JPS5894659A - Automatic speed change gear for vehicle - Google Patents

Abstract

PURPOSE:To improve an operability as well as a safety and prevent an erroneous operation by a method wherein only a switch for instructing a proceeding direction is provided as a device for giving an instruction from a driver to the automatic speed change gear. CONSTITUTION:An operating condition switching valve 88 is equipped with four locations of D, N, R, P which are switched by a servomotor 170 driven in accordance with an electric signal from an electronic control unit 112. The electronic control unit outputs an output signal for achieving one operating condition among forward, back and neutral in accordance with input signals from the proceeding direction instructing switch 138, operated by the driver, and a vehicle stop sensor 154 detecting the stopping condition of the vehicle, however, the operating condition in accordance with the instruction from the proceeding direction instruction switch after the operation thereof may be achieved by operating the same switch 138 when the vehicle stop sensor 154 is detecting the stopping condition.

Description

[Detailed description of the invention] The present invention relates to improvements in automatic transmissions for vehicles.

Conventional automatic transmissions for vehicles use P in the hydraulic control circuit to allow the gear transmission mechanism to achieve multiple gears.

R, N, D, 2. The vehicle was equipped with a manual valve that could take 6 positions (L), and the driver operated the manual valve to change the position via the -, so a large amount of space was required to install the control lever inside the vehicle. In addition, it is necessary to switch the manual valve to the P position for achieving a parking state while driving forward, or to the N position for achieving reverse driving, or when returning from the 2 or L position to the 9 position. There was a risk of erroneous operation such as changing the position, which was dangerous.

The present invention has been proposed in view of the above, and has at least two positions, such as two open/closed positions or two closed positions, and is operated by the driver to instruct forward movement at one position, and at the other position. Direction switch to instruct reverse,
The vehicle moves forward in response to input signals from the vehicle stop sensor that detects the stopped state of the vehicle, the traveling direction indicator switch, and the vehicle stop sensor.

An electronic control device 2 that issues an output signal to achieve one of the operating states of reverse or neutral; and a cutter device that achieves the one operating state based on the output signal from the electronic control device.

The configuration is configured such that when the stopped state of the vehicle is detected by the signal from the vehicle stop sensor, operating the traveling direction indicating switch will not achieve the driving state according to the instruction from the traveling direction indicating switch after the operation. The gist of this article is an automatic transmission for a vehicle that is characterized by:

According to the above configuration, it is possible to eliminate the operation lever that requires a large space in the vehicle interior, which not only solves the above-mentioned problems of conventional automatic transmissions, but also improves operability and safety and prevents erroneous operation. Furthermore, complicated drive operations are no longer necessary, allowing for more complete automation of operation and simplification of operation.

An embodiment of the present invention will be described below in detail with reference to the drawings.

In FIG. 1, a crankshaft 4 of an engine 2 serving as a power source for a vehicle is directly connected to a pump 8 of a torque converter B. Torque controller 6 is pump 8. Turpin 1
0. Stator 12. The stator 12 is connected to the case 1 via the one-way clutch 14.
6, and stator 1 by the same one-way crunch.
2 rotates in the same direction as the crankshaft 4, but is not allowed to rotate in the opposite direction.

The torque transmitted to the TAHI/10 is transmitted by an input shaft 20 to a gear transmission 22 disposed at the rear thereof that achieves four forward speeds and one reverse speed.

The rotational transmission 22 includes six sets of clutches 24, 26°2B,
21tfl Fregi 30, 32.1 set of One Ukya 4
0. Short pinion gear 42. front sun gear 44
．． Ryasangiya 46. Mfρzzi day f4', 171
It is composed of a carrier 48 which rotatably supports both pinion gears 40, 42 and is also rotatable.The ring carrier 3B is connected to the output shaft 50,
4 is connected to the kick town tram 52, the input shaft 20 via the front clutch 24, and the rear sun gear 46 beam A
'The carrier 48 is connected to the input shaft 20 via the clutch 26, and the carrier 48 is arranged so as to be functionally parallel.The carrier 48 is also connected to the case 16 via the p-reverse flake 32 and the one-way clutch 34, and is also connected to the case 16 for speed change. It is connected to the input shaft 20 via a four-speed clutch 2B disposed at the rear end of the device 22. The kick-town tram 52 can be fixedly connected to the case 16 by a kink-town frame gear O, and the engagement teeth 54 formed on the outer periphery of the ring gear roller 8 are connected to the case 16 by a kink-town gear roller O. The ring gear 38 (i.e., the output shaft 50) is caused to protrude by an actuator 56 consisting of a motor, a gear, etc. and is engaged with the retaining tooth 54, which is operated by a press release.
Parking mechanism 59 together with a bowl 58 that fixes the rotation of
It consists of

The torque that has passed through the planetary gear mechanism 66 is transmitted from the output gear 60 fixed to the output shaft 50 via the idle gear 62 to the driven gear 64, and then to the transfer shaft 66° helical gear 68 fixed to the driven gear 64. The signal is transmitted to a differential gear 72' to which the drive shaft 70 is connected.

