JPH0514038Y2 - - Google Patents

Description

[Detailed Description of the Invention] (Industrial Application Field) The present invention relates to a shift lock device for an automatic transmission having a stop range and a travel range.

(Prior Art) Generally, this type of shift lock device includes a range detection device for detecting the range of an automatic transmission, as shown in, for example, Japanese Patent Application Laid-Open No. 62-279146.
a braking detection device that detects the operation of a brake device; and a locking device that disables shifting of the automatic transmission when the automatic transmission is shifted to a stop range based on the detection results of both of the detection devices. When shifting the automatic transmission from the stop range to the drive range, the automatic transmission cannot be shifted unless the brake is applied.

(Problems to be Solved by the Invention) However, in the above shift lock devices, an electromagnetically actuated lock device equipped with a lock body operated by excitation of a solenoid is generally used as the lock device, and a range detection device is used. , the operating position of the shift lever is electrically detected to detect the range in which the automatic transmission is being shifted. Due to mechanical trouble, the lock device and range detection device may
There is a risk that the shift lock device may become inoperable independently of the operation of the automatic transmission, and therefore, in some cases, when the automatic transmission is shifted from the stop range to the drive range, only the shift lock device may become inoperable.

The present invention was developed in view of the above circumstances, and uses line oil pressure, which is the control oil pressure of the automatic transmission, and an automatic transmission that engages when the automatic transmission is switched to the driving range. To provide a shift lock device that can be expected to operate stably in conjunction with the operation of an automatic transmission by using the switching hydraulic pressure of an engaging element in a machine.

(Means for Solving the Problems) Accordingly, the present invention provides a hydraulically operated automatic transmission having a stop range and a travel range, in which the hydraulic pressure for switching the automatic transmission to the travel range is input as a detection signal. and a range detection means for detecting a shifted range, a braking detection means for detecting operation of a brake device, and a case where the automatic transmission is shifted to a stop range based on the detection results by each of the detection means. and a locking means which disables operation of the manual valve of the automatic transmission using the line hydraulic pressure of the automatic transmission as the operating source when the brake device is not operating.

(Function) According to the present invention, the range detecting means and the locking means are operated by line hydraulic pressure, which is the operating source of the hydraulically operated automatic transmission, so that when the automatic transmission is operating normally, the range detecting means and the locking means are There is little risk that only the detection means and locking means will become inoperable.

(Embodiments) A shift lock device for an automatic transmission according to the present invention will be described below with reference to embodiments shown in the drawings.

The shift lock device for an automatic transmission shown in the figure is for locking an automatic transmission that can be shifted by switching a manual valve in conjunction with a shift operation of a shift lever under predetermined conditions. comprises a torque converter and a planetary gear mechanism having an engagement element consisting of a plurality of clutches, etc., and the engagement element is actuated via an actuator consisting of a cylinder and a hydraulically actuated piston to perform shifting. It is of known construction and is hydraulically operated.

In addition, the above automatic transmissions have the following stop ranges:
It has a parking range P, a neutral range N, and a drive range D as a driving range.
, a second range, a low range L, and a reverse range R, and the shift pattern is P-R-N-D--L as is known.

However, the shift lock device of the automatic transmission described above uses line oil pressure, which is the control oil pressure of the automatic transmission, and
It utilizes the governor pressure generated by the governor of the automatic transmission and the brake fluid pressure of the brake device 1. Basically, the brake fluid pressure generated in the brake device 1 is input as a detection signal and the detected signal is detected. Braking detection means 2 for detecting whether the brake fluid pressure is equal to or higher than a set value at which a predetermined braking force can be obtained.
and a range detection means for inputting operating hydraulic pressure for switching to a drive range D, a second range, and a low range L among the travel ranges of the automatic transmission as a detection signal, and detecting the shifted range of the automatic transmission. 3, a governor oil pressure detection means 4 for detecting the governor oil pressure generated in the governor of the automatic transmission, a locking means 5 operated by line oil pressure to disable shifting of the transmission, the range detection means 3 and a brake. Based on the detection results by the governor oil pressure detection means 2 and the governor oil pressure detection means 4, the locking means 5 is activated when the transmission is shifted to the stop range and the governor oil pressure and brake fluid pressure are below set values.
A control means 6 is provided for supplying line hydraulic pressure to the locking means 5 to cause the locking means 5 to perform a locking operation.

