JPH0469446A - Speed change range select mechanism of automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To convert movement of a shift lever along various shift patterns into a linear motion by providing other shift positions on a parallel route, and correlating other connecting means, concurrently provided in a connecting means, to the connecting means through a correlating means. CONSTITUTION:In an automatic transmission whose manual shift valve is select- operated by displacing a shift lever 12, other shift positions 1 to 4 are provided on a parallel route Z, in parallel to series route X and further related to the route X via a traversing route Y, and also the first slide rod 28, second slide rod 29, second arm 43, etc., which are other connecting means, are provided concurrently in a connecting means. Constitution is provided such that the other side of the other connecting means is correlated to a cross directional arm 26 of the connecting means through the first/second clutch blocks 32, 40, second arm 43, cross directional arm 44, etc., which are the connecting means, while making the shift lever 12 selectively engageable with the first/second blocks 30, 31 in the one side of both the connecting means.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a shift range switching mechanism for an automatic transmission for a vehicle, and particularly for a shift range switching mechanism for an automatic transmission for a vehicle to which a shift range corresponding to a specific gear is added. The present invention relates to a transmission range switching mechanism.

[Prior Art] The shift patterns of the shift operation unit in a conventional automatic transmission include parking (hereinafter referred to as "P"), reverse (hereinafter referred to as "R"), neutral (hereinafter referred to as rN), and drive (hereinafter referred to as "rN"). In addition to each range (hereinafter referred to as "D"), there is also a second range (hereinafter referred to as "D") that applies engine braking on mountain roads etc.
Hereinafter referred to as "S". ), Low (hereinafter referred to as rLJ)
It consists of a ■ pattern in which ranges such as these are arranged along a series route.

Therefore, while this configuration does not pose any particular problem in normal driving, in order to realize driving that is more in tune with human sensibilities, we have taken into account the idea of actively reflecting the driver's intentions in driving and making driving more interesting. The current shift pattern alone is not necessarily sufficient to meet such a wide range of demands.

Therefore, if a new shift pattern is created by incorporating the shift pattern of a manual transmission into the shift pattern of an automatic transmission, it will be possible to give a manual feel to automatic transmission driving, and it will be easier to operate than the current manual transmission, allowing the driver's will to do more. This makes it possible to create a transmission that can more actively reflect this in driving.

[Problem to be solved by the invention]

By the way, in the current automatic transmission, range switching is performed to determine each range of PlR, N, D, S, and L by switching a manual shift valve in a hydraulic servo control circuit that operates the frictional engagement element. The gear shift is configured to perform a gear shift by electronically controlling a solenoid valve in the hydraulic servo control circuit in accordance with the vehicle speed and throttle opening to select a specific gear gear. The former shift lever, which performs range switching using the manual shift valve, is configured to move along the shift positions in the above-mentioned sequence arranged in a row in accordance with the movement of the manual shift valve.

Therefore, if a shift pattern is adopted that differs from this movement direction or permutation, if the movement of the shift lever is directly transmitted to the manual shift valve, it will not be possible to make it perform the desired operation, but some ingenuity will be required.

That is, for example, it is necessary to convert the movement of the shift lever according to the H pattern or the like into a linear movement according to the I pattern of the permutation.

Conversion from such an arbitrary pattern to an I pattern is as follows:
This may be easily possible if the shift position is detected by a switch or the like and processed electrically, but conversion using only electrical signals has the problem that shifting becomes impossible due to a failure in the electrical signals.

In view of these circumstances, the present invention uses an automatic transmission equipped with a manual shift valve that moves linearly as the basic transmission, and combines various shift patterns with the normal I pattern used in automatic transmissions. Another object of the present invention is to provide a shift range switching mechanism for an automatic transmission for a vehicle that can be mechanically realized by converting the movement of a shift lever according to various shift patterns into a linear motion.

Another object of the present invention is to directly incorporate a shift pattern that is widely used in manual transmissions.

It is also an object of the invention that the ranges corresponding to other shift positions are different from the ranges disposed along the serial path.

Another object of the present invention is to provide a speed change range switching mechanism that is compatible with the operation of a manual shift valve.

Another object of the present invention is to arbitrarily set ranges corresponding to other shift positions.

Another object of the present invention is to make the shift operation stroke uniform between each shift position or to be able to set it appropriately.

Furthermore, the present invention makes the output of the output means correspond to a specific gear in a specific shift range selected by changing the shift range, and mechanically guarantees the selection of the shift range change in the automatic transmission by the coupling means. The purpose of this invention is to enable the selection of a gear position according to the shift position.

[Means to solve the problem]

In order to solve the above-mentioned problems, the present invention includes a shift lever that is displaceable between range positions arranged along a series path, and a connecting means that transmits the displacement of the shift lever to a manual shift valve. - In a shift range switching mechanism of an automatic transmission for a vehicle, in which the manual shift valve of the automatic transmission is operated to change the shift range by the displacement of The present invention is characterized in that another shift position is provided on a parallel path, another connecting means is provided alongside the connecting means, and the other connecting means is linked to the connecting means via a connecting means.

The other shift positions can be provided on both sides of the transverse path.

Furthermore, the other shift positions may be provided on both sides of the serial path.

Further, the shift lever may be selectively engageable with one side of both the connecting means.

Furthermore, the linking means may include displacement switching means.

Further, the displacement switching means may include one-sided feeding means.

Moreover, the one-sided feeding means may include a jump shifting means.

Furthermore, the linking means may include displacement amplifying means.

Further, the present invention includes a shift lever that is displaceable between range positions arranged along a series path, and a connecting means that transmits the displacement of the shift lever to a manual shift valve,
In a shift range switching mechanism of an automatic transmission for a vehicle that changes the shift range by switching a manual shift valve of the automatic transmission according to the displacement of the noft gear, the shift range switching mechanism is parallel to the serial path and communicates with it via a cross path. another shift position is provided on a parallel path in which the shift lever is moved, and another coupling means is provided for transmitting movement of the shift lever to the other shift position to the coupling means, and the other shift position is output to the coupling means. In addition, an output means is provided to detect movement of the shift lever to the other shift position, and the shift range of the automatic transmission can be changed by the operation of the coupling means, and the output of the output means is is characterized in that it corresponds to a specific gear in a specific gear range selected by changing the gear range.

