JPH04185967A - Skip speed change inhibiting hydraulic speed change control device of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To improve a control feeling and a moderation feeling by controlling operation by a pressure of oil, supplied from the first shift valve at the time of a forward speed change shift, so that control by the second solenoid valve is invalidated at the time of switching an automatic transmission to a speed change inhibiting shift from the forward speed change shift. CONSTITUTION:There are provided a 3-4 shift valve 5 controlled by a speed change solenoid valve 2 of not receiving a solenoid signal and a 2-3 shift valve 4 controlled by a speed change solenoid valve 1 of receiving the change of the solenoid signal, at the time of switching an automatic transmission to the 1-speed (speed change inhibiting shift) from the 4-speed (forward speed change shift). In a lock pressure receiving part 48 of the 2-3 shift valve 4, operation is controlled by an oil pressure (supply pressure to servo B-0), supplied from the 3-4 shift valve 5 at the time of 4-speed, so that control by the speed change solenoid valve 1 is invalidated at the time of switching the automatic transmission to the 1-speed from the 4-speed. In this way, excellent controllability and moderation feeling can be obtained.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to an automatic transmission for a vehicle that prohibits jump shifting, and particularly to a hydraulic transmission control device therefor.

[Conventional technology]

Conventionally, in automatic transmissions for vehicles, manual valves in a hydraulic control device are operated by operating a shift lever to drive (hereinafter referred to as "D"), second (hereinafter referred to as "S"), and low (hereinafter referred to as rL). ), and by changing the position appropriately, the hydraulic pressure that can achieve each gear stage is manually switched for each range, and the solenoid valve in the hydraulic control device is electronically operated according to the vehicle speed and throttle opening to adjust the selection. The selection of a specific gear within the selected range is automatically performed by engaging and disengaging frictional engagement elements in the gear train.

FIG. 13 shows a skeleton of an example of the automatic transmission described above, and this transmission 100 includes a lock-up clutch 11
1 and a planetary transmission gear mechanism 120.

The planetary transmission gear mechanism 120 includes an overdrive planetary gear unit 121 and a main transmission unit 122, and the main transmission unit 122 includes a front planetary gear unit 122a and a rear planetary gear unit 122b.

And overdrive planetary gear unit 121
is connected to the input shaft 101 and supports the planetary pinion Pi, the sun gear S1 fitted to the input shaft 101, and the input shaft 102 of the main transmission unit 122.
An overdrive direct clutch CO and a one-way clutch FO are interposed between the carrier CRI and the sun gear SL, and an overdrive direct clutch CO and a one-way clutch FO are interposed between the sun gear 81 and the transmission case. A drive brake BO is provided.

Further, the front planetary gear unit 122a of the main transmission unit 122 includes a carrier CR2 connected to the output shaft 103 and supporting the planetary pinion P2, and a carrier CR2 that is connected to the output shaft 103 and supports the planetary pinion P2.
3 and is arranged concentrically with the rear planetary gear unit 122.
a sun gear S2 integrally configured with sun gear S3 of b;
Consisting of a ring gear R2 connected to the input shaft 102 via a forward clutch C1, the input shaft 102 and the sun gear S
A direct clutch C2 is interposed between the sun gear S2 and the case, a second coast brake Bl consisting of a band brake is interposed between the sun gear S2 and the case, and a one-way clutch Fl is interposed between the sun gear S2 and the case. A multi-plate second brake B2 is disposed via the brake. The rear planetary gear unit 122b includes a carrier CR3 that supports a planetary pinion P3, and a carrier CR2.
and a ring gear R3 connected to the output shaft 103,
A first and reverse brake B3 and a one-way clutch F2 are arranged in parallel between the carrier CR3 and the case.

The hydraulic control circuit in this transmission has a configuration as shown in FIG. 14, and each of the clutches Co, C1,
Hydraulic servos C-0, C-1, C-2 that operate C2,
Each brake BO, B1. In order to control the hydraulic servos B-0, B-1, B-2, B-3, etc. that operate B2 and B3, pressure oil discharged from the hydraulic pump 201 is guided to the manual valve 203 via the line pressure oil path 202. , and is supplied to each of the shift valves 204 to 206 via the output capos d, s, and 1, which are sequentially released upon switching.

Each shift valve 204 to 206 has a solenoid N
(Solenoid valve 207 driven by Ll and Nα2.
208, each of the hydraulic servos C-0
, C-1, C-2 and hydraulic servo B-0, B-1, B-
Pressure oil is supplied to 2 and B-3. Then, the supply oil pressure is applied to the throttle valve 2 according to the throttle opening degree.
09 outputs the throttle pressure to the primary regulator valve 21O and the secondary regulator valve 211.
The line pressure is regulated in accordance with the throttle opening.

