
132.

Similarly, shift lever 1oi 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 degrees, groove 133 to the right at an angle of approximately 70 degrees, groove 134 .
136 stands up vertically. Shift lever 101
When the lower end 122 of the cam plate 124 moves along the groove 132, 135, 137, the cam plate 124 moves more, and when it moves along the groove 133, the cam plate 124 moves less. It does not move when moving along grooves 134, 136.

Although only the groove 137 in FIG. 17(D) is illustrated, the tip end 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.

Moreover, 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-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.

Figure 18 is an operating diagram of the cam plate, Figure 18 (A) is 1
Fig. 18 (B) is a state diagram at 2nd speed, Fig. 18 (C) is a state diagram at 3rd speed, Fig. 18 (D) is a state diagram at 4th speed, Fig. 18 (E) is a state diagram at 5th gear, and Fig. 18 (F) is a state diagram for R.
FIG.

For example, the spool position of the manual valve corresponding to the state of the cam plate 124 is indicated by the symbols S, D, N, and R.
In the state shown in the figure (^), the lower end 122 of the shift lever 101 is located in the groove 132, but at this time, the mark on the left edge 138 of the cam plate 124 extended downward indicates that the manual valve is It can be seen that the spool is in a position to generate L range pressure.

Similarly, Fig. 18 (B) shows the L range pressure, Fig. 18 (C
) shows the shift lever state when generating S range pressure, Fig. 18 (D) shows D range pressure, Fig. 18 (E) shows D range pressure, and Fig. 18 (F) shows R range pressure. It is a diagram. Here, the L range pressure is 4 in the 1st and 2nd speed states.
Although the D range pressure is generated in the speed state and the fifth speed state, each gear stage is realized by another valve, and the manual valves are placed in the same state.

Therefore, a switch is provided that is turned on when the shift lever 101 is placed at each shift position and turned off when the shift lever 101 is removed from each shift position. Various valves in the hydraulic circuit are operated by selectively turning on and off solenoid valves in the hydraulic circuit by turning on and off the switch.

As described above, when the shift lever 101 is shifted L according to the first pattern, the manual valve as shown by the symbol near the O symbol in FIG. The position is set.

Note that the intermediate position 139 that does not belong to each shift position is in the D state in the case of the plate cam type. By placing the shift lever 101 in the intermediate position 139, the vehicle can run in automatic shift mode.

When changing the shift position from each gear to another gear, the shift lever 1 is moved to the intermediate position 139.
In order to prevent the D range from being selected at the same time as shifting the shift lever 101, a means is provided to determine whether or not the driver is touching the shift knob of the shift lever 101, as explained for the two manual valve type. It will be done.

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 Figure 17 is activated. The gear shown in parentheses is selected.

In this case, as shown in the figure, when traveling in 1st and 2nd gear, the 2nd
When traveling in 3rd gear, the vehicle is shifted to 3rd gear; when traveling in 4th and 5th gear, the vehicle is shifted to N; and when traveling in reverse, the vehicle is shifted to R. 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 has less sluggishness.

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.

In addition, in order to eliminate the shift slump when performing a jump shift and to quickly perform a shift without reducing the durability of the frictional engagement element, the shift lever 101 is moved from the highest and lowest gear shift positions. When the engine is pulled out, shifting to an intermediate gear begins immediately.

Therefore, when the driver is driving in 5th gear, the driver shifts the shift lever to 10.
1, the shift lever 101 begins to move within the groove 1078, and at the same time the control device operates to turn the solenoid valve into the fourth gear on/off state. Furthermore, when the driver operates the shift lever 1ot while driving in 1st gear, the shift lever 101 starts moving within the groove 105a and at the same time the control device operates to turn the solenoid valve into the 2nd gear on/off state. Ru.

Therefore, even if you try to jump from 5th gear to 3rd gear,
The vehicle will always go through the 4th gear shift state before reaching the 3rd gear, and even if you try to jump from 1st gear to 3rd gear, the vehicle will always go through the 2nd gear shift state before reaching 3rd gear.

Next, a hydraulic circuit for controlling the automatic transmission for a vehicle according to the present invention will be explained.

FIG. 19 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, , C, , C□C1 are hydraulic servos for each clutch, B, , Ba explained in FIG.

B3. B is a hydraulic servo for each brake. and,
10 is a manual valve, 10a is a spool that generates each range pressure by moving within the manual valve 10, 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 a 3-4 shift valve constituting a second shift valve, and 16 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, S
3 is a third solenoid valve that controls the 4-5 shift valve 16.