[Action and effect of invention]

The shift range switching mechanism for a vehicle automatic transmission according to the present invention having such a configuration combines various shift patterns used in a manual transmission with a normal I pattern used in an automatic transmission. , the movement of the transmission gear along the shift pattern can be mechanically converted into linear motion and transmitted to the manual shift valve, so it can be adjusted to meet the operational needs without changing the basic configuration of the automatic transmission. It is possible to achieve the effect of setting a gear while ensuring sufficient fail-safety. Further, the gear range switching mechanism of the present invention has the advantage that it can be widely applied to various types of automatic transmissions.

In addition, in cases where other shift positions are provided on both sides of a transverse route or on both sides of a serial route, in addition to the above effects, the shift pattern that is widely used in manual transmissions can be adopted as is. You can also get the effect that you can.

In addition, in the case where the shift lever can be selectively engaged with one side of the horse coupling means, this is different from a range in which ranges corresponding to other shift positions are arranged along a serial path. can do.

If the linking means includes a displacement switching means, it is possible to provide a speed range switching mechanism that is compatible with the operation of the manual shift valve.

Furthermore, when the displacement switching means includes a single-feeding means, ranges corresponding to other shift positions can be arbitrarily set.

Furthermore, by including a jump shift means in the single feed means, it becomes possible to shift gears without passing through unnecessary ranges. This has the effect of preventing pressure from being applied.

Furthermore, if the linking means includes a displacement amplifying means, the shift operation stroke can be made uniform or set as appropriate between each shift position.

Furthermore, in the case where the shift lever is provided with an output means for detecting movement of the shift lever to the other shift position, the output of the output means is transmitted to a specific gear stage in a specific shift range selected by changing the shift range. Therefore, it is possible to mechanically guarantee the change selection of the shift range in the automatic transmission by the coupling means, and to select the gear stage according to the shift position.

〔Example〕

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

1 to 6 show the structure of the first embodiment of the present invention,
Fig. 1 is a partially cut away plan view, Fig. 2 is a partially cut away side view, Fig. 3 is a front view, and Fig. 4 is a perspective view of the whole. FIG. 5 shows the principle of only the main members constituting the mechanical input transmission part, with (a) being a plan view thereof, and (b) being a top view.
) is its side view, FIG. 6 shows its operating section, and (al is an external perspective view, fb) is a shift pattern diagram.

As shown in FIG. 4, this shift range switching mechanism is assembled to a common base B that is attached to the body of the vehicle, etc., and controls the movement of the input operation section 1 including the shift lever and the input operation section L. It is comprised of a mechanical input transmission section 2 and an electrical input transmission section 9, which transmit information to the operating section of the automatic transmission AT.

As shown in FIGS. 1 to 3, the input operation unit 1 is a shift lever that is swingably supported via a spherical bearing 11 at the top of a gate-shaped support frame 10 that is erected from a base B.
12, an engagement end 12a is formed at the lower end of the shift lever 12 to be operatively connected to the mechanical input transmission section 2, and a spherical rotation fulcrum 12b supported by a spherical bearing 11 is formed.
A long hole 1 into which a pin 13 is inserted is provided between the engaging end portion 12a and the engaging end portion 12a.
2c is formed.

The pin 13 is attached to a shaft inserted through the shift lever 12 and is operated to move up and down by the movement of the pin 13, and its free end touches the cam surface of the inhibit plate 14 protruding from the lower surface of the support frame 10. Working together to shift lever I
This constitutes the second inhibit mechanism. Further, a spring 15 whose middle coil portion is supported by the frame is attached to the upper part of the support frame 1O, and the free end of the spring 15 is attached to a switch that projects laterally from the spherical rotation fulcrum 12b of the shift lever 12. Holding the operating shaft 12d from above and below,
A resilient force is applied to constantly return the shift lever 12 to the neutral position in the left-right direction. And the switch operation shaft 12d
The tip is operatively connected to a switch box 91 of the electrical input transmission section 9, which will be described later.

On the other hand, the mechanical input transmission section 2 includes a frame-shaped case 21 disposed below the portal-shaped support frame IO, and is fitted into a notch below the case 21 so that it can only be transmitted laterally. A movable stopper member 22 is provided. This stopper member 22 is constructed by cutting and raising a part of a plate and bending it into a C-shape, and the engagement end 12a of the shift lever is fitted into the open part of the C-shape. . Also,
Extends in the front and back direction at the center of the case 21, and connects both ends to the case 2I.
A shaft-shaped kite 23 is provided fixedly supported on the shaft. The kite 23 has a sliding piece 24 (which does not appear in Figures 1 to 4, so components that cannot be referred to in these figures below)
See FIG. 5 which shows them in principle. ) are fitted and supported, and the rear end of a first arm 25 constituting a connecting means is pivotally attached to the front upper part of the first arm 25 via a connecting pin. The first arm 25 extends in the front-rear direction, and its front end is pivotally connected to one end of the transverse arm 26. The transverse arm 26 is pivotally connected to a connecting fitting at one end of a push-pull cable 27 near its midpoint. In case 21,
In parallel with the kite 23, a first slide rod 28 and a second slide rod 29 are fitted into the case 2I so as to be slidable in the front and rear directions. These slide rods 28.2
9 is provided with a first block 30 and a second block 31 fixed thereto, and grooves 30a and 3 in which the C-shaped portion of the stopper member 22 is fitted in the upper portions thereof.
1a is provided. 1st and 2nd slide lot 2
A first clutch block 32 constituting one-sided feeding means is slidably fitted to the front side of the clutch g and 29. A clutch mechanism is provided between the first clutch block 32 and the first and second slide rods 28, 29, and this mechanism includes a push rod 33 that slides laterally inside the clutch block 32. , balls 34.3 arranged at both ends thereof.
Recesses 28a and 29a formed on the inside of the slide rod 28.29 to face the balls 34 and 35.
It is made up of. At the front of the clutch block 32, a shaft 32a extending forward is protruded, and a second
A clutch block 40 is slidably fitted to the shaft 32a.
A collar 41 is fitted to the tip. Furthermore, the first. Flanges 36 and 37 are also fitted to the second slide rods 28 and 29. The front end of the second slide rod 29 extends forward from the front end of the first slide rod 28, and a pin protruding from the tip thereof is fitted into one of the elongated holes 42a of the swing lever 42. A third slide rod 38 is also slidably fitted into the case 21. The front side of this slide rod 38 is fitted into the second clutch block 40, and a collar 39 is fitted in the front of the slide rod 38, and a pin is protruded from the tip. The other elongated hole 4 of the swing arm 42
2b. Although not shown in the drawings, a mechanism similar to the clutch mechanism described above is provided between the second clutch block 40, the shaft 32a, and the third slide rod 38. The swing arm 42 is rotatably supported by the base B at its center. clutch block 40
is connected to one end of a transverse arm 44 via a second arm 43.