Therefore, in this automatic transmission, manual valve 2
Different hydraulic pressure is used as servo pressure according to each range corresponding to the spool position of 03, and in the driving range, the solenoid NO in the hydraulic control circuit is set according to the vehicle speed and throttle opening.
, 1, and Nα2, the engagement and release of each clutch CO to C2 and each brake BO to B3 are controlled, and furthermore, each range is controlled by the engagement and release of each one-way clutch FO to F2. The gear position at is automatically selected.

FIG. 15 is a circuit diagram showing only the parts related to gear shifting of the hydraulic control device, in which reference numeral 204 is a 1-2 shift valve controlled by a solenoid valve 208, and 205 is a 1-2 shift valve controlled by a solenoid valve 207. 2-3 shift valve, 206 is solenoid valve 2
3-4 shift valves controlled by 08 are shown respectively.

As shown in the operation table of FIG. 16, the transmission configured in this manner changes gears by engaging and releasing each clutch and brake depending on the position of the manual valve 203 and the on/off of solenoid Nαl and solenoids No. 2. will be done.

As is clear with reference to FIGS. 16 and 15, the difference between l5T (first speed) and 2ND (second speed) in the D position and those in the S and L positions is that This is whether the coast brake B1 and the first and reverse brakes B3 are engaged. This means that in the L range, the engine brake is effective when driving in both 1st and 2nd gears, but in the S range, the engine brake is not effective in the 1st gear but is effective in the 2nd and 3rd gears, and in the D range, the engine brake is effective in the 1st and 3rd gears. 2
This means that it is not effective at high speeds, but is only effective during the third and fourth stray runs.

One of the reasons why the oil pressure is switched between the S and L ranges and the low gear engine brake is not activated in the D and S ranges is to prevent electrical system failure when the vehicle is running at high speeds. In the event that a solenoid valve malfunctions and a downshift is performed due to an extreme jump, the risk of wheel locking, engine over-rev, or negative revs due to excessive engine braking can be avoided.

If we can reliably prevent such situations from occurring,
It is possible to selectively apply engine braking in accordance with the speed at all gears in the D-shin 9 position, and the S
It becomes possible to realize automatic gear shifting that does not require switching to range or L range.

On the other hand, recently, automatic transmissions that have a manual feel have begun to be researched, with an emphasis on driving performance that is compatible with human sensibilities, a desire to actively reflect the driver's intentions in driving, and to enjoy the fun of driving. There is.

As an example of such an automatic transmission, Japanese Patent Application Laid-Open No. 61-157
Like the technology disclosed in Publication No. 855, a combination of the ■ pattern and the H pattern side by side, and a manual that allows upshifts and downshifts by tilting the shift lever forward or backward, like Porsche's Tiptronic. There are some that have the shift part parallel to the ■pattern, and
■Pattern and H
There are models that mechanically switch manual valves by following the movement of a shift lever in a chevron pattern that is a combination of patterns.

[Problem to be solved by the invention]

However, in the first two technologies mentioned above, since a configuration is adopted in which manual gear shifting is performed only by electric signals in the D range pressure of conventional automatic transmissions, it is not possible to apply engine braking in the first gear in manual mode. I can't do it. On the other hand, in the latter technique, even during manual gear shifting in the H pattern, the manual valve in the hydraulic control device is operated to switch between the D, S, and L range pressures. While this has the advantage of being able to achieve both engine braking in 2nd gear and avoiding the danger of excessive engine braking due to electrical system failure during high-speed driving, manual valve switching following the H pattern is a disadvantage. As a result, the force required to operate the shift lever becomes large, and there is a problem in that the operating feel and sense of moderation are not necessarily good.

In view of these circumstances, the present invention provides a hydraulic shift control device with a means for prohibiting a jump shift even when a solenoid malfunctions due to an electrical failure at a high vehicle speed and a jump shift is about to occur. Accordingly, it is an object of the present invention to provide an automatic transmission for a vehicle that does not require switching the driving range pressure using a manual valve.

[Means to solve the problem]

In order to solve the above problems, the present invention provides a hydraulic shift control device for an automatic transmission for a vehicle, which includes a plurality of shift solenoid valves controlled by a solenoid signal and a plurality of shift valves controlled by the solenoid valves. , a first solenoid valve among the plurality of shift valves that is controlled by a first solenoid valve that does not receive a change in a solenoid signal when the automatic transmission changes from a previous gear to a shift inhibit gear.
and a second shift valve that receives changes in the solenoid signal.
a second shift valve controlled by a solenoid valve, the second shift valve disabling control by the second solenoid valve when switching from a previous gear to a shift inhibit gear of the automatic transmission; In order to achieve this, the present invention is characterized in that it has a lock pressure receiving section whose operation is controlled by hydraulic pressure supplied from the first shift valve at the time of the previous gear stage.