Furthermore, 60 is a lock-up control valve, S4
is a fourth solenoid pulp 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 pulp 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 the oil pressure, 73 is a solenoid modulator valve, and 74 is B, a 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 C1, and the first brake hydraulic servo B have pressure regulating valves 76a, 76b, 76c, and 76d, respectively. and accumulators 77a, 77b, 77c, and 77d are arranged, and the first clutch hydraulic servo C+ and the second clutch hydraulic servo C2 are provided with accumulators 77e, 7
7f is arranged. Note that a case-mounted accumulator 80 is communicated with the fourth brake hydraulic servo B4.

In addition, in Fig. 19, the capacitor-shaped symbol interposed in the oil passage indicates that the oil passage is blocked at the separator plate, which also serves as a valve body for a 4-speed automatic transmission. I'm trying to make it possible.

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 plate 124 operated by the shift lever 101 is transmitted via the linkage 126 to the manual valve 10 (
(Fig. 19).

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 S, , S, , S.

S4 operates as shown in the operation table shown in FIG. 20, and each clutch Co-Cs, each brake B, ~B4, and each one-way clutch F0-F 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
When positioned in the groove 104a of the pattern, the D range is selected.

Howl in D range! ! (1st), 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. Therefore, 1-2 shift valve 11 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 16 are in the lower half position.

In this state tq, the line pressure from the manual valve 10 (bow) D is applied to the oil passages Da, Db and the 4-5 shift valve 1.
The line pressure P of the line pressure oil passage La is supplied to the first clutch hydraulic servo CI through the oil passage Dc and the oil passage Dd of No. 6, and the line pressure P of the line pressure oil passage La is supplied through the port of the 2-3 shift valve 13 and the oil passage Le. and is supplied to the fourth brake hydraulic servo B. As a result, the first clutch (
Forward) C+ connects and the fourth brake B
4 is activated.

At this time, the rotation of the input shaft 29 is transmitted to the ring gear R1 of the single planetary gear unit 30 via the first clutch C6, and the ring gear R2 of the dual planetary gear unit 31 is rotated by the second one-way clutch F. Since this is prevented, the common carrier C11 rotates at a significantly reduced speed in the forward direction while causing the sun gear S to idle in the reverse direction, and this rotation is transmitted from the counter drive gear 32 to the counter driven gear 35 of the U/D mechanism section 25. . Then, in the 35 U/D mechanism section 25, the fourth brake B4 and the fourth one-way clutch F operate, and the entire automatic transmission 21 operates to shift the 1st speed of the 4-speed automatic transmission mechanism section 23 and the U/D mechanism. The parts 25 operate together to obtain l speed.

Also, 2nd speed I! in D range! (2nd) is 1
From the high speed state, the first solenoid valve 31 is turned off and is in the drain state. Then, the 1-2 shift valve 11 and the 3-4 shift valve 12 are switched to the lower half position,
Line pressure from port D of manual valve 10 is supplied to second brake hydraulic servo B via oil passages De, Df, and Dg. Therefore, in this state, in addition to the connection of the first clutch CI, the second brake B2 is operated.

As the second brake B2 operates, the oil passage [1h
B1 sequence valve 74 is in the upper half position via
Oil passage Dg and oil passage Dj communicate with each other. Then, oil passage Dk, oil passage D11. The first brake hydraulic servo B1 is operated via the oil passage Dn.

Therefore, since the rotation of the sun gear S is stopped by the operation of the first one-way clutch F1 based on the second brake B2 and the brake B1, the rotation of the ring gear R1 from the human power shaft 29 causes the ring gear R2 of the dual planetary gear unit 31 to move in the positive direction. Carrier CR while idling
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 machine side part 25.
transmitted to.

Then, the 2nd speed of the 4-speed automatic transmission mechanism section 23 and the U/D mechanism section 25 operate together to shift I! 21 provides 2nd 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 pulp 11 via the oil passage Lc, and the line pressure oil The line pressure of road ot a is 2-
It is supplied to the fourth clutch hydraulic servo C3 through the 3rd shift valve 13 and the oil path Ld, and the fourth brake hydraulic servo B4 is put into a drain state through the drain port of the 2-3 shift valve 13. . 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 combination of the second speed of the automatic transmission mechanism section 23 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 12 to the upper half position. Note that line pressure also acts on the right side control oil chamber of the 1-2 shift pulp 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, tx t - The 2-shift pulp 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 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 B, 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 R3 of the single planetary gear unit 30.
At the same time, it is transmitted to ring gear R8 of dual planetary gear unit 3I via 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 of the mechanism section 25, a four-speed output having the same rotation speed as the human power 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 C1 is put into the drain state via the drain port, and the line pressure of port (D) of the manual valve 10 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 B1 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 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 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 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 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
o, C+, and Cz are released, resulting in the N state.