The lateral arm 44 is rotatably supported at its center by the base B, and has one end connected to the second arm 43 and the other end connected to the lateral arm 26. As described above, the vicinity of the center of the lateral arm 26 is connected to the connection fitting of the push-pull cable 27. Note that a plurality of recesses 30b are provided on the outer surfaces of the first and second blocks 30.31.

31b are formed, and a ball pushed out by a spring is disposed on the case 21 side facing these recesses, and a detent mechanism of the first and second blocks 30 and 31 is constituted.

Next, the electrical input transmission unit 9 includes a switch box 91 that constitutes an output means and is supported by a bracket erected from the base B to the side of the support frame 10. The tip of the switch operation shaft 12d is a swing operation shaft 16 whose central part is a spherical swing fulcrum.
is connected to.

As shown in FIG. 6, this transmission range switching mechanism consists of two
, R, N, and D range positions, a sliding piece 24 serving as a connecting means for transmitting the displacement to a manual shift valve (described later), and a first arm 25.
, and a transverse arm 26 (see Figs. 1 to 4), which switches the manual shift valve of the automatic transmission AT by displacement of the shift lever 12.
Other shift positions ■ to ■ are provided on a parallel path Z that is parallel to and communicates with it via the transverse path Y, and a first slide rod 2 that is attached to the connecting means and serves as another connecting means is provided.
8, second slide rod 29, second arm 43 (first to
4), etc., so that the shift lever 12 can be selectively engaged with the first block 30 and the second block 31 on one side of the two connecting means, and the other side of the other connecting means can be selectively engaged with the first block 30 and the second block 31 on one side of the connecting means. The first clutch block 32, the second clutch block 40, the second arm 43, the lateral arm 44, etc. are connected to the lateral arm 26 of the connecting means.

FIG. 7 is a skeletal diagram of an example of an automatic transmission to which the shift range switching mechanism of this embodiment is applied, FIG. 8 is a circuit diagram of its hydraulic control device, and FIG. 9 is a shift operation chart thereof. be.

As shown in FIG. 7, this transmission includes an input shaft 100 aligned with the engine crankshaft E, a counter shaft 110,
It is composed of three front axle shafts 120a and 120b, and a torque converter 102 equipped with a lock-up clutch 101 and a four-speed forward automatic transmission mechanism 103 are disposed on the input shaft 100, and a four-speed forward automatic transmission mechanism 103 is disposed on the input shaft 100. An underdrive mechanism 111 is provided, and a front differential device 121 is also provided on the front axle shafts 120a, 120b. The forward four-speed automatic transmission mechanism 103 has a single planetary gear 104.
It is equipped with a planetary gear unit l-106 which combines a dual planetary gear 105 and a sun gear SL of both planetary gears 104 and 105 and a carrier CR.
It is constructed by connecting and integrating two planetary gears 1 and 1.
A pinion that meshes with the sun gear S1 of 04.105 is integrally configured as a long pinion P1. sun gear S
1 is integrally formed with a hollow shaft 107 supported on the outer periphery of the input shaft 100. Then, the input shaft 100 and the ring gear (small ring gear) R1 of the single planetary gear 104
are connected via a first clutch (forward clutch) CI, and input shaft 100 and sun gear S1
and are connected via a second clutch (reverse clutch) C2. The sun gear S1 is enabled to engage the case 108 by the first brake B1, and its one-way rotation is prevented by the second brake B2 through the first one-way clutch F1 by engagement with the case 108. It is configured like this. Further, the ring gear (large ring gear) R2 of the dual planetary gear 105 is enabled to engage with the case 108 by the third brake B3, and one-way rotation is prevented by the engagement with the case 108 by the second one-way clutch F2. It is said that the configuration is as follows. The carrier CR1 is connected to a counter drive gear 109 supported by a case partition wall, and the gear 109 serves as an output member of the four-speed automatic transmission 103. In addition to the above configuration, the input shaft 100
and a fourth clutch co connecting the large ring gear R2,
A clutch co and a fourth one-way clutch FO are also attached, interlocking with the clutch CO and interposed between the output side member and the small ring gear R1. The underdrive mechanism 111 includes one simple planetary gear 112, and its carrier CR3 and sun gear S3 are connected to the third
are connected via a clutch (direct clutch) C3. Further, the sun gear S3 is made engageable with the case 108 by a fourth brake (underdrive brake) B4, and the third one-way clutch F3
One-way rotation is prevented by engagement with the case 108. The link gear R3 of the planetary gear 112 is connected to a counter driven gear 113 that meshes with the counter drive gear 109 and becomes an input member of the underdrive mechanism 111, and the carrier CR3 is connected to the counter shaft 110. ing. Further, the counter shaft 110 has an underdrive mechanism 1.
A reduction gear 114 serving as an output member of No. 11 is fixed. Further, the front differential device 121 includes a differential carrier 122 and left and right side gears 123a, 123.
A ring gear 124 is fixed to a differential carrier 122 which serves as a gear mount case. The ring gear 124 meshes with the reduction gear 114 to constitute a final reduction mechanism, and the left and right side gears 123a,
123b are left and right front axle shafts 120a, respectively;
120b.

Note that the operation of this automatic transmission will be explained with reference to the shift operation chart shown in FIG. 9.