[Action and effect of invention]

In the jump shift inhibiting hydraulic shift control device for a vehicle automatic transmission according to the present invention having such a configuration, when switching from a specific previous gear of the automatic transmission to a shift inhibiting gear, the shift inhibiting gear is By disabling the control by the solenoid valve related to the shift and locking the shift valve, it is possible to prevent the switch from shifting to the prohibited gear, so engine braking that is commensurate with the speed can be achieved in all gears in the D-shin 9 position. It is possible to selectively activate the gear shift, thereby realizing automatic gear shifting that does not require switching to the S range or the L range.

In addition, if this device is used to configure a manual transmission for an automatic transmission, manual transmission can be performed using only electrical signals without the need for switching manual valves, resulting in an excellent sense of operation and moderation. It will be possible to offer manual transmission or automatic transmission.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a circuit diagram showing only the portions related to gear shifting of a hydraulic control device showing one embodiment of the present invention.

As shown in FIG. 1, this shift control device, like the conventional one, includes two shift solenoid valves 1.2 and three shift valves controlled by these solenoid valves, ie, 1-2 shift valves 3. A 2-3 shift valve 4 and a 3-4 shift valve 5 are provided.

The solenoid valve 1 controls the 2-3 shift valve 4, and is located downstream of the orifice of the oil path leading from port d of the manual valve 6 to the solenoid pressure receiving chamber 41 of the 2-3 shift valve 4 via a strainer and an orifice. The solenoid valve 2 controls the 1-2 shift valve 3 and the 3-4 shift valve 5, and the solenoid valve 2 controls the 1-2 shift valve 3 and the 3-4 shift valve 5.
-2 to the solenoid pressure receiving chamber 31 of the shift valve 3, and the solenoid pressure receiving chamber 51 of the 3-4 shift valve 5.
It is installed downstream of the orifice of the oil passage.

The 1-2 shift valve 3 switches and controls the supply and discharge of hydraulic pressure to and from the servos B-1, B-2, and B-3, which engage and release the brakes Bl, B2, and B3, by displacement of the spool 32. The four lands 32a, 32b, 3
Three sets of input ports 33, 34, corresponding to 2c, 32d
35, input/output capo) bl, b2. b3 and 3 drain ports) EX. The valve body at one end of the spool 32 is provided with the solenoid pressure receiving chamber 31, and the valve body at the other end is provided with a spring chamber 36 that accommodates a spring that biases the spool 32 toward the solenoid pressure receiving chamber 31. It is being In addition, the spring chamber 36 has 2-3
A port 37 is provided for introducing signal pressure from an oil path leading from the shift valve 4 to the servo C-2. The input port 33 of this l-2 shift valve 3 is connected to the D range pressure oil line Ld that is connected to the port d of the manual valve 6, and the input/output ports bl, b2. b3 are respectively connected to servo B-1 via second coast modulator valves and directly to B.
-2, connected to B-3.

The 2-3 shift valve 4 switches and controls the supply and discharge of hydraulic pressure to the servo C-2 that engages and releases the clutch C2, and the supply of hydraulic pressure to the 1-2 shift valve 3 by displacement of the spool 42. 42 five lands 42a~
42e, two sets of input ports 43, 44, input/output ports c2, b4, and three drain ports EX are provided.

The valve body at one end of the spool 42 is provided with the solenoid pressure receiving chamber 41, and the valve body at the other end is provided with a spring chamber 46 that accommodates a spring that biases the spool 42 toward the solenoid pressure receiving chamber 41. It is being The input port 43 of this 2-3 shift valve 4 is connected to the line pressure oil path L1, and the input port 44 is connected to the D range pressure oil path L.
d, and input/output port c2 is connected to servo C-2.
In addition, the output port b4 is connected to the input port 34 of the 1-2 shift valve 3, and is also connected to the input port 35 via the low coast modulator valve. The 2-3 shift valve is further provided with a signal output port 47, and this port is connected to a spring chamber 56 of the 3-4 shift valve 5, which will be described later.

Unlike conventional ones, this 2-3 shift valve 4 has a lock pressure receiving chamber 48 located on the end face of the solenoid pressure receiving chamber side of the spool 42 and forming a lock pressure receiving section in the valve body. There is. A pressure receiving piston 49 is disposed between this pressure receiving chamber and the solenoid pressure receiving chamber 41.