Next, when the shift lever 101 is positioned in the groove 107a, the fifth speed is selected as the travel range. At this time, the third clutch C0, the fourth clutch C8, and the first brake B, similar to the 5th speed state in the D range.

Then, the second brake B2 is engaged and the fifth speed is achieved. In the case of fail-safe control, the state is N, similar to the above.

Further, when the shift lever 1ot is positioned in the groove 1098, 4th speed is selected as the driving range. At this time, similarly to the 4th speed state in the D range, the first clutch CI, the third clutch C0, the fourth clutch C1, and the second brake B2 are engaged to realize the 4th speed. In the case of fail-safe control, the same IIN state as above occurs. At this time, the spool of the manual valve 10 moves to the position where S range pressure is generated as described above.

Further, when the shift lever 101 is positioned in the groove 106a, the third speed is selected as the driving range.

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 C8, fourth clutch Cs, first brake B, and second brake B
t is engaged and third speed is achieved. However, at this time, the oil pressure from the S port of the manual valve 10 passes through the oil passage Sa to the 3-4 shift pulp 12 and the 4-5 shift valve 1.
6 is supplied to the left control oil chamber of the 3-4 shift valve 1.
Since the 2 and 4-5 shift valves 16 are fixed in the lower half position, 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 moves to a position where the manual valve 10 processes S range pressure and generates 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, since the 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 through the oil passages 11alb and lc, and the 2-3 shift valve 13 is fixed at the lower half position. , preventing shifting to third gear.

At this time, when the fail-safe control state is reached, the first solenoid valve St, 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.

When the shift lever 101 is positioned in the groove 105a,
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 C1 and the fourth clutch
Brake B4 is engaged to achieve the first speed. Here, similarly, the oil pressures from the L port of the manual valve 10 are oil passages 1a, lf, 1g, and Rh.

The third brake B is engaged via l i and l j , and the 1st engine brake that cannot be obtained in the first gear of the D range is obtained. Also, the oil pressure from the L port of the manual valve 10 is applied to the oil path j! a, j! b,j! c to the left control oil chamber of the 2-3 shift valve 13, and in order to fix the 2-3 shift valve 13 in the lower half position.
Prevents shifting too quickly.

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 brake is engaged and disengaged in the same manner as in the 2-way retraction of the D range.

Moreover, within the groove 1108 (FIG. 1), no hydraulic pressure is supplied from the manual valve 10 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 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 vehicle is stopped or at a slow speed (7 km/h or less), connect the second clutch C2 and apply the third brake (1st
・Reverse) Activate B3.

Then, the rotation of the human power 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 B,
Since the ring gear R1 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 from the U/D mechanism section that is 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 B. This prevents the vehicle from entering the R range while driving.

The rack-and-binion type manual valve switching operation generating means will be explained with reference to FIGS. 21 and 22.

Fig. 21 is a state diagram of the rack and pinion in each driving range and gear stage, Fig. 21 (A) is a state diagram in P range, Fig. 21 (B) is a state diagram in R range, and Fig. 21 (B) is a state diagram in R range.
Figure 1 (C) is a state diagram in the N range, Figure 21 (D)
, Figure 21 (F), Figure 21 (1) and Figure 21 (L)
is a state diagram at the intermediate position, FIG. 21 (E) is a 1st speed state diagram, FIG. 21 (G) is a 2nd speed state diagram, and FIG. 21 (H) is a 3rd speed state diagram.
The speed state diagram, Fig. 21 (J) is the 4th speed state diagram, Fig. 21 (k).
) is a 5th speed state diagram, and FIG. 22 is a rack and pinion pinion support state diagram.

In the figure, a pinion 151 has engaging teeth 151 on both ends thereof.
a, 151b, bearhung 152a,
It is rotatably supported by the fixed member 153 by 152b. Then, the manual valve interlocking member 154 forming the rack portion 154a on the side edge is connected 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 disposed so as to be connected to the lower end of the shift lever 101 and move following the shift lever 101. The shift lever interlocking member 155 has a plurality of rack portions that mesh with the engagement teeth 151b depending on the selection of each range or gear stage.

that is, a rank portion 156 with rightward facing teeth;
157 and a rank portion 158 having leftward facing teeth;
159, each rack section 156.157°1
58 and 159 are formed at different positions in the left-right direction so as to correspond to the lateral movement of the shift lever 101.