The brake device 1 has a known structure, and includes a brake pedal 11 and a master cylinder 12.
A hydraulic pipe line 13 extending from this master cylinder 12 is connected to a wheel cylinder 15 built into a wheel 14, and when the brake pedal 11 is depressed, pressure is applied by the piston of the master cylinder 12. Brake fluid pressure is supplied to the wheel cylinder 15 to control the wheel 14.
It is designed to brake.

The braking detection means 2 inputs the brake fluid pressure generated in the master cylinder 12, and
This is to detect whether or not the brake fluid pressure is equal to or higher than a set value at which a predetermined braking force can be obtained. Specifically, as shown in FIG. In 21a, there is a ball valve 22a.
A valve body 22 assembled on the back side is freely movable, and a brake fluid pressure supply passage 16 is provided on the working surface side of the valve body 21 in the valve chamber 21a.
A brake fluid pressure supply port 23 is connected to the brake fluid pressure supply port 23, and on the back side of the valve body 21, a control oil pressure control port 24 is connected to the first control oil passage L1, and a drain is connected to the drain passage L2 extending to the oil pan. ports 25 are provided respectively, and the valve body 22
The control port 23 is connected to the ball valve 22 by the operation of
The valve chamber 2 is configured to open and close via a.
A return spring 26 for moving the valve body 22 in the opening direction (to the right in FIG. 2) is interposed on the back side of the valve body 22 in 1a.

The braking detection means 2 described above is configured such that when the brake pedal 11 is depressed, the brake fluid pressure generated in the master cylinder 12 is applied to the wheel 1.
4 reaches a value (above the set value) that allows reliable braking, the valve body 22 is moved toward the left in FIG. 2 against the return spring 26, and the control port is closed by the ball valve 22a. 24 is closed, and on the other hand, if the brake pedal 11 is not depressed, or even if it is depressed, the brake fluid pressure generated in the master cylinder 12 cannot reliably brake the wheels 14. value (below a set value), the valve body 22 is moved back by the spring force of the return spring 26 against the brake fluid pressure, and the control port 24 is communicated with the drain port 25; The control oil pressure of the first control oil passage L1 is released to the oil pan.

Line oil pressure for operating the automatic transmission is introduced into the first control oil passage L1, and the line oil pressure is used as control oil pressure.

As shown in FIGS. 1 and 6, the range detecting means 3 includes a first input port 31 that introduces the switching hydraulic pressure to the driving range of the automatic transmission, and a control hydraulic pressure in the first control oil path L1. a second input port 32 for introducing
In the valve chamber 35 of the valve body 34, the output port 33 is provided with an output port 33 for outputting the hydraulic pressure input to the valve body 34.
A check ball 36 that opens and closes 3 is loosely inserted.

In the embodiment shown in the figure, the first input port 31
In this case, a switching hydraulic pressure is introduced for an engagement element of the automatic transmission that engages even when the drive range D, second range, or low range L is switched.

However, the range detecting means 3 described above is configured to detect whether the automatic transmission is in the drive range D, the second range, or the second range.
When the low range L is selected, the check ball 36 moves rightward in FIG. 6 due to the switching hydraulic pressure introduced into the valve chamber 35 through the first input port 31. The second input port 32 is closed, and the hydraulic pressure is outputted from the output port 33.