As shown in FIG. 8, the hydraulic control circuit in this transmission includes hydraulic servos C-0, C-1, C-2, C-3, and hydraulic servos C-0, C-1, C-2, C-3, which operate the aforementioned clutches CO, C1, C2 and C3. Brake Bl, B2. B3. In order to control the hydraulic servos B-1, B-2, B3, B-4, etc. that operate B4, pressure oil discharged from the hydraulic pump 200 is guided to the manual shift valve 202 via the line pressure oil path 201, and the manual shift is performed. Each shift valve 203 to 20 passes through output ports R, D, S, and L that are opened by switching the valve 202.
6. And each shift valve 203-2
06 is switched by control as shown in FIG. 9 of solenoid valves 207 to 209 driven by solenoids Nα1 to Nα3 to control each of the hydraulic servos C-0, C-1, C-2, C-3 and the hydraulic servo. Pressure oil is supplied to B-1, B-2, B-3, and B-4. The above-mentioned supplied oil pressure is applied to the throttle pressure output by the throttle solenoid valve 210 in response to a current proportional to the throttle opening signal applied to the throttle solenoid valve 210.
and the secondary regulator valve 212 to adjust the line pressure in accordance with the throttle opening.

Therefore, in this automatic transmission, as shown in the operation chart of FIG. 9, different oil pressures are used as servo pressures according to each range corresponding to the spool position of the manual shift valve 202, and the driving ranges other than P and N are set as servo pressures. Then, depending on the vehicle speed and throttle opening, the solenoid Nα in the hydraulic control circuit
Depending on the combination of signals applied to 1 to 3, each clutch C
By controlling the engagement and disengagement of O to C3 and each brake B1 to B3, and further by the engagement and disengagement of each one-way clutch FO-F3,
The gear position in each range is automatically selected. Furthermore, the solenoids Nα1 to Nα3 are also controlled by signals output from the switch box 91. That is, the electronic control section of the hydraulic control device includes the switch box 9.
A signal output from No. 1 is sent, this signal is processed by the electronic control section, and this control signal is also sent to solenoids No. 1 to 3.
is applied to

Next, the operation of the shift range switching mechanism configured as described above will be explained based on the movement of the shift lever 12 and the manual shift valve 202.
The relationship with the movement of will be mainly explained below.

10-15 are schematic plan views showing the operation (some mechanisms are simplified or omitted for ease of reference).

As shown in Fig. 10, when the shift lever 12, which is in the P position (or N position) when stopped, is moved to the D register 9 position via R and N (or directly), the shift range switching mechanism is changed as shown in Fig. 11. take position. During normal driving without any special operations, this D range will shift from 1st to 4th (or 5th).
speed) is automatically changed according to vehicle speed and throttle opening. In this state, the push-pull amount of the push-pull cable 27 is set to the amount that places the manual shift valve 202 at the D register 9 position.

From this position, when the knob of the shift lever 12 is tilted to the left along the shift pattern shown in FIG. 6, the engagement end 12a of the shift lever shown with diagonal lines in FIG. Conversely, while pushing the stopper member 22 to the right, the robot moves along the cross route Y and reaches the parallel route Z.

With this operation, the movement of the sliding pieces 24 in the longitudinal direction along the serial path X is prevented by the stopper member 22, while the movement of the second slide rod 29 along the parallel path Z is allowed. When the shift lever is pushed forward according to the shift pattern, the engagement end 12a is disengaged from the stopper member 22 and moved rearward to the first speed position (2), as shown in FIG. This movement of the engagement end 12a causes the second slide rod 29 to arch backward, and the clutch block 32 is pushed by the collar 37 and retreats. and,
When the clutch block 32 is retracted, the clutch mechanism
The ball 34 disengages from the first slide rod 28 and the clutch block 32 by riding up on the outer peripheral surface of the first slide rod 28 disengaged from the recess 28a, and the second slide rod 2 is disengaged from the clutch block 32 by fitting the ball 35 into the recess 29a.
9 and the clutch block 32 is established. The retraction of the clutch block 32 is further performed in a similar manner by the clutch mechanism, causing the second clutch block 40 and the third slide rod 38 to be disengaged and the second clutch block 40 to be connected to the shaft 32a.
moves backward together with the shaft 32a. This backward movement is transmitted to the second arm 43 connected to it, and the displacement given to the push-pull cable 27 by this movement is an amount equivalent to a two-stage pullback after going through the S range position to the rear.
The manual shift valve connected to the push-pull cable 27 reaches the L range position after passing through the S range position. On the other hand, this movement of the shift lever 12 is also applied to the switch box 91 via the switch operation shaft 12d, and by switching the switch, a shift signal to the first speed is sent to the electronic control section of the hydraulic control device.

Next, from this L range position (or from the initial N position), when the shift lever is pulled backwards (or backwards after tilting to the left), the engaging end 12a will take the position shown in FIG. Become. With this movement, the second slide rod 29 moves forward three steps (or one step), the clutch block 32 maintains the N position, and the swing lever 4 moves forward.
2 rotates counterclockwise, and the third slide rod 38 rotates counterclockwise.
Pushed back a step. This operation is performed by the second clutch block 4.
0 is moved backward in I stages, and this backward movement is transmitted to the second arm 43 connected thereto, and the displacement given to the push-pull cable 27 by this movement is an amount equivalent to two stages of backward pulling back. Therefore, the manual shift valve is
Reach S range position. On the other hand, this movement of the shift lever 12 is also applied to the switch box 91 via the switch operation shaft 12d, and by switching the switch, a shift signal to the second speed is sent to the electronic control section of the hydraulic control device.

Next, when the shift lever is returned to the front from this S range position (or from the initial N position), pushed to the right through the neutral position (or directly), and further pushed forward, the engaging end 12a is moved to the 14th position. It will take the position shown in the figure. With this movement, the first slide rod 28 moves backward two steps (or one step), the first step being a movement in which the shaft 32a slides against the second clutch block 40, and the second step being a movement in which the shaft 32a slides against the second clutch block 40. The second clutch block 40 is the third
Since the movement is sliding on the slide rod 38, the second
No effective stroke of the clutch block 40 occurs, and the second clutch block 40 maintains its position in the S range.