In the above-mentioned rank and pinion 2 manual valve switching operation generating means, the shift lever 101 takes the shift position of the second pattern. The engaging teeth 151b engage the rack portion 156 when the shift lever 1ot moves within the groove 205b (Fig. 4), the rack portion 158 when the shift lever 1ot moves within the groove 106b, and the rack portion when the shift lever 1ot moves within the groove 109b. 157 and engages with the rank portion 159 when moving within the groove 107b.

Furthermore, when moving through the grooves 110b and 108b, the engagement of the rank and pinion is released. Note that 161 is a pattern drawn by the lower end of the shift lever 101 when the shift lever 101 is moved, and is 180° symmetrical with the second pattern (FIG. 4).

Further, in the above configuration, the retaining teeth 151a, 15
By making the gear ratios of the gears 1b different, the amount of movement of the manual valve interlocking member 154 and the shift lever interlocking member 155 can be made relatively different.

That is, the stroke of the manual valve is determined by various requirements on the automatic transmission mechanism side, but 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, 151b
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
2 to the manual valve. Furthermore, the hydraulic circuit of an automatic transmission for a vehicle that employs this rack-and-bin-off 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. It has the same configuration and its control operation is also the same.

FIG. 23 shows a pattern diagram of a shift lever in the case of a rank-and-binion 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 FIG. 17(A), and the arrangement is the same as in FIG.
It's just a change to the pattern.

Further, the hydraulic circuit and the operation table of the automatic transmission are also the same as those of the plate cam type (Figs. 19 and 20).

Next, the plate type manual valve switching operation generating means will be explained with reference to FIGS. 24 and 25.

Fig. 24 is a state diagram of each range and gear stage of the plate type manual valve switching operation generating means, Fig. 24 (A) is a P range state diagram, Fig. 24 (B) is an N range state diagram, Fig. 24 (C) and Fig. 24 (D) are intermediate position state diagrams, Fig. 24 (E) is 1st speed state diagram, Fig. 24 (F) is 2nd speed state diagram, and Fig. 24 (G) is 3rd speed state diagram. Fig. 24 (It) is a 4th speed state diagram, Fig. 24 (1) is a 5th speed state diagram, Fig. 25 is a mechanism diagram of the manual valve switching operation generating means, and Fig. 25 (A) is a manual valve switching state diagram. FIG. 25(B) is a plan view of the motion generating means at first speed, and FIG. 25(B) is a side view of the motion generating means at first speed.
C) is a plan view in N range, Fig. 25 (D) is a side view in N range, Fig. 25 (E) is a plan view in 2nd speed, Fig. 25
Figure (F) is a side view at second speed.

In this plate-type manual valve switching operation generating means, the shift lever assumes the second pattern of shift positions shown in FIG.

In FIGS. 24 and 25, 201 is a shift lever.
a first plate that moves linearly in response to the movement of 101;
202 is a second plate for returning the first plate 201 to the reference position. The first plate 201 has
A window 203 is formed to cause the manual valve to move linearly when the shift lever 101 moves within the groove 103b (Fig. It consists of a narrow part for being driven and a wide part for not being driven.

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 edge of 3, and moves within a pattern indicated by 205. In this case, the pattern 204 has the same configuration as the second pattern of the shift lever 101, similar to the rack and pinion type.

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 1ot is moved upward after the first plate 201 is activated with the downward movement of the shift lever 101. Therefore, the window 206 is shaped like a thin strip with a constant width.

The first plate 20 by the second plate 202
In order to lift up the first plate 201, a locking part 210 is formed at the upper end of the first plate 201, as shown in FIG. When the second plate 2022 rises as the shift lever 101 moves, the locking portion 210 comes into contact with the upper end contact portion 211 and is lifted.

FIG. 25(E) shows a state in which the shift lever 101 is in the second speed position, and the locking portion 210 and the contact portion 21 are in contact from this state until the shift lever 101 reaches the N position in FIG. 25(C).

Thereafter, when the shift lever 101 moves to the 1st gear position, the second play) 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.
After 02 is raised, the second plate 202 is tilted as shown in FIG.

FIG. 26 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 shown by the symbol near the O symbol is set for the shift position shown by the O symbol in the figure. .

Also, similar to the plate cam type and rack & pinion type, the intermediate position 139 that does not belong to each shift position is D
It is in good condition. The shift lever 10 is placed in the intermediate position 139.
By setting 1, you can run in automatic shift mode.