When the automatic transmission is switched to one of the parking range P, neutral range N, and reverse range R, no hydraulic pressure is generated in the first input port 31, and therefore, as described above, the brake pedal 11, the control port 2 of the braking detection means 2
4 is closed, the control oil pressure in the control oil passage L1 is introduced into the valve chamber 35 through the second input port 32, and the check ball 3
6 to the left in FIG. 6, close the first input port 31, and change the control hydraulic pressure to the first
On the other hand, when the control port 24 of the braking detection means 2 is opened and the control oil passage L1 is opened to the drain oil passage L2, the first Since the control oil pressure in the control oil passage L1 is released to the drain pan, the control oil pressure is not output from the first output port 33.

Next, the locking means 5 locks a valve case 51 provided with a valve chamber 51a, as shown in FIGS. 3 and 4.
A through hole 52 extending coaxially with the valve chamber 51a is formed in the through hole 52 and the valve chamber 51a.
A rod-shaped lock body 53 having a small diameter shaft portion 53a and a large diameter shaft portion 53b is provided to be freely movable, and
The valve chamber 5 is provided in the small diameter shaft portion 53a of the lock body 53.
1a, the piston 54 is inserted loosely into the stepped portion 53c of the large diameter shaft portion 53b.
The working chamber 5 provided on the working surface side of the piston 54 is free to move in the axial direction only between the stop ring 55 fitted on the free end side of the small diameter shaft portion 53a.
6, the hydraulic pressure output from the output port 33 of the range detecting means 3 is introduced.

Further, the piston 54 in the valve chamber 51a
A first spring 57 is interposed between the back surface of the piston 54 and the stepped portion 53c of the large diameter shaft portion 53b of the lock body 53, and
1, a second spring 58 having a stronger spring force than the first spring 57 is interposed.

As shown in FIG. 4, the manual valve 7 of the automatic transmission, which is rendered inoperable by the locking means 5, is connected to an inner lever 70 and a connecting pin 70a, which swing in response to manual operation of a shift lever (not shown). This is a known structure in which the inner lever 70 is interlocked and connected through the inner lever 70 and is operated in the axial direction by the swinging of the inner lever 70, and in the embodiment shown in the figure,
A lock plate 71 is integrally formed on the upper end of the inner lever 70, and the lock means 5 is disposed on one side of the lock plate 71. On the other hand, the lock plate 71 allows the shift lever to be moved between the parking range P and the new shift lever. First and second fitting holes 72 and 73 into which the lock body 53 fits are formed at positions facing the end face of the lock body 53 of the lock means 5 when the lock body 53 is operated to the normal range N. the first or second fitting hole 72,
73, the inner lever 70 is prevented from swinging, in other words, the manual valve 7 is prevented from operating.

The locking means 5 described above is such that when hydraulic pressure is introduced into the working chamber 56 when the automatic transmission is shifted to the neutral range N, the piston 54 moves to the second spring 5.
As the piston 54 moves forward, the lock body 53 also moves forward via the first spring 57,
The end of the large diameter shaft portion 53b of the lock body 53 protrudes from the valve case 51 and fits into the second fitting hole 73. At this time, if the second fitting hole 73 is not located at a position facing the end surface of the lock body 53, the end surface of the lock body 53 contacts the side surface of the lock plate 71 and moves forward. However, only the piston 54 moves forward and the first spring 5
7 and the second fitting hole 73 is compressed by the swinging of the inner lever 70 accompanying the operation of the shift lever.
When the lock body 53 faces the end face of the lock body 53, the lock body 53 moves forward by the spring force of the first spring 57, and the large diameter shaft portion 53b moves toward the second
It fits into the fitting hole 73.

On the other hand, the governor oil pressure detection means 4 is incorporated into a control means 6 for locking the locking means 5. Next, the control means 6 incorporating the governor oil pressure detection means 4 will be explained.

As shown in FIGS. 5 and 6, this control means 6 includes an accommodation hole 61a formed in the valve body 61.
, the first, second and third lands 62a, 62b, 6
A three-land type spool 62 with a first land 62a on the spool 62 is installed inside.
An operating chamber S1 is provided on the outer side of the third land 63c of the spool 62, and a spring chamber S2 is provided on the outer side of the third land 63c of the spool 62.
A coil spring 64 is interposed in the spring chamber S2 to urge the spool 62 toward the working chamber S1.