Therefore, the manual shift valve remains in the S range position. However, the movement of this shift lever 12 is
The signal is applied to the switch box 91 via the switch operation shaft 12d, and by switching the switch, a shift signal to the third speed is sent to the electronic control unit of the hydraulic control device.

Next, when the shift lever is moved backward two steps (or tilted to the right and rearward) from this S range position (or from the initial N position), the engaging end 12a will take the position shown in FIG. become. With this movement, the first slide rod 2
8 moves forward in two steps (or one step), but only the first step of the movement is an effective stroke against the first clutch block 32, and the latter one step is an effective stroke against the first clutch block 32. As a result, the first slide rod 28 idles and becomes an invalid stroke, so the first clutch block 32 moves forward by one step. With this movement, axis 3
2a moves forward by one step, and the second clutch protector 40 also slips against the third slide rod 38 and reaches zero.
Return to the 122 o'clock position. Therefore, the manual shift valve returns to the D-thin 9 position. At this time, shift lever 1
2 is applied to the switch box 91 via the switch operation shaft 12d, and by switching the switch, a shift signal to the fourth speed is sent to the electronic control unit of the hydraulic control device.

The movement of the output point connected to the push-pull cable 27 when each of these gear shifting operations is performed will be explained with reference to the operation explanatory diagram in FIG. Since the connecting point 02 of the directional arm 44 to the second arm 43 is fixed by the stopper member 22, the lateral arm 44 is restrained from rotating around the rotational fulcrum Oo. The connection point 03 of the transverse arm 44 to the transverse arm 26 thus becomes a fixed point. The transverse arm 26 is therefore rotated clockwise with the displacement transmitted from the first arm 25 and the connection point 0 to the push-pull cable 27
4 is displaced on an arc of radius r1 in the order of P, R, N, and D.

Since this displacement is a circular motion with the push-pull cable 27 as a tangent, it is transmitted to the push-pull cable 27 as an approximate linear motion. On the other hand, when the shift lever is displaced along the parallel path Z, the connection point O3 of the transverse arm 26 to the first arm 25 is fixed by the stopper member 22 at the D range position, and therefore the rotation center O8 of the transverse arm 44 is fixed. overlap, the transverse arm 26 connects to the connection point 0+(
That is, it rotates around the rotation center O0). On the other hand, the displacements applied to the connection point 02 of the transverse arm 44 to the second arm 43 are as follows: P, R,
Since the displacement is in the opposite direction to N and D, the lateral arm 4
4 rotates counterclockwise around a rotational fulcrum Oo, and connects to the transverse arm 26 at a connection point 0.4. In order to displace
) is the rotation center. As a result, the second arm 4
Connection point 0.3 to push-pull cable 27 with a displacement transmitted from 0.3. S on the arc of radius r2.

It is displaced backward in the order of L. In this case as well, since the displacement is an arc motion with the push-pull cable 27 as a tangent, it is transmitted to the push-pull cable 27 as an approximate linear motion. In this way, both the forward motion transmitted from the first arm 25 and the backward motion transmitted from the second arm 43 are switched to forward motion by this mechanism, and the range arrangement P is the same as the range arrangement of the manual shift valve.

Displacements in the order of R, N, D, S, and L are transmitted to the automatic transmission AT via the push-pull cable 27.

As explained above, according to the transmission range switching mechanism of this embodiment, even if the solenoid or electronic control device fails, the mechanical operation of the manual shift valve 202 of the automatic transmission is guaranteed, so the range can be changed. is possible. In such a case, by turning off the power to the electronic control unit, each of the solenoids will be turned off, but D.
Depending on the S and L ranges, as shown in FIG. 9, range pressure is secured for 4th gear in the D range, 3rd gear in the S range, and 1st gear in the L range, so the 1st... 3. Switching between 4 speeds is guaranteed. Moreover, 4 in the D range
speed, 3rd gear in S range, 1st gear in L range,
In either case, the engine brake is activated due to engagement of the one-way clutch. Therefore, the transmission mechanism of the above embodiment provides a high fail-safe effect.

FIG. 17 shows a second embodiment of the present invention, in which (a) is a plan view similar to that in FIG. 5, and Tb) is a front view.

This example is based on the second clutch block 3 in the first embodiment.
A clutch block 32A corresponding to No. 2 is connected to a fixed shaft 51 that projects forward from the slide rod 29A and the case 21A.
A is provided with a clutch mechanism that is slidably fitted into A and acts on a recess provided opposite to the slide rod 29A and the fixed shaft 51A, and furthermore, the end of the slide rod 29A is provided with the flange 35 and the clutch mechanism. Similarly, a collar 35A is provided. In this example, the clutch block 32A is connected to the second arm 43. Since the connecting means and other structures beyond this point are the same as those of the first embodiment, the explanation will be omitted by adding A to the reference numerals of corresponding members.

In this second embodiment, when shifting from the illustrated D position to the first speed position ■, the slide rod 29A moves rearward 2 times.
This movement pushes the clutch block 32A against the collar 35A, and the engagement of the clutch mechanism causes the clutch block 32A to move back in stages.
Move backwards a step. This position is the L-thin 9 position as in the first embodiment. And slide rod 29A
is shifted to the second gear position ■, the slide rod 29
A moves forward in three steps from the above position, and in the first two steps, the slide rod 29 moves forward due to the engagement of the clutch mechanism.
A and the clutch block 32A both move forward in two steps, but in the latter step, the engagement of the clutch mechanism shifts to the fixed shaft 51A side at the position shown in the figure, and the clutch block 32A is locked in that position, so the slide rod Only 29A slides forward and its stroke becomes invalid. Therefore, the second speed position ■ becomes the D range. In this example, since the first slide rod 38A is not connected to any linking means, its movement is an invalid stroke, and therefore the third speed position (■) and the fourth speed position (■) are D.
It becomes a range.

The shift range switching mechanism of the second embodiment has a feature that it can be applied to a simple automatic transmission to which only the L range is added.

FIG. 18 and FIG. 19 show a third embodiment of the present invention, and this example constitutes a shift range switching mechanism applicable to a five-speed shift.