When changing the shift position from each gear to another gear, the shift lever is moved to the intermediate position 139.
In order to prevent the D range from being selected at the same time as the shift lever 101 is moved, means is provided for determining whether or not the driver is touching the shift knob of the shift lever 101.

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 Figure 26 is activated. The gear shown in parentheses is selected.

In addition, as shown in the figure, when traveling in 1st, 3rd, and 5th gear, shift to N, when traveling in 2nd gear, shift to 2nd gear, and when traveling in 4th gear, shift 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. 24), and operates the manual valve lO by moving the shift lever 101 according to the second pattern. can be activated. And the first
Since the second plate 20L 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 automatic transmission for a vehicle having the manual valve switching operation generating means configured as described above is controlled by the hydraulic circuit shown in FIG. 19, like the plate cam type and rack and pinion type.

Then, depending on each range selected by the manual valve 10, the first to fourth solenoids S, , S, , S3 . S4 operates as shown in the operation table shown in FIG. 27, and each clutch C6 to C1 and each brake 81 to
B and each of the one-way clutches F0 to F3 perform predetermined operations to obtain the first to fifth gears in each of the travel ranges P, RD, S, and L.

That is, the driver operates the shift lever 101 to
When positioned in the groove 104b of the pattern, the D range is selected.

In the howling 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. It is in a drain state. Therefore, the 1-2 shift valve 11 and the 3-4 shift valve I2 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 oil passage La is supplied to the first clutch hydraulic servo C1 through the oil passage Dc and the oil passage Dd, and the line pressure PL 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 8121 shifts to the first clutch C.
1 is connected, and the fourth brake B4 is activated.

Further, in the first speed, the third brake B3 is always engaged, and the engine braking is strengthened.

At this time, the rotation of the human power shaft 29 is transmitted to the ring gear R0 of the single planetary gear unit 30 via the first clutch C1, and in this state, the ring gear R2 of the dual planetary gear unit 31 is transferred to the second one-way clutch F. , the common carrier CR 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 35 of the U/D mechanism section 25.
transmitted to. Then, the fourth brake B4 and the fourth one-way clutch F operate in the U/D mechanism section 25, and the first speed of the four-speed automatic transmission mechanism section 23 and the U/D mechanism are operated in the entire automatic transmission 21. The parts 25 operate together to obtain the first speed.

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 vehicle automatic transmission having a plate cam type and rack and 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 l-2 shift valve 11 and the 3-4 shift valve 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 Co, C+, Cz is released, resulting in the N state.

Next, move the shift lever 101 to guide play position 02 (fourth position).
When positioned in the groove 108b shown in the figure, the driving range realizes a 5th speed state similar to the 5th speed in the D range driving.

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.

Next, when the shift lever 101 is positioned in the groove 110b of the guide plate 102 (Fig. 4), 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 C8, 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 supply state,
The 1-2 shift valve 11 and the 4-5 shift valve 16 are 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. and becomes 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 the 3rd gear in the D range, and each of the first clutch CI, fourth clutch C1, first brake B+, and second brake B2 is engaged. speed is achieved.

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 moves to a position where the manual valve 10 processes S range pressure and generates L range pressure.

And each solenoid valve Sl, S2. The on/off state of S3 is the same as the second speed of the D range, and includes the first clutch C1, the first brake B3, the second brake B,
Then, the fourth brake B4 is engaged to achieve second speed. However, the oil pressure from the L port of the manual valve 10 is oil path 1! a, I! The oil is supplied to the left side control oil chamber of the 2-3 shift valve 13 via B and lc, 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 l 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 failsafe control state is entered, 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 can be engaged and disengaged in the same manner as in the N range.

Further, the N, R, and P ranges in the groove 105b shown in FIG. 4 operate in the same manner as the plate cam type and the rack and pinion type 2.

As mentioned above, in automatic transmissions using plate cam type, rack and hinion type, and plate type manual valve switching operation generating means, when changing the shift position from each gear to another gear, , when the shift lever 101 is moved to the intermediate position ff139 (FIGS. 11, 17, and 23), D range driving is selected.

Therefore, the driver loses the will to actively shift manually,
If it is desired to drive in the automatic transmission mode, there is no need to move the shift lever 101 to the automatic transmission mode position.

However, in this case, when shifting from each gear to another gear, the shift lever 101 is temporarily moved to the intermediate position f139.
Even in the case where the shift lever 101 is moved to the intermediate position 139, the shift is changed to the D range at the same time.

In order to prevent this, when the shift lever 101 is temporarily located at the intermediate position 139, it is designed to prevent the shift lever 101 from entering the D range state.