” Each clutch and brake has an engaging screw 1-
The oil pump 74 shown in FIG. 6 is driven by the engine 2 by being connected to the pump 8 of the torque controller 6. Operated by hydraulics. The hydraulic pressure is applied to each clutch according to the operating state detected by one of various operating state detection devices by a hydraulic control device, which will be described later.

It is selectively supplied to the brakes, and four forward speeds and one reverse speed are achieved by the combination of the respective clutch and brake operations. Figure 2 shows each clutch.

This figure shows the relationship between brake operation and gear position status. In the figure, the ○ mark indicates the engaged state of each clutch or brake, and the @ mark indicates p when shifting gears = reverse brake 32 is engaged. One-way clutch 4 just before
This shows that the rotation of the carrier 48 is stopped by the action of .

Next, hydraulic control and electronic control for achieving the gear position shown in FIG. 2 in the gear transmission @22 shown in FIG. 1 will be explained.

The hydraulic control device shown in FIG. 6 includes an oil sump 76, an oil filter 78. The oil discharged from the oil pump 74 via the oil passage 80 is supplied to the torque converter 6 and each clutch 24 of the transmission 22. 26. 28. In order to operate the piston device or servo device of brake filters 0 and 62, the hydraulic pressure supplied to each hydraulic chamber is controlled according to the operating state.
Mainly pressure regulating valve 82°torque converter control valve 84. Pressure reducing valve 86. Operating state switching valve 88. Shift control valve 90. Rear clutch control valve 92. N-R control valve 94. Hydraulic control valve 96 during gear shifting. N-D control valve 98.1-2nd speed shift valve 1
00, 2-3 speed and 4-6 speed shift valve 102° 4 speed clutch control valve 104 and 5 solenoid valves 106, 10
It consists of 8,110 components.

Each element is connected by an oil passage.

Each of the solenoid valves 106, 108, and 110 has the same structure, and is a non-energized closed type solenoid valve that controls opening and closing of each orifice 114, 116, and 118 by an electric signal from an electronic control unit 112. Solenoid 120°122,124. Valve body 12 arranged in the same solenoid valve and opens and closes each orifice 114 to 118
6° 128, 130 and springs 132, 134, 136 that bias the valve facing body in the closing direction.

The electronic control unit 112 is a driving state determining device that detects the driving state of the vehicle and determines the position of the driving state switching valve 116 and the opening/closing combination of the solenoid valves 108 and 110 through a process described later, and detects the start of gear shifting. A solenoid valve 1 that has a built-in gear shift detection device, etc., controls the position of the operating state switching valve 116, and performs tute control.
The hydraulic pressure is controlled by operating and stopping the solenoid valve 106 and changing the valve opening time by controlling the single pulse current width of the 50 Hz pulse current supplied to the solenoid valve 106, and also controls the opening and closing of the strain/light valves 108 and 110. Something to control.

The input elements include two open/close type switches (not shown) installed in the vehicle interior (in a position where the driver can easily operate the vehicle) that are turned ON and OFF by the driver's operation. A moving direction indicating switch (hereinafter simply referred to as an indicating switch) 13 that instructs forward movement when in the OFF position.
8. Detects the opening/closing of the driver's side door and turns O when the door closes.
Door switch 140 which becomes N. Seat switch 142 installed in the driver's seat and serving as L''CON to detect when the driver is seated.
．． A side switch 144 that is turned ON by detecting the operating state of the parking brake (sight brake). Potentiometer 1461 for detecting the position of J2 operating state switching valve 88
The valve opening sensor 148 detects the opening of the throttle valve (not shown) of the en-ref 20. Engine rotation speed sensor 150 for detecting the rotation speed of the engine 2. A drum rotation speed sensor 152 that detects the rotation speed of the kink town drum 52 shown in FIG. 1, and a gear rotation speed sensor 1541 that detects the rotation speed of the output shaft 50 and vehicle speed by detecting the rotation speed of the driven gear 640 are shown. (・Pedal switch 156 that turns on when it detects the depression of the vehicle's brake pedal (operation of the foot brake). When the forward driving state is achieved, the gear is changed to a lower speed gear ratio 1, for example, 2. Low speed switch 15 for holding the speed fixedly
8. It consists of a signal from a release switch 159 etc. which preferentially releases the parking mechanism 59 regardless of the driving state, and ON/OFF signals of a key switch.