As shown in FIG. 18, in this example, the fifth speed position (2) is arranged on an extension of the serial shift positions in the arrangement direction. As shown in FIG. 19, this shift range switching mechanism is
Basically, a configuration is adopted in which the sliding piece 24 in the first embodiment is moved to the left side of the case 21, and a slide rod 52B is slidably slidable on the case 21B in parallel with the sliding piece 24B. It is provided. And sliding piece 24B
is provided with a collar 24Ba that is slidably fitted onto the shaft of the slide rod 52B, and a clutch mechanism is built into the slide rod 52B, and the slide rod 52B slides against the case 21B, facing two balls of the clutch mechanism. An engagement groove is provided in the piece 24B.

In this third embodiment, the shifting operation from the first speed to the fourth speed is the same as that in the first embodiment.

In this example, the slide rod 52B moves from the D range position to the rearward N, R, and P positions, but does not move forward due to the action of the clutch mechanism, so the sliding piece 2
The movement of 4B to the 5th speed position (3) becomes an invalid stroke, and the slide rod 52B remains at the D range position.

20 and 21 show a fourth embodiment of the present invention, and this example also constitutes a shift range switching mechanism applicable to a five-speed shift.

As shown in FIG. 20, in this example as well, the fifth speed position ■ is arranged on the extension of the serial shift positions in the arrangement direction, but the order is opposite to that of the third embodiment. facing. As shown in FIG. 21, this transmission range switching mechanism also basically has a structure in which the sliding piece 24 of the first embodiment is moved to the left side of the case 21, but the third Contrary to the embodiment, a configuration is adopted in which the backward movement of the sliding piece 24C and the slide rod 52C fixed thereto becomes an invalid stroke with respect to the clutch block 32C due to the clutch mechanism.

FIG. 22 shows a fifth embodiment of the present invention. This example employs a shift pattern similar to that of the first embodiment shown in FIG. 6, but some mechanisms are simplified. This embodiment incorporates a solenoid 53D to reduce the operating force and is mechanically similar to the second embodiment shown in FIG. That is, the clutch block 32D connected to the second arm 43D is slidably fitted to the second slide rod 29D and the first slide rod 28D, and the solenoid 53D is further fitted to the clutch block 32D.
A solenoid rod 54D that is moved by is fitted therein.

A clutch mechanism is provided between the solenoid rod 54D and the second slide rod 29D and first slide rod 28D in the clutch block 32D. Note that FIG. 22 shows the state when the shift lever is in the N position.

In this fifth embodiment, when the lever is operated from the D range position to the first speed position (2), the second slide rod 29D moves the clutch block 32D backward with its collar 35D, and
Reach L Leno 9 position with stepwise movement. Also, when the lever is operated from the D range position to the second speed position (■), the clutch block 32D does not normally move because it slips against the second slide rod 29D or the clutch block 32D.
At this time, by operating the solenoid 53D and retracting the solenoid rod 54D by one step,
Clutch block 32D now assumes the S range position. Next, when the lever is operated from the D range position to the third speed position (2), the clutch block 32D is pushed back by the collar of the first slide ring 28D and moves back one step to assume the S range position. When the lever is operated from the D range position to the 4th speed position ■, the first slide rod 28
D is slipping against the clutch block 32D, and the clutch block 32D remains in the D range position and does not move.

In this manner, according to the fifth embodiment, the first speed-L range and the second and third speeds-S range are achieved by interposing the solenoid.
Range, 4th speed - D range pattern, 1st speed -
L range, 2nd. 3. This can be realized using a mechanism that is almost the same as the simple pattern of 4th speed-D range. Such simplification of the mechanism helps reduce the operating force of the shift lever.

FIG. 23 shows a sixth embodiment of the present invention, in which a solenoid 53E is inserted into the mechanism to realize a mechanism capable of shifting by skipping intermediate range positions. The mechanism in this example is also similar to the mechanism in the second embodiment, in which a solenoid rod 54E operated by a solenoid 53E is connected to a clutch block 32E via a clutch mechanism. The main difference from the second embodiment is that the fixed shaft 5 for the clutch mechanism is
The point is that the engagement recess on the 1E side is configured in the shape of a groove extending in the front-rear direction. Note that FIG. 23(a) shows the positions of each member in the D range position.

To explain the operation of this mechanism, when shifting from the D range position to 1st speed, the clutch block 32E is pushed back by the collar of the second slide rod 29E and retreats two steps,
Reach position. With this operation, the solenoid rod 54E moves backward by one step during the first half of the movement, and remains at that position during the second half of the movement. Next, the first
When shifting from speed to second speed, the second slide rod 29
Since E and the clutch block 32E are engaged with the clutch, the first stage movement moves the clutch block 32E forward by one stage, and here the clutch is disengaged and the clutch block 32E returns to that position, that is, the S range position. Stop,
Only the second slide rod 29E slides forward by one step. Therefore, in this shift operation, the clutch block 32E is directly shifted from the L range position to the S range position without passing through the D range position. This state is shown in FIG. 22fb). Such a jump shift is also realized when shifting from second speed to third speed.

In this case, only the second slide rod 29E moves backward by two steps in the state shown in FIG.
E remains in the S range position without moving.

Therefore, in this shift operation, the clutch block 3
2E is shifted directly from the S range position to the S range position without passing through the D range position.

In this mechanism, as soon as a shift to the D range position is actually required, the clutch block 32E is returned to the D range position by the forward pullback of the solenoid rod 54E by the solenoid 53E.

FIG. 24 shows a seventh embodiment of the present invention, in which a cam mechanism is provided for mechanically returning the solenoid rod 53E in the sixth embodiment when it does not return due to a solenoid failure. It is something.

25 to 30 show an eighth embodiment of the present invention,
In this example, unlike the previous embodiments, the output rod 61 constituting the connecting means is directly connected to the push-pull cable 27 connected to the manual shift valve 202.