In this embodiment, the lock pressure receiving chamber 48 is connected to an oil passage from an input/output port bO of a 3-4 shift valve to a servo B-0, which will be described later, via an oil passage Li.

3-4 Shift valve 5 supplies and discharges hydraulic pressure to servo C-0 that engages and releases clutch CO, and brake BO.
The supply and discharge of hydraulic pressure to and from the servo B-0, which engages and releases the servo B-0, is switched and controlled by the displacement of the spool 52, and there are two sets of input ports 53, 54 and input/output ports corresponding to the lands 52a to 52c of the spool 52. Equipped with cO, bO and one drain port EX. The solenoid pressure receiving chamber 51 is located in the valve body at one end of the spool 52.
The valve body on the other end side is provided with a spring chamber 56 that accommodates a spring that biases the spool 52 toward the solenoid pressure receiving chamber 51 side. In addition, as mentioned above, the spring chamber 56 has the signal output port 4 of the 2-3 shift valve 4.
The signal oil line from 7 is connected. The input port 53 of this 3-4 shift valve 5 is connected to the line pressure oil path Lf, the input port 54 is connected to the D range pressure oil path Ld, and the input/output port CO is connected to the servo C-0. Port bO is connected to servo B-0.

The manual valve 6 in this device is not equipped with reports s and 1, which are different from conventional valves. Further, this circuit further includes a coast brake cutoff valve 7 and a solenoid valve 8 for controlling the coast brake cutoff valve 7.

The coast brake cutoff valve 7 is interposed in the middle of the D range pressure oil passage Ld leading to the input port 44 of the 2-3 shift valve 4.

The solenoid valve 8 is disposed downstream of the orifice of the D range pressure oil passage Ld, which is connected to the solenoid pressure receiving chamber 71 of the coast brake cutoff valve 7 via a strainer and an orifice.

These are attached to operate in the manual shift mode described later to supply D range pressure to the input port 44 of the 2-3 shift valve 4, and to apply the first and reverse brakes during the first gear in the manual mode. Activate brake B3 to apply engine braking, and
When the vehicle is running at high speed, the second coast brake B1 is activated to apply engine braking.

Note that the D range pressure oil passage Ld is directly connected to the servo C-t of the clutch C1, as in the conventional one.

FIG. 2 shows the operation of the jump-shift inhibiting hydraulic shift control device configured as described above, in which solenoids N (Ll to Nα3 are turned on (
Each clutch and brake is engaged (indicated by an O in the table) and disengaged (indicated by an X in the table) and off (indicated by an X in the table). ) to be done.

Next, the operation of the jump shift inhibiting hydraulic shift control device will be explained with reference to FIGS. 1 and 2. In addition, in Figure 1, the numbers written across the center line above each shift valve indicate the spool position at each speed stage.
For example, in the 1-2 shift valve 3, the spool 32 takes the lower position shown in the figure in the first speed, and takes the upper position shown in the figure in the second to fourth speeds. Although it is not shown in the operation table, manual valve 6 is in the N position.
Port d communicates with port EX and is drained, and only solenoid Nαl is turned on. Therefore, at this time, only the line pressure acts on the circuit, and the D range pressure does not act on it. In this state, the spool 32 of the 1-2 shift valve 3 receives line pressure from the solenoid pressure receiving chamber 31 and is in the lower position, and the spool 42 of the 2-3 shift valve 4 is pushed up by the spring force and is in the upper position. Yes, the spool 52 of the 3-4 shift valve 5 is connected to the solenoid pressure receiving chamber 51
At the same time, the spring chamber 56 also receives line pressure via the ports 43 and 47 of the 2-3 shift valve 4, so it is in the raised position due to the force of the spring. The line pressure is supplied only to the servo C-0 through the port 53 and co of the 3-4 shift valve 5. This state is the 13th
Looking at the gear train in the figure, since the carrier CR1 and sun gear S1 of the overdrive planetary gear unit 121 are directly connected, the ring gear R1 is also directly connected to the overdrive planetary gear unit 12.
1 is rotating as one.

In this state, when the manual valve 6 is shifted to the D position, the port d communicates with the line pressure 11,
D range pressure is also applied to the hydraulic control circuit. Therefore, D range pressure is applied to servo C-1. This corresponds to the IST position in the auto mode shown in FIG. At this time, in the gear train shown in FIG. 13, the engagement of the forward clutch CI causes the front planetary gear unit 1 to
Rotation is input to ring gear R2 of 22a. The rotation of this ring gear R2 is transmitted to the output shaft 103 via the carrier CR2.
On the other hand, it is transmitted to the carrier CR3 via sun gear S2, sun gear S3, and planetary pinion P3, and attempts to reverse the carrier CR3, but the action of the one-way clutch F2 prevents the reverse rotation and prevents the rotation of the planetary pinion P3. The rotation of ring gear R3 corresponding to is transmitted to output shaft 103.