That is, a means for determining whether or not the driver is touching the shift knob of the shift lever 101 is provided. If the driver is touching the shift knob, it is assumed that the driver is shifting and the previous gear is held, and when the driver takes his/her hand off the shift knob, it is determined that the driver has lost the intention to shift manually and the system switches to D range driving mode. It has become.

Therefore, a touch sensor is provided at the shift knob portion of the shift lever 1Ol.

FIG. 28 is a diagram showing a touch sensor disposed on the shift knob.

In the figure, 301 is a core material of the shift knob, and an electrode wire 302 is disposed on the outside of the core material 301.

The electrode wire 302 is formed by tin-plating an ultra-fine copper wire.

303 is a pressurized conductive rubber made of silicone rubber and fine metal particles, and its resistance changes from an insulating state (several tens of MΩ or more) to a conductive state (several Ω or less) under pressure. An electrode wire 304 formed by tin-plating a very fine copper wire is disposed on the pressurized conductive rubber 304, and a shift knob cover 305 is provided in which the electrode wire 304 is formed of thin rubber or leather.

When the driver touches the shift knob configured as described above, the pressurized conductive rubber 304 is pressed and becomes electrically conductive.

At this time, the electrode wires 302 and 304 are electrically connected and current flows.

FIG. 29 is a diagram showing another example of a touch sensor disposed on a shift knob.

In the figure, 310 is a shift knob, and an electrode 311 is disposed inside the shift knob 310.

The shift knob 310 is disposed via the shift lever 101 and a sponge 312, so that the driver can
10 and try to operate the shift lever 101, the sponge 312 is pressed. At this time, the electrode 311 comes into contact with the contact 313 disposed inside the shift lever 101, and the lead wires 314 and 315 are electrically connected.

Moreover, FIG. 30 is a diagram showing still another example of the touch sensor disposed on the shift knob.

In the figure, 320 is a shift knob made of conductive rubber, and a lead wire 322 is disposed inside the shift knob 320 via an insulator 321. When the driver touches the shift knob 320 in an attempt to operate the shift lever 101, the driver's body becomes a conductor, turning on the switch 323 and making it conductive.

In addition, in the automatic transmission of the present invention, the highest gear and When the shift lever 101 is pulled out from the lowest gear shift position, shifting to an intermediate gear stage is immediately started.

Therefore, when the driver is driving in 5th gear, the driver shifts the shift lever to 10.
1, the shift lever 101 starts moving within the groove 107a, and at the same time the control device operates to turn the solenoid valve into the fourth gear on/off state. Furthermore, when the driver operates the shift lever 101 while driving in 1st gear, the shift lever 101 starts moving within the groove 1058 and at the same time the control device operates to turn the solenoid valve into the on/off state of 2nd gear. Ru.

Therefore, even if you try to jump from 5th gear to 3rd gear,
The vehicle will always go through the 4th gear shift state before reaching the 3rd gear, and even if you try to jump from 1st gear to 3rd gear, the vehicle will always go through the 2nd gear shift state before reaching 3rd gear.

Next, the shift control operation of the automatic transmission having the above-mentioned configuration will be explained using a two-manual pulp type manual valve switching operation generating means as an example.

FIG. 31 is an operation flowchart for explaining the shift control operation of the automatic transmission of the present invention.

The signal of the switch disposed at the shift position of the step shift lever 101 is read. That is, signals resulting from the combinations of contacts A-D, p, and a-c that are selectively turned on are read.

Step ■ It is determined whether contacts p and D are on and the P range is selected.

Step (2) It is determined whether contacts a and D are on and the R range is selected.

Step ■ It is determined whether or not the contact D is on and the N range is selected.

Step (2) It is determined whether contacts c and A are on and the D range is selected.

Step ■ If YES in step ■~■, MSL-
Set it as 〇.

Step ■ Automatic shift driving mode is entered and its flag is set.

Step ■ When NO in step ■, contact a,
It is determined whether or not A is on and 5th speed is selected.

Step ゛■　? Let l5L=5.

Step [Phase] When NO in step (2), it is determined whether or not contacts c and B are on and 4th speed is selected.

Step @MSL=4.

Step @ When NO in step [phase], it is determined whether or not contacts a and B are on and 3rd speed is selected.

Step ■ Set MSL=3.

Step [Phase] When NO in step @, it is determined whether or not contacts c and C are on and 2nd speed is selected.

Step [Phase] Set MSL=2.

Step (2) If NO in step [phase], it is determined whether or not contacts a and C are on and 1st speed is selected.

Step ■ Set MSL=1.