Note that the instruction switch 168 is constituted by a conventionally well-known pushbutton switch incorporating a relay, etc., and when operated twice, it returns to the same state as before operation, and is turned to the OFF position, that is, forward movement, by a signal from the electronic control unit 112. It is equipped with means for returning to the indicated position. Further, the gear rotation speed sensor 154 can detect that the vehicle speed is 07/h, that is, the vehicle is stopped, by detecting that the rotation speed of the driven gear 64 is Or- or approximately Or-. .

It also serves as a vehicle stop sensor.

Pressure oil discharged from the oil pump 74 flows through the oil passage 160.
via the pressure regulating valve 82. Operating state switching valve 88° Pressure reducing valve 86
be guided by.

The operating state switching valve 88 replaces a manual valve in a conventional automatic transmission, and is a spool 164 having a threaded groove 162 formed at its outer end. Disc 16 screwed into thread groove 162
A servo motor 170 . The potentiometer 146 is connected to the spool 164 and feeds an electric signal corresponding to the position of the spool 164 to the electronic control unit 112, and is controlled by the electronic control unit 112 according to a control process described later. The switching valve 8B has four positions, N, R, and P, and when it is in the D position, the oil passage 160 is connected to the oil passages 172 and 174, and the solenoid valve 10
According to the combination of ON and OFF of the gears 8 and 110, the gear transmission 22 achieves the forward operating state of the first to fourth speeds, and when the N position is reached, the oil passage 160 is communicated only with the oil passage 174. The oil passage 172 is communicated with the oil drain port 176 to cause the gear transmission 22 to achieve a neutral state.

When the R position is reached, the oil passage 160 is communicated with the oil passages 178 and 180 to cause the gear transmission @ 22 to achieve the reverse operating state (shift stage), and when the P position is reached, all the oil passages that communicate with the switching valve 88 are communicated. is communicated with the oil drain port 176 or the oil drain path 182 to bring the gear transmission 22 into a substantially neutral state. Note that when the electronic control unit 112 issues a signal to set the operating state switching valve 88 to the P position, it simultaneously issues a signal to the actuator 56 shown in FIG. 1, drives the actuator 56, and engages the pawl 58. When engaged with the teeth 54, the output shaft 500 rotations are stopped and the vehicle is placed in a parked state.

The pressure regulating valve 82 has a spool 188 and a spring 190 having pressure receiving surfaces 184 and 186, and when the hydraulic pressure from the oil passage 160 acts on the pressure receiving surface 184 via the oil passage 174, the oil pressure in the oil passage 160 is reduced by 6/7. When the pressure from the oil passage 160 acts on the pressure receiving surface 186 via the oil passage 178, the oil pressure in the oil passage 160 is adjusted to a constant pressure (hereinafter referred to as line pressure) of 14.
．． 6 It regulates the pressure to K9/7.

The torque converter control valve 84 has a spool 192 and a spring 194, and directs pressure oil led from the pressure regulating valve 82 through an oil passage 196 to the right end pressure receiving surface of the spool 192 through a passage 198 formed in the spool 192. Due to the balance between the acting hydraulic pressure and the biasing force of the spring 194,
2. The pressure is regulated to skg/7 and supplied to the torque converter--Taro via the oil line 200. Note that the oil discharged from the torque converter 6 is supplied to each lubricating section of the transmission via an oil cooler 202.

The pressure reducing valve 86 has a spool 204 and a spring 206, and a pressure receiving surface 20B formed opposite to the spool 204.
, 210 due to the balance between the hydraulic pressure and the biasing force of the spring 206.

The hydraulic pressure from the oil passage 160 is adjusted to be reduced to 2.4 to 9/m and then supplied to the oil passage 212. The pressure regulating oil (reducing oil) led to the oil passage 212 passes through the orifice 214 to the N
-R control valve 94. Hydraulic control valve 96 and solenoid valve 10
6 orifice 114.