When solenoid Nα2 is turned on, switching to second speed is performed. That is, the line pressure applied to the solenoid pressure receiving chamber 31 and the solenoid pressure receiving chamber 51 is drained. As a result, the spool 31 of the 1-2 shift valve
is displaced to the raised position, but as mentioned above, line pressure is acting on the spring chamber 56 of the 3-4 shift valve 5, so
3-4 Shift 1 No displacement of the spool of valve 5 occurs. Due to this displacement of the spool of the 1-2 shift valve, port b2 communicates with port 33. Therefore, servo B-
2 is supplied with D range pressure. At this time, in the gear train of FIG. 13, the second brake B2 is newly engaged. As a result, the reaction rotation of the sun gears S2, 83 is prevented by the one-way clutch Fl, and the rotation due to the revolution of the planetary pinion P2 is outputted to the output shaft 103 via the carrier CR2.

Shifting to the third far position turns off the solenoid N11l ζ:'
It is done more. At this time, the D range pressure is applied to the solenoid pressure receiving chamber 41, so the spool 42 of the 2-3 shift valve 4 is displaced downward, the port 43 communicates with the port c2, and the port 47 communicates with the port EX to drain. be done. With this operation, line pressure is transferred from port c2 to servo C-2.
will be supplied to At this time, in the gear train of FIG. 13, ring gear R2, sun gear S2. Since S3 is directly connected, the planetary pinion P2 is also directly connected, the entire front planetary gear unit 122a rotates as a unit, and the input shaft 101, input shaft 102, and output shaft 103 rotate at a constant speed.

A shift to the fourth speed is performed by turning off the solenoid Nα2. At this time, since the application of line pressure to the spring chamber 56 of the 3-4 shift valve 5 was released during the previous shift, the application of line pressure to the solenoid pressure receiving chamber 51 causes the spool to spool against the spring pressure. 52 is displaced downward. This operation closes port 53, and while port 54 communicates with port bO, port co communicates with port EX and is drained. In this way, the clutch CO is released and the brake BO
is engaged. At this time, in the gear train shown in FIG. 13, since the sun gear St is fixed, the input to the carrier CRI is accelerated by the rotation of the pinion gear P1, and the input to the ring gear R is increased.
1, the increased rotation speed is output to the input shaft 102.

On the other hand, when downshifting, the operation of the hydraulic transmission control device follows the opposite path to the above, or in that case, in the gear train shown in Fig. 13, when switching from 4th gear to 3rd gear, the overdrive direct clutch CO engages, overdrive brake BO is released, and the shift from 3rd gear to 2nd gear
When changing from second speed to first speed, overdrive direct clutch C2 is released, and when changing from second speed to first speed, second brake B2 is released.

In the case of manual mode, in the second speed, the second coast brake B1 is engaged in addition to the forward clutch CL overdrive direct clutch CO and the second brake B2, so that the sun gear S2. of the main transmission unit 122 is engaged. S3 is locked and engine braking becomes effective. In addition, in the first gear, in addition to the forward clutch C1 and the overdrive direct clutch CO, the first and reverse brakes B3
, the rear planetary gear unit 122b engages with the rear planetary gear unit 122b.
carrier CR3 is locked and engine braking becomes effective.

In such a control device, a case where a failure or careless change of a solenoid signal, which is the main focus of the present invention, occurs will be described below.

As seen in Figure 2, the most extreme change in the solenoid signal for the 4th gear (4TH) position is solenoid No. 2, or solenoid N remaining off.

1, when Nα3 is turned on. In this case, the first
IST engine braking will be applied. In preparation for such a situation, this hydraulic control device has
3- controlled by a shift solenoid valve (first solenoid valve) 2 that is not subject to changes in the solenoid signal when switching from the 4th gear (previous gear) to the 1st gear (shift inhibit gear) of the automatic transmission; It has a 4-shift valve (first shift valve) 5 and a 2-3 shift valve (second shift valve) 4 that is controlled by a shift solenoid valve (second solenoid valve) l that receives changes in a solenoid signal. However, in order to disable the control by the shift solenoid valve 1 when switching from the 4th gear to the 1st gear of the automatic transmission, the 2-3 shift valve 4 is operated from the 3-4 shift valve 5 at the time of the 4th gear. Lock pressure receiving chamber (lock pressure receiving section) whose operation is controlled by the supplied hydraulic pressure (supply pressure to servo B-0)
48 is added as a jump gear change inhibiting device.

Although it is possible to select the line pressure oil path Ll as the oil path for supplying hydraulic pressure to the shift valve 5, in this embodiment, the drive range port d of the manual valve 6 interposed in the hydraulic control device is used. D range pressure oil passage connected to (
output oil path) Ld. This is because the circuit configuration prevents the influence on normal gear shifting operations caused by disposing the jumping gear shifting inhibiting device in the hydraulic system. In other words, if the line pressure that is constantly supplied is led to the 3-4 shift valve, when the manual valve 6 is switched,
Depending on the order in which the solenoid signals are applied, hydraulic pressure is supplied to servos B-Q to prevent the servos from suddenly entering the fourth speed state.

Next, FIG. 3, which describes the configuration of the shift operation section when manual gear shifting is realized using this hydraulic control device, is a perspective view showing the appearance of the shift operation section. Automatic shift shift pattern P, R, N
The chevron pattern is a combination of the I pattern in which the positions of , and D are arranged in a row, and the H pattern in which the positions 1 to 4 of the first to fourth speeds, which are manual shift patterns, are arranged in an H shape. That is, the H pattern and I pattern are connected at the D position.

FIG. 4 is a perspective view showing the arrangement of this operating section with respect to the automatic transmission main body, and the output member of the operating section is connected to an outer lever 302 of the automatic transmission via a shift cable 301 or a rod.

FIG. 5 is a partially exploded perspective view showing the mechanism of the operating section. This mechanism includes a saddle-shaped retainer 310 that swingably supports the shift lever 303 on the vehicle body, and
Shift lever disconnection and cable lock mechanism (hereinafter abbreviated as "switching lock mechanism") 3 that disconnects the shift cable 301 from the shift cable 301 and locks the shift cable 301.
It consists of 20. The shift lever 303 connects a ball pivot 304 formed below to the retainer 31.
The shift lever tip ball (hereinafter abbreviated as "tip ball") is supported by the swing support part of the cap 311 attached to the upper part of the shift lever 303 and is formed at the lower end of the shift lever 303.
305 is linked to a switching lock mechanism 320. The switching lock mechanism 320 is connected to the shift cable 301.

FIG. 6 is an exploded perspective view showing the configuration of the switching lock mechanism 320. This mechanism includes a frame-shaped shift block case (hereinafter referred to as "case") 321, and It includes three blocks 322 to 324 that are slidably arranged next to each other and a rocker plate 325 that is slidably disposed on the case 321 in the lateral direction. The case 321 has side walls 321A, 321
Guide grooves 321a, 321b are provided at the top and bottom of the central part in the front and back direction of B.
Holes 321c and 321d are formed on the left and right sides of the front and rear walls 321C and 321D for mounting proximity switches 401 to 404, which will be described later, respectively.
Holes 321e and 321f are formed behind the guide grooves 321a and 321b of A and 321B for mounting detent means 326A and 326B, which will be described later.

The shift blocks include an automatic shift shift block (hereinafter referred to as "D block") 322 disposed in the center, and a shift block for first and second speeds (hereinafter referred to as "D block") disposed on the right side thereof. 323 (hereinafter abbreviated as "L block"), and a shift block for third and fourth speeds (hereinafter abbreviated as "H block") 324 disposed on the left side. D
The block 322 has a shift cable connecting pin 306 implanted in the upper front end thereof, and a rocker plate engagement groove 322a is formed in the rear portion of the upper surface. L block 3
23 has a rocker plate engagement groove 323a formed near the center of its upper surface, and a wavy detent groove 323b in which three concave surfaces are connected in the front-rear direction at the rear side surface. The H block 324 also has a rocker plate engagement groove 324a and a detent groove (not shown) 324b formed at the same positions as above.

The rocker plate 325 has an upper side that connects each block 322 to
The bottom wall 325b and the top wall 325a of the case 321 are slidably fitted into the guide grooves 321a and 321b of the case 321, respectively.

A spring 326 for left and right centering is disposed in a compressed state between both side walls 325c and 325d of the rocker plate 325 and both side walls 321A and 321B of the case 321. In addition, the proximity switch can be installed in hole 321c,
Proximity switches for the first to fourth speeds are attached to holes 321d, respectively, and detent means are attached to holes 321e and 321f with a detent ball 327 housed in a cylindrical case 326 and its extrusion. A detent means is mounted with a detent spring 328 for use.

Next, the operation of the shift range switching mechanism configured as described above will be explained in order, mainly using the plan view of FIG. 7 and referring to the above-mentioned figures as appropriate.