The diameters of the lands 62a, 62b, 62c are such that the second and third lands 62b, 62c have the same diameter, and the first land 62a has the same diameter as the second land 62c.
The diameter is smaller than that of 2b.

In the working chamber S1, there is a governor oil passage 41 that guides the governor hydraulic pressure generated in the governor G of the automatic transmission.
to connect the working chamber S1 and the spool 62.
A second control oil passage L3 extending from the output port 33 of the range detection means 3 is provided between the first land 62a and the second land 62b.
Also, between the second land 62b and the third land 62c, there is a supply oil passage L4 for introducing line hydraulic pressure into the working chamber 56 of the locking means 5.
The primary side passage L4-1 and the secondary side passage L4-2 are connected, and a drain oil passage L5 which is open to the oil pan is connected to the spring chamber S2.

Further, in the embodiment shown in the figure, the valve body 6
1 is provided with an accumulator 8 for temporarily storing the hydraulic oil introduced into the supply oil passage L4. Specifically, as shown in FIG. Accommodation hole 61a
An accumulator chamber 81 is formed which communicates between the second and third lands 62b and 62c, and an accumulator piston 82 and a return spring 83 are housed inside the accumulator chamber 81.

Thus, in the above-mentioned accumulator 6, during the lock operation in the lock state 5, the pressure of the hydraulic oil introduced from the primary passage L4-1 of the supply oil passage L4 causes the accumulator piston 82 to
is moved forward against the return spring 83 to temporarily store the hydraulic oil in the accumulator chamber 81, thereby causing a time lag in the locking operation of the locking means 5.

In the above-mentioned control means 6, the spring force of the coil spring 64 installed in the spring chamber S2 is stronger than the hydraulic pressure generated when the governor hydraulic pressure introduced into the working chamber S1 is traveling at a speed of 12 km/h or less, and when traveling at a speed of 12 km/h or more. The hydraulic pressure is set to a weaker value than the hydraulic pressure generated when the vehicle is traveling at a speed of 12 km/h or more. The second land 62b blocks the communication between the primary side passage L4-1 and the secondary side passage L4-2 of the supply oil passage L4, and also closes the secondary side passage L4-2 and the accumulator chamber 81. is opened to the drain oil passage L5.

Next, the operation of the shift lock device for an automatic transmission having the above structure will be explained.

First, when starting, if the shift lever of the automatic transmission is shifted to either parking range P or neutral range N,
the first input port 31 of the range detection means 3;
Hydraulic pressure is not introduced into the system.

However, if the brake pedal is not pressed in such a state, or even if the brake pedal is pressed, the brake fluid pressure generated in the master cylinder 12 is at a value (below the set value) that cannot reliably brake the wheels 14.
The valve body 22 of the brake detection means 2 moves back in the right direction in FIG. 2 by the spring force of the return spring 26, and the control port 24 communicates with the drain port 25, so that the first control oil Road L
1 control oil pressure is released to the oil pan, and therefore the first and second control oil pressures of the spool 62 in the control means 6
Neither the working hydraulic pressure nor the control hydraulic pressure is introduced between the lands 62a and 62b, and since the vehicle is starting, the governor hydraulic pressure introduced into the working chamber S1 is weaker than the spring force of the coil spring 64. As a result, the spool 62 is located at a position where it has moved back due to the spring force of the coil spring 64, as shown in FIG.

By positioning this spool 62 in the backward movement position, the primary side passage L4 of the supply oil passage L4
Hydraulic oil is supplied from -1 to the secondary passage L4-2 and the accumulator chamber 81, and the pressure of the hydraulic oil causes the accumulator piston 82 to move forward against the return spring 83.