Step [Phase] In the state of MSL=1 to 5, each gear shifts to a manual shift driving mode, and its flag is set.

Step [Phase] When NO in step [Phase], that is, when the 1st to 5th gears are released, it is determined whether or not the immediately previous set data is for the 5th gear. If YES, proceed to step 0? Let l5L=4.

Step [Share] When NO in Step [Phase], that is, when the 1st to 5th gears are released, it is determined whether or not the immediately previous set data is for the 1st speed. If YES,
Proceed to step (3) and set MSL=2.

Step 0: Determine whether or not the state immediately before the shift is in the N state, that is, whether or not the set data is N. When the N state is just before shifting,
Let MSL=N.

Step 0: Determine whether or not the state immediately before the shift is in the D state.

When in the D state, proceed to step (3) and set MSL=0.

If the state is not D, proceed to step [phase].

Step [phase] Determine whether or not the state immediately before the shift is in the N state.

When in the N state, proceed to step (3).

Step @ Determine whether the throttle opening is 0 or not.

If YES, it is held in the N state to prevent the creep phenomenon.

Step [Phase] Determine whether the touch sensor of the shift knob is on. When it is on, it is assumed that there is an intention to perform a manual gear shift operation, and the process goes to step [phase] to set the manual gear shift driving mode. When it is off, the process goes to step (2) to set the automatic gear shifting driving mode.

When the respective flags are set in step (2) in the above operation flowchart, the normal control operation of the automatic transmission is started.

FIG. 32 is a control operation flowchart of the automatic transmission.

Step [Phase] Perform initial settings.

Step @ Calculate the rotation speed.

Step ■ Perform switch input processing.

Step [phase] Perform shift position input processing.

Step [Phase] Calculate the throttle opening.

Steps [Stock] to [Phase] The necessity of gear shifting and lock-up is determined, the gear shifting timing is determined, and the lock-up duty is controlled.

Step [Phase] Detects failure of lock-up solenoid.

Performs line pressure control during step shifting.

Step OO Detects failure of the shift solenoid and outputs the shift solenoid.

Step 0@l Detects failure of the hydraulic control solenoid and outputs the hydraulic control solenoid.

Step oO Detects the start/end of shift, performs display control, and outputs to the display.