The N-R control valve 94 has a spool valve 222 and a spring 224 in which pressure receiving surfaces 216, 218° 220 are formed, and the hydraulic pressure acting on the pressure receiving surface 216 and the pressure receiving surfaces 21B, 2
The oil pressure in the oil passage 226 is regulated to a predetermined value by a balance between the oil pressure due to the area difference between the oil passages 20 and the resultant force of the urging force of the spring 224.

The hydraulic control valve 96 has a spool valve 2 4 and a spring 2 6 in which pressure receiving surfaces 228, 230° 252 are formed, and the hydraulic pressure acting on the pressure receiving surface 228 and the pressure receiving surfaces 230, 23 are
The oil pressure in the oil passages 2 and 8 is regulated to a predetermined value by balancing the hydraulic pressure due to the area difference between the two and the resultant force of the urging force of the spring 256.

The adjusted oil pressure led to the oil passage 226 is used to control the lorry/snow rake 32 when obtaining the reverse gear, and the adjusted oil pressure led to the oil passage 238 is used to control the forward movement of the vehicle. Or when the front clutch 2 is stopped
4. Rear clutch 26° kick down 7° rake 0.
- One for controlling the hearth brake 32.

The solenoid valve 106 is operated by the electronic control device 1 with a constant frequency pulse current of 50 Hz whose pulse width is changed according to the operating state.
12, the hydraulic pressure in the oil passage 212 on the downstream side of the orifice 214 is controlled by changing the opening/closing time ratio of the orifice 114 by changing the pulse width.
That is, the pressure receiving surface 216 of the N-R control valve 94 and the hydraulic control valve 9
The hydraulic pressure P1 acting on the pressure receiving surface 228 of No. 6 is controlled. For example, the diameter of the orifice 214 is 0.81
+lII+.

If the diameter of the orifice 114 is 14mm, the above oil pressure P1
The pressure is regulated between approximately 06 and 21 to 9/('7LI, and the adjusted hydraulic pressure generated in the oil passages 226 and 238 is approximately Q kg/crd to the supply oil pressure (in the oil passage 180 or 172). The hydraulic pressure increases or decreases proportionally in response to increases or decreases in the hydraulic pressure P1.

The operation start timing and operation period of the solenoid valve 106 are determined by the electronic control unit 11 in addition to the sp sotol valve opening sensor 148 and each rotational speed sensor 150, 152, 154.
a shift detection device for detecting the start of a shift built in 2;
It is determined in response to an electrical signal from a maintenance timing detection device etc. consisting of two rotational speed sensors 152 and 154.

The shift control valve 90 is controlled by a combination of opening and closing of the valves 108 and 110, and has three spools 240, 242, 244 and two spools 246, 248. Run+; 2 for 240
so, 2s2. The annular groove 254, the intervening groove 254, and the run F2
An oil passage 258 is provided which communicates with the oil chamber 256 on the left side of the spout tL 242.
゜262, annular groove 264 and each spool 240゜244
The spool 244 is provided with an oil passage 278 that communicates the lands 270, 272° annular groove 274 and the interspace groove 274 with the hydraulic pressure 276 on the right side of the runt 272. In addition, the stopper 246
is interposed between the spools 240 and 242 and fixed to the casing, and the stopper 248 is inserted between the spools 7+, 242, 24
4 and is fixed to the casing.

The oil passage 172 is always communicated with the oil passage 280 via the annular groove 264, and the oil passage 280 is connected to the orifice 116 through the orifice 282. Left oil chamber 256 and right oil chamber 276
It also communicates with the oil chamber 28B between the orifice 118 and the grooves 11, 240, 242 via the Kf refill 284. Note that the solenoid valve 108,
The relationship between the opening/closing combination of 110 and the gear position is as shown in FIG.

The rear clutch control 92 is connected to the runt 28B and the same land 28.
A spool 294 is provided with a land 290 and an annular groove 292 with a diameter smaller than that of the land 290, and six holes with the same diameter as the land 290/F 296, 298° 500 and annular grooves 302, 30.
4 and a spring '508.
The run 12 is guided to the oil chamber 310 on the left side of FIG.
When the pressing force of the hydraulic pressure acting on the pressure receiving surface of 88 becomes larger than the resultant force of the pressing force of the hydraulic pressure acting on the pressure receiving surface of the land 600 led to the oil chamber filter 12 on the right side of FIG. 3 and the biasing force of the spring 608. Both spools 294°606 are switched to the right end position in the figure. Also, at the