After a predetermined amount of the hydraulic oil remains in the accumulator chamber 81, hydraulic pressure is supplied to the working chamber 56 of the locking means 5, and the piston 5
4 and the first spring 57, the end of the large diameter shaft portion 53b of the lock body 53 touches the lock plate 71 of the first inner lever 70 in the parking range. If the neutral range is in the formed first fitting hole 72, the second fitting hole 72 is fitted into the formed first fitting hole 72, thereby preventing the inner lever 70 from swinging. If this is not done reliably, the automatic transmission cannot be shifted from the stop range to the drive range, thereby preventing the vehicle from starting inadvertently.

In this state, when the brake pedal 11 is depressed, the master cylinder 1
When the brake fluid pressure generated in step 2 reaches a value (a set value or higher) that can reliably brake the wheels 14, the valve body 22 of the braking detection means 2 resists the return spring 26 due to the action of the brake fluid pressure. The ball valve 22 is moved forward in the left direction in FIG.
a, the control port 24 is closed, and control oil pressure is generated in the first control oil passage L1.

The control oil pressure generated in the first control oil passage L1 is introduced into the valve chamber 35 through the second input port 32 of the range detection means 3, acts on the check ball 36, and acts on the check ball 36. to the left in FIG. 6, and connect the first input port 3.
1 is closed, and the second input port 32 and the output port 33 are communicated with each other, so that the control oil pressure is connected to the output port 33 and the second control oil path L3.
is introduced between the first and second lands 62a and 62b of the spool 62 in the control means 6 through the
The control oil pressure acting on the area difference between the first and second lands 62a and 62b causes the spool 62 to move forward in the right direction in FIG. 5 against the coil spring 64.

As the spool 62 moves forward, communication between the primary passage L4-1 and the secondary passage L4-2 of the supply oil passage L4 is cut off by the second land 62b, and the secondary passage L4-2 and the accumulator chamber 81 communicate with the drain oil passage L5, and the control hydraulic pressure in the working chamber 56 and the accumulator chamber 81 of the locking means 5 is released to the drain oil passage L5. The lock body 53 is moved back by the spring force of the second spring 58, and the large diameter shaft portion 53b is moved back to the lock brake 7.
1 from the first fitting groove 72 or second fitting hole 73 to release the lock of the inner lever 70, and therefore it is possible to shift the automatic transmission to any range from now on. becomes.

On the other hand, when the automatic transmission is shifted to any one of drive range D, second range, and low range L, hydraulic pressure is supplied into the valve chamber 35 through the first input port 31 of the range detection means 3. is introduced, and as the check ball 36 moves to the right in FIG. a first of the spools 62 in said control means 6 via;
Introduced between the second lands 62a and 62b, the first land,
The spool 62 moves rightward in FIG. 5 against the coil spring 64 due to the hydraulic pressure acting on the difference in area between the second lands 62a and 62b.

As the spool 62 moves forward, the second land 62b blocks communication between the primary passage L4-1 and the secondary passage L4-2 of the supply oil passage L4, and the secondary passage L4 -2 and the accumulator chamber 81 are opened to the drain oil passage L5, no hydraulic pressure is introduced into the working chamber 56 of the locking means 5, and the locking means 5 is maintained in an unlocked state.

Therefore, when the automatic transmission is in drive range D, second range, or low range L, it is possible to freely shift the automatic transmission to any other range.

By the way, for example, during high-speed driving, the governor oil pressure introduced into the working chamber S1 is higher than the spring force of the coil spring 64 in the spring chamber S2, so the spool 62 is not affected by the effect of the governor oil pressure. As described above, the secondary passage L4-2 of the supply oil passage L4 and the accumulator chamber 81 are open to the drain oil passage L5. The inner lever 70 is never locked, so if you accidentally shift the automatic transmission from drive range D to neutral range N while driving at high speed, you must apply the brake each time as you would when starting. The automatic transmission can be immediately returned to drive range D, for example.

On the other hand, when the automatic transmission is switched from drive range D to reverse range R, or even from reverse range R to drive range D when the vehicle is parked in a garage or parallel parked, and the automatic transmission is repeatedly driven forward and backward, the new When passing through the neutral range N, the sleeve 62 of the control means 6 temporarily moves back, and the primary side passage L4-1 of the supply oil path L4 becomes secondary. It will communicate with the next passage L4-2.