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 an on/off state diagram of the switch in the third pattern using a two-manual valve type manual valve switching operation generating means, Fig. 2 is a mechanism diagram of the automatic transmission for a vehicle of the present invention, and Fig. 3 4 is a perspective view of another shift lever, FIG. 5 is a perspective view of yet another shift lever, and FIG. 6 is a perspective view of yet another shift lever. 7 is a perspective view of the manual valve switching operation generating means and the connection mechanism between the manual valves in a two-manual valve type, and FIG. 8 is a diagram of the connection mechanism between the manual valves.
Fig. 9 is a diagram of the arrangement of the switch member, Fig. 9 is a diagram of the arrangement of the first contact, Fig. 9 (A) is a diagram of the arrangement of the first contact on the first manual valve side, and Fig. 9 (B) is a diagram of the arrangement of the first contact. Fig. 10 is an enlarged view of the main part of the manual valve switching operation generating means, Fig. 1O (A) is an assembled state diagram of the same, and Fig. 1O (B) is the same. An exploded perspective view, FIG. 11 is a diagram showing the shift position of the manual valve switching operation generating means of the two-manual pulp type, FIG. 12 is a close-up view of the hydraulic circuit of the first manual valve and the second manual valve, and FIG. 14 is a diagram illustrating the state of the first manual valve and the second manual valve, FIG. 14 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, and FIG. The figure shows the operation table for a two-manual valve type automatic transmission.
6 is an explanatory diagram of another regulating means, FIG. 16(A) is an exploded perspective view of another regulating means, FIG. 16(B) is a sectional view of another regulating means, and FIG. 17 is a plate cam type A mechanical diagram of the manual valve switching operation generating means, FIG. 17(A) is a pattern diagram of the shift lever, FIG. 17(B) is an X direction arrow diagram of FIG. 17(A), and FIG. 17(C) is a diagram of the shift lever pattern. Same Y direction arrow diagram, 1st
Fig. 7 (D) is a plan view of the cam plate, Fig. 18 is an operation diagram of the cam plate, Fig. 18 (^> is a state diagram at l speed,
Fig. 8 (B) is a state diagram at 2nd speed, Fig. 18 (C) is a state diagram at 3rd speed, Fig. 18 (0) is a state diagram at 4th speed, and Fig. 18 (E).
Figure 18 (F) is the state diagram at 5th speed, Figure 18 (F) is the state diagram at R time, and Figure 19
The figure shows a hydraulic circuit for a vehicle automatic transmission that uses a plate cam type manual valve switching operation generating means.
Fig. 20 is a diagram showing the operation table of the plate cam type automatic transmission, Fig. 21 is a state diagram of the rack and pinion in each driving range and gear stage, Fig. 21 (A) is a state diagram in P range, Figure 21 (B) is a state diagram in the R range,
Figure 21 (C) is a state diagram in the N range, Figure 21 (C) is a state diagram in the N range;
D), Figure 21 (F), Figure 21 < 1) and Figure 21 (
L) is a state diagram at an intermediate position, Fig. 21 (F is a 1st speed state diagram, Fig. 21 (G) is a 2nd speed state diagram, and Fig. 2I (R)
is a 3rd speed state diagram, Fig. 21 (J) is a 4th speed state diagram, Fig. 21 (K) is a 5th speed state diagram, Fig. 22 is a rack & binion support state diagram, and Fig. 23 is a rack & binion state diagram. Shift lever for manual valve switching operation generating means
24 is a state diagram of each range and gear stage of the plate-type manual valve switching operation generating means, FIG. 24 (A) is a P range state diagram, and FIG. 24 (B) is an N range state diagram. , Fig. 24 (C) and Fig. 24 (D) are intermediate position state diagrams, Fig. 24 (E) is l howling state diagram, Fig. 24 (
F) is a 2nd speed state diagram, Figure 24 (G) is a 3rd speed state diagram,
Fig. 4 (H) is a 4th speed state diagram, Fig. 24 (1) is a 5th speed state diagram, Fig. 25 is a mechanical diagram of the manual valve switching operation generating means, and Fig. 25 (A) is a manual valve switching operation generating means. 25(B) is a side view of 1st gear, FIG. 25(C) is a plan view of N range, and FIG. 25(D) is a side view of 1st gear.
) is a side view in N range, Figure 25 (E) is a plan view in 2nd gear, Figure 25 (CP) is a side view in 2nd gear, and Figure 26 is a plate-type manual valve switching operation generating means. A diagram showing the shift position, Figure 27 is a diagram showing the operation table of the plate type automatic transmission, Figure 28 is a diagram showing the touch sensor installed on the shift knob, and Figure 29 is a diagram showing the touch sensor installed on the shift knob. FIG. 30 is a diagram showing another example of the sensor, and FIG. 30 is a diagram showing still another example of the touch sensor disposed on the shift knob.
FIG. 1 is an operation flowchart for explaining the shift control operation of the automatic transmission of the present invention, and FIG. 32 is a control operation flowchart of the automatic transmission. 10, 253.254...Manual valve, 10a
, 265,266...Spool valve, 40...Hydraulic circuit, 101...Shift lever-1102...Guide plate, 124...Cam plate, 125-...Cam groove, 126.162.213. 252a, 252b
... Linkage, 151 ... Binion, 154a,
156-159...Rack part, 201...First
Plate, 212...Second plate, 251...
・Link mechanism.

Claims (2)

[Claims] (1) A shift lever having shift positions consisting of a pattern including at least one "H"-shaped portion, and means for selecting a range and gear position corresponding to the shift position as the shift lever moves to each shift position. , a means for shifting to a gear position one gear higher than the lowest gear when the shift lever leaves the lowest gear shift position, and a means for shifting to a gear gear one gear lower than the highest gear when the shift lever leaves the highest gear shift position. An automatic transmission for a vehicle, characterized by having a means for changing gears. (2) A manual valve that selectively opens and closes ports depending on the position of the spool valve, a shift lever that takes a shift position that selects the driving range and gear according to the driver's will, and at least one H”
A regulating means for regulating a pattern including a character-shaped portion, a manual valve switching operation generating means for generating a motion for switching the manual valve in accordance with the movement regulated by the regulating means, and the manual valve switching operation generating means for a linkage that is connected and transmits the movement of the manual valve switching action generating means to the spool of the manual valve;
A hydraulic circuit is connected to the manual valve and switches hydraulic pressure corresponding to each range and gear, and the manual valve supplies hydraulic pressure corresponding to parking, reverse, neutral, and at least one forward range. and a switch that generates a signal corresponding to the shift position when the shift lever is placed in the shift position, and a switch that changes to a gear position one step higher than the lowest gear position when the shift lever leaves the lowest gear shift position. 1. An automatic transmission for a vehicle, comprising means for changing the gear position to a gear position one gear lower than the highest gear position when the shift lever leaves the highest gear position.