With this configuration, in order to change the direction of shift in the direction opposite to the range arrangement of the manual shift valve, output lot 61
and the other connecting means 62 are connected to each other via a displacement direction reversing lever 63 and a displacement switching means 64. More specifically, the output rod 61 is supported so as to be movable in the front-rear direction relative to the base B, and an engaging portion 61a is provided at the rear end of the output rod 61. and,
The tip of the connecting rod 66 extending forward from the engagement block 65 constituting the other connecting means 62 is the displacement direction reversing lever 6
It is pivoted to the right end of 3. The displacement direction reversing lever 63 is rotatably supported by the base B at its intermediate portion with a lever ratio of 2:1 from the left end to the right end, thereby forming a displacement amplifying means. A connecting rod 66 is attached to the right end of the displacement direction reversing lever 63.
The rear end of a connecting arm 67 is pivotally supported coaxially with the pivoting portion of the connecting arm 67, and the rear end of another connecting arm 68 is pivotally supported at the left end. The front ends of both connecting arms 67 and 68 are connected to clutch arms 69 that constitute one-way feeding means of displacement switching means 64, respectively.
．． It is pivoted to 70. These clutch arms 69.70
are arranged so that the output lot 61 is sandwiched between them. Guides 71.72 are fixed to the base B on the outside of the clutch arm 69.70 to guide the forward and backward movement of both arms, and extend between the clutch arm 69.70, the output rod 61, and the guide 71.72. A pair of clutch mechanisms are provided. This mechanism consists of balls 73, 74 and 73.
Engagement recesses 69a and 70a are formed in the clutch arm 69, 70 and pressure cutout 61 so as to sandwich the angle 74 degrees.
, 61a, 61b, and the other balls 75, 76, support recesses 71a, ?, provided in the guides 71, 72 so as to face them across them. 2 a and clutch arm 69.
It is composed of grooves 69b and 70b formed in the groove 70. Note that FIG. 25 shows the engagement end 12a of the shift lever.
The position of each member is shown when is in the D range position.

Next, the operation of this mechanism will be explained. When shifting from the D range position to the first speed position ■, the engagement end 12a moves to the right, and the engagement block 65 as another connecting means The connecting rod 66 is then retracted by retraction of the engaging end 12a. This movement rotates the displacement direction reversing lever 63 clockwise around its rotational fulcrum, and moves the clutch arm 69, 70 backward one step on the right side and two steps on the left side via the connecting arms 67, 68.
Advance step by step. Then, due to the action of the clutch mechanism, only the two-stage forward movement of the left clutch arm 70 is transmitted to the output rod 61 as an effective stroke, and the output rod 61
moves forward to the L-shin 9 position. This state is shown in FIG.

When shifting from the D range position to the second speed position (2), the engaging end 12a moves to the right and engages with the lateral groove of the engaging block 65, which serves as another connecting means, and then As the portion 12a moves forward, the connecting rod 66 moves forward.

This movement rotates the displacement direction reversing lever 63 counterclockwise about its rotational fulcrum, and moves the clutch arm 69, 70 forward by one step on the right side and backward by two steps on the left side via the connecting arms 67, 68. Then, due to the action of the clutch mechanism, only one stage of forward movement of the right clutch arm 69 is transmitted to the output rod 61 as an effective stroke, and the output rod 6
1 moves forward to the S range position. This state is shown in FIG.

When shifting from the D range position to the third speed position ■, the engagement end 12a moves to the left, so that the output lot 61
Since the engaging end 12a is disengaged, the subsequent backward movement of the engaging end 12a becomes an invalid stroke, and the output rod remains at the D range position. This state is shown in FIG. In addition,
The same applies to the case of shifting from the D range position to the fourth speed position ■.

FIG. 29 shows the position when the D reno is shifted from the second position to the N position. In this case, the clutch mechanism releases the restraint of the output rod 61, so the output rod 61 is moved by the amount of movement of the engagement end 12a. Move and take N position. Shifting to the R or P position is exactly the same, in which case the output lot 61 is moved back by two or three steps of retraction of the engaging end 12a.
Also, move back two or three steps and take the P position. The positional relationship of each member at this P position is shown in FIG.

In this eighth embodiment, the displacement direction reversing lever 63 constitutes a displacement amplifying means, so that, unlike the previous embodiments, the shift to the first gear position ■ is performed in the same way as the operation to the other shift positions. It has the feature that it can be done in one step.

FIG. 31 shows a ninth embodiment of the present invention, and in this example, unlike the eighth embodiment, the third speed position (3) corresponds to the S range. Therefore, 3rd gear position ■
The movement of the engaging end 12a to the fourth position is defined as an effective stroke.
In order to make the movement of the engagement end 12a to the speed position (3) an invalid stroke, a similar clutch mechanism is provided on the other left connecting means side. However, this clutch mechanism is similar to the first clutch mechanism.
The connection relationship is reversed from that on the second speed position side, and the clutch arm 81 is directly connected to other connection means, and the relay output rod 82 is connected 1 from the left end to the right end of the displacement direction reversing lever 63.
They are connected at a lever ratio of 2:2.

The operation of the mechanism shown in this embodiment can be clearly inferred from the operation of the ninth embodiment, so a detailed explanation will be omitted.

Finally, FIG. 32 shows a tenth embodiment of the present invention, which is similar to the eighth embodiment. The structure of the ninth embodiment can be applied to the 5-speed automatic transmission described above, and although the structure is more complicated, the functions of each member are the same as those of the above two embodiments, so A detailed explanation of the structure and function will be omitted.

Although the present invention has been described above in detail based on 10 embodiments, the present invention is not limited to the disclosure content of the above-mentioned embodiments, but may be modified in various details within the scope of the claims. It goes without saying that the invention can be implemented by changing the specific configuration of the invention.

For example, there may be a plurality of connecting means, in which case the number of manual shift valves connected thereto may correspond to the number of connecting means.

Further, other embodiments of the displacement switching means have not been mentioned, and an example of such a structure is shown in FIG. 33. In this example, two pantograph-like links are combined, and the first link of the connecting means is connected to the connecting point 010 of the two pantograph-like links.
The output point of the arm 25 is connected, the output point of the second arm 43 of another connecting means is connected to one apex 011 of the pantograph, and the other apex 012 of the pantograph is connected to the push-pull cable 27. And in this example, P.

Between R, N, and D ranges, connection point 011 is used as a fixed point, and between D, S, and L ranges, connection point 01G is used as a fixed point, and as a result, connection point 0.2 is used as P, R. .