However, as described above, even if the primary side passage L4-1 of the supply oil path L4 is primarily connected to the secondary side passage L4-2, the locking means 5 is activated in the working chamber 56 due to the action of the accumulator 8. Since the automatic transmission switches from neutral range to other ranges before hydraulic pressure is applied, there is no need to operate the brake each time the vehicle passes through neutral range N, making it easier to park the vehicle in a garage or parallel park. can be done.

Further, in the above embodiment, when the automatic transmission is shifted to the reverse range R, the brake cannot brake the wheels 14 reliably (below the set value) as in the case of shifting to the parking range. , the working chamber 56 of the locking means 5
Hydraulic pressure is introduced to move the lock body 53 forward, but the end surface of the lock body 53 only comes into contact with the side surface of the lock plate 71, and the inner lever 70 is not locked. You can freely shift from range R to other ranges.

Note that the first input port 3 of the range detection means 3
1. If the switching hydraulic pressure of the engagement element of the automatic transmission that engages when the gear is switched to the reverse range is also introduced, the automatic transmission can be shifted to any of the driving ranges D, L, and R. Even if
The locking means 5 can be maintained in an unlocked state.

In the shift lock device of the above embodiment, when the automatic transmission is shifted to drive range D, second range, or low range L, the lock means 5 is set so as not to operate, so that the inner lever 70 The lock plate 71 may be large enough to form the first and second fitting holes 72, 73, so that the overall shape of the inner lever 70 will not become unnecessarily large.

In addition, in the braking detection means 2 of the above embodiment, the brake fluid pressure generated in the brake device 1 is detected, and it is determined from the brake fluid pressure whether or not the brake is applied. The operation of the brake device may be detected from the on/off operation of the lamp switch.

(Effect of the invention) As described above, the present invention provides a hydraulically operated automatic transmission equipped with a stop range and a travel range. a range detection means for detecting the range in which the automatic transmission is shifted to the stop range and a braking detection means for detecting the operation of the brake device; and a braking detection means for detecting the operation of the brake device; A locking means disables operation of the manual valve of the automatic transmission using the line hydraulic pressure of the automatic transmission as an operating source when the device is not in operation, whereby the locking means uses the control hydraulic pressure of the automatic transmission In other words, the range detecting means is operated by the switching hydraulic pressure of the engagement element that engages when the automatic transmission is switched to the driving range, out of the line hydraulic pressure. Since the range detecting means and the locking means are operated by line hydraulic pressure, which is the operating source of the hydraulically operated automatic transmission, if the automatic transmission is operating normally, the range detecting means and the locking means are inoperable. There is almost no possibility that this will occur, and therefore, more stable operation of the shift lock device can be expected when shifting an automatic transmission.

[Brief explanation of the drawing]

FIG. 1 is a schematic explanatory diagram showing one embodiment of a locking device for an automatic transmission according to the present invention, FIG. 2 is a cross-sectional view of the brake detection means, FIG. 3 is a cross-sectional view of the main part of the locking means, and FIG. The figure is a schematic perspective view of the locking means, FIG. 5 is a sectional view of the control means, and FIG. 6 is a schematic perspective view of the locking means.
FIG. 2...braking detection means, 3...range detection means, 5...locking means.

Claims (1)

[Scope of utility model registration request] In a hydraulically operated automatic transmission having a stop range and a travel range, a range detection means detects the range to be shifted by inputting the hydraulic pressure for switching the automatic transmission to the travel range as a detection signal;
A braking detection means detects the operation of the brake device, and based on the detection results by each of the detection means, when the automatic transmission is shifted to the stop range and the brake device is not operated, the automatic shift 1. A shift lock device for an automatic transmission, comprising rod means for disabling the operation of a manual valve of the automatic transmission using line oil pressure of the machine as an operating source.