The figure shows the D range position where the D block 322 is the most advanced. Up to this position, by tilting the upper end of the shift lever 303 rearward around the ball pit 304, the tip ball 305 at the lower end of the shift lever 304 is moved. By engaging with the engagement groove 322a and pushing out the D block 322, it is moved from the most retracted position P through R and N sequentially to the most advanced position. With this operation, the bin 306 is pushed forward, so the shift cable 301 connected to it is pushed forward, and the manual valve 6 in the above-mentioned hydraulic control device of the automatic transmission is operated via the outer lever 302. , an operation similar to that of conventional automatic gear shifting occurs.

Note that during such an automatic gear shifting operation, the rocker plate opening 325e is located at the left and right center due to engagement with the tip ball 305, so the D block 322 can move back and forth, but the L, The H block has rocker plate opening 325e, walls 325a on both sides, and respective grooves 323.
a, 324a is locked so that it cannot move forward or backward.

From this position, first tilt the head of the shift lever 303 to the left, and the tip ball 305 at the lower end of the lever
Push the right end of the opening 325e of 25 to the right, and fit the rocker plate 325 into the groove 323a of the L block while sliding it to the right along the guide grooves 321a and 321b.

In this state, the L block 323 is connected to the shift lever 303, while the D block 322 is connected to its groove 3.
Mouth/deer plate 325 opening 325e into 22a
By entering from the left side, the H block 324 and the H block 324 are brought into a locked state. Next, when the head of the shift lever 303 is pushed forward, the tip ball 305 pushes the L block 323 backward,
When the rear end 323d of the L block 323 approaches, the first speed proximity switch 401 is activated. The operation of this proximity switch is transmitted as an electrical signal to the electronic control section of the automatic transmission.

At this time, the ball 327 of the detent mechanism transfers from the center detent groove 323b to the front detent groove 323bf in the L block 323, but the action of pushing the ball 327 away when it gets over the peak between both grooves is The accompanying compression resistance caused by the detent spring 328 is mechanically fed back to the driver via the shift lever 303 as a sense of moderation.

Next, when the head of the shift lever 303 is tilted to the left from the initial D range position and then pulled back, the tip ball 305 fits into the groove 323a of the L block 323 as before, and the D block 323 and H block 324 are placed in a locked state.

In addition, the tip ball 305 pushes the L block 323 forward,
The approach of the front end 323C of the L block 323 activates the second speed proximity switch 402.

The operation of this proximity switch is transmitted as an electrical signal to the electronic control section of the automatic transmission. At this time, the ball 327 of the detent mechanism moves from the central detent groove in the L block 323 to the rear detent groove, creating a sense of moderation.

Next, when the head of the shift lever 303 is tilted to the right from the D range position and then pushed forward, the tip ball 303
leaves D block 322 and now moves to H block 32.
It fits into the groove 324a of No.4.

Hereinafter, the same operation as in the case of the first speed in the block described above occurs between the H block 324 and its related members, and the third speed
The speed proximity switch 403 is activated.

Next, when the head of the shift lever 303 is tilted to the right from the D range position and then pulled rearward, each member operates in a related manner in the same manner as described above, and the 4th speed proximity switch 4
04 is activated.

The shift lever 303 is returned to the center position of the D range by a left-right centering spring 326 compressed between the rocker plate side walls 325c, 325d and the case side walls 321A, 321B.

Figure 8 shows the control flow in the electronic control unit of an automatic transmission incorporating such a manual transmission, and shows the initial settings, rotation speed calculation, switch input processing, and neutral control that are normally performed in conventional automatic transmissions. After start switch input processing and oil temperature calculation, manual gear shift switch (MT switch)
That is, the determination of whether one of the proximity switches 401 to 404 is on or off and the determination of whether a manual mode flag set at the time of manual gear shifting are added are added. When the MT switch is off and the manual mode flag is off, the D range is selected for the shift diagram table (MSL), and the lock-up diagram table (MSL) is set to the D range.
LP) is also selected to the D range, and the automatic transmission mode V is controlled (AT control).

On the other hand, if it is determined that the MT switch is on, the manual shift map (MT map) is selected and manual shift mode control (MT control) is performed.

When the manual mode flag is on, a timer selects between manual shift mode and automatic shift mode depending on whether a predetermined time t1 has elapsed.

FIG. 9 shows the flow of the subroutine in the case of the above MT map selection. In this flow, after resetting the re-imaging counter,
W4) is turned on and off to create a shift diagram table (MSL) and a lock-up diagram table (MSL) according to each gear stage.
LP) is selected.

FIGS. 10 and 11 show subroutines for MT control and AT control in the above control flow. The flow of the MT transmission section during this MT control flow is as shown in FIG. As can be seen from this flow, if the current speed determined by reading the shift diagram is other than 4th speed,
The 1st to 3rd speed signals are output, but if the current speed is 4th speed, even if the 1st speed signal is input, the 1st speed signal is not output immediately and the timer start flag is set. and a second speed signal is output. Then, a predetermined time t
After two elapses, this flag is turned off and a first speed signal is output. In other words, with this kind of control, the gear train is shifted down from 4th gear to 2nd gear and then shifts to t.
After two hours have elapsed, the car is shifted to first gear. Therefore, according to this control device, even if a shift signal to 1st gear is inputted while driving in 4th gear due to forced manual shifting operation or erroneous operation, a jump shift from 1st gear to 4th gear will not be performed. Therefore, it is possible to avoid the risk of wheel locking or engine overleveling due to excessive engine braking.

In this way, in this manual transmission mechanism, using the hydraulic control device, it is possible to perform a manual transmission operation according to the H pattern without switching while the manual valve 6 is locked in the D range position. By applying an appropriate operating force by adjusting the detent mechanism, it becomes possible to realize a manual transmission mechanism that is light and has an optimal sense of moderation. Furthermore, according to this operating mechanism, during manual gear shifting, the D block 322 is locked by the rocker plate 325, so that unintended operation of the manual valve 6 does not occur, and moreover, the locked state is made of a strong member. This is achieved by using rocker plates and blocks that can be used to create a rocker, so it is strong enough to withstand shocks applied to the vehicle.

Although the present invention has been described in detail based on one embodiment, the present invention is not limited only to the disclosure content of the above embodiment, and may be modified in various ways within the scope of the claims. It goes without saying that this can be implemented by changing the configuration.

[Brief explanation of drawings]

Fig. 1 is a partial circuit diagram showing the gear shift related parts of a hydraulic control device for an automatic transmission according to an embodiment of the present invention, Fig. 2 is its operation table, and Fig. 3 is an operation of a manual transmission using the same. FIG. 4 is a perspective view showing the arrangement of the operating section and automatic transmission; FIG. 5 is a partially exploded perspective view of the operating section; FIG. 6 shows details of the operating section. FIG. 7 is a plan view showing the operation of the operating section; FIG. 8 is a flowchart showing the control routine of the electronic control device of the automatic transmission; FIG. 9 is a flowchart showing the subroutine for manual gear shift map selection. , FIG. 1O is a flowchart showing a subroutine of the manual shift control, FIG. 11 is a flowchart showing a subroutine of the automatic shift control, and FIG. 12 is a flowchart of the manual shift section in the manual shift control flow.
Fig. 13 is a skeleton diagram of a gear train in a conventional automatic transmission, Fig. 14 is a circuit diagram of its hydraulic control device, Fig. 15 is a partial circuit diagram showing the transmission control unit, and Fig. 16 is its operation. It is a table. ■... Solenoid valve for shifting (second solenoid valve), 2... Solenoid valve for shifting (first solenoid valve), 3... 1-2 shift valve, 4...
・2-3 shift valve (second shift valve), 5...
・3-4 shift valve (first shift valve), 48・
...Lock pressure receiving chamber (lock pressure receiving section) Agent Patent attorney Hideyuki Abe Figure 2 Figure 3 Figure 4 Figure 6 Figure 6 325b Figure 7 Figure 8 Figure 9 Procedure amendment (method) 1990 November 30, 2013 Name of the invention Hydraulic shift control device for automatic transmission for vehicles that prohibits jump shifting 3
Relationship with the case of the person making the amendment Patent applicant address: 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name: Aisin AW Co., Ltd. Representative: Michio Maruki 4 Agent: 114 Address: 4-12-2 Higashijujo, Kita-ku, Tokyo No. 9026
Drawing subject to amendment 7 Contents of amendment

Claims (1)

[Claims] (1) In a hydraulic shift control device for an automatic transmission for a vehicle, which includes a plurality of shift solenoid valves controlled by solenoid signals and a plurality of shift valves controlled by the solenoid valves, one of the plurality of shift valves is automatically A first shift valve is controlled by a first solenoid valve that is not affected by a change in the solenoid signal when the transmission is switched from a front gear to a shift inhibit gear, and a second solenoid valve is controlled by a second solenoid valve that is subject to a change in the solenoid signal. The second shift valve has a second shift valve configured to disable the control by the second solenoid valve when switching from a previous gear to a shift inhibit gear of the automatic transmission. 1. A jump-shift inhibiting hydraulic shift control device for an automatic transmission for a vehicle, comprising a lock pressure receiving section whose operation is controlled by hydraulic pressure supplied from a first shift valve at a previous gear stage.