It extracts the displacement corresponding to the N, D, S, and L range positions. This mechanism is characterized in that the displacement taken out is a completely linear displacement.

[Brief explanation of drawings]

FIG. 1 is a plan view showing the structure of the first embodiment of the present invention, and FIG.
The figure is a partially cutaway side view, Figure 3 is a front view, Figure 4 is a perspective view of the overall appearance, and Figure 5 is the main components constituting the mechanical input transmission section. It is shown schematically by overlapping only the two parts, (al is the plan view, (
bl is a side view of the same, FIG. 6 shows its operating section, (a) is an external perspective view, (b) is a shift pattern diagram, and FIG. 7 is a gear range switching mechanism to which the shift range switching mechanism of this embodiment is applied. Figure 8 is a circuit diagram of its hydraulic control device, Figure 9 is its shift operation chart, and Figures 10 to 1 are diagrams of an example of an automatic transmission.
FIG. 5 is a schematic plan view showing the operation of the first embodiment of the present invention;
FIG. 16 is a schematic plan view showing the operation of the displacement switching means, FIG. 17 is a schematic plan view showing the second embodiment of the present invention,
FIG. 18 shows a third embodiment of the present invention, in which (a) is an external perspective view, and (b) is a shift pattern diagram.
9 is a schematic plan view thereof, and FIG. 20 is a fourth embodiment of the present invention, so (a) is an external perspective view thereof, (b) is a shift pattern diagram, and FIG. 21 is a schematic diagram thereof. A plan view, FIG. 22 is a schematic plan view showing a fifth embodiment of the present invention, and FIG.
3 is a schematic plan view showing the sixth embodiment of the present invention;
The figure is a schematic plan view showing the seventh embodiment of the present invention, the 25th figure is a schematic plan view showing the eighth embodiment of the present invention, and the 26th to 30th figures are schematic plan views showing the eighth embodiment of the present invention.
31 is a schematic plan view showing the ninth embodiment of the present invention. FIG. 32 is a schematic plan view showing the tenth embodiment of the present invention. FIG. 33 is a schematic plan view showing the operation. FIG. 3 is a schematic plan view showing a modification of the displacement switching means of the present invention. X...Series route, Y...Cross route, Z...Parallel route, P, R, N, D...Range position, ■～■
...Other shift positions, 12...Shift lever 1202...Manual shift valve, 25...First arm, 26...Transverse arm, 27...Push-pull cable (connection means), 28... First slide rod, 29... Second slide rod, 30... First block, 31... Second block, 43... Second arm (other connection means), 32... Clutch block, 36.37... Tsuba, 3
8... Third slide rod, 40... Clutch block, 41... Tsuba (single feeding means), 44... Lateral arm (displacement switching means), 42...
Swing lever (displacement direction reversal means), 63...Displacement direction reversal lever (displacement magnification means), 91...Switch box (output means) Agent Patent attorney Hideyuki Abe Figure Figure Figure Figure Figure 17 Figure 32 Figure Figure 33 Procedural Amendment September 13, 1990 1990 Patent Application No. 182435 2 Title of Invention Shift Range Switching Mechanism for Vehicle Automatic Transmission 3 Case of Person Who Makes Amendment Relationship Patent applicant address 10 Takane, Fujii-cho, Anjo City, Aichi Prefecture Name
Aisin AW Co., Ltd. Representative Michio Maruki 4 Agent 114 Address 9028, 4-12-2 Higashijujo, Kita-ku, Tokyo
Contents of the amendment (1) The statement ``Moreover, it corresponds to an operating state.'' written in the fourth line to the last line from the bottom of page 32 of the specification will be amended as follows. “Moreover, 4th gear in D range is directly connected, so S
The 3rd speed in the range and the 1st speed in the L range correspond to an engine brake operating state due to the engagement of the brakes B1 and B3. ” (2) “
First half stage...stops in that position. ' shall be amended as follows. "It moves backward according to the movement of the clutch block 32E." (3) Drawing Middle East Figure 11, Figure 23 (a), Figure 23 (b)
) and Figure 24 are corrected as shown in the attached sheet.

Claims (9)

[Claims] (1) A shift lever that moves between range positions arranged along a series path, and a connecting means that transmits the displacement of the shift lever to a manual shift valve, the automatic transmission being controlled by the displacement of the shift lever. In a shift range switching mechanism of an automatic transmission for a vehicle that changes the shift range by switching a manual shift valve, another shift position is set on a parallel route parallel to the series route and connected to it via a cross route. and another connecting means is provided alongside the connecting means, and the other connecting means is linked to the connecting means via the connecting means. mechanism. (2) The transmission range switching mechanism according to claim 1, wherein the other shift positions are provided on both sides of the transverse path. (3) The transmission range switching mechanism according to claim 1 or 2, wherein the other shift positions are provided on both sides of the serial path. (4) The speed range switching mechanism according to claim 2 or 3, wherein the shift lever is selectively engageable with one side of the connecting means. (5) Claims 2 and 3, wherein the linking means includes displacement switching means.
Or the speed range switching mechanism described in 4. (6) The speed range switching mechanism according to claim 5, wherein the displacement switching means includes a one-sided feed means. (7) Claim 6, wherein the one-sided feed means includes a jump shift means.
The gear range switching mechanism described. (8) Claims 5 and 6 wherein the linking means includes displacement amplifying means.
Or the speed range switching mechanism described in 7. (9) A shift lever that moves between range positions arranged along a series path, and a connecting means that transmits the displacement of the shift lever to a manual shift valve, the shift lever being configured to shift the automatic transmission by the displacement of the shift lever. In a shift range switching mechanism of an automatic transmission for a vehicle that changes the shift range by switching a manual shift valve, another shift position is set on a parallel route parallel to the series route and connected to it via a cross route. and another connecting means for transmitting the movement of the shift lever to the other shift position to the connecting means so that the other shift position can be output to the connecting means, Output means for detecting movement to the other shift position is provided, and the shift range of the automatic transmission can be changed by the operation of the connection means, and the output of the output means can be selected by changing the shift range. A gear range switching mechanism for an automatic transmission for a vehicle, characterized in that the gear range switching mechanism corresponds to a specific gear position in a specific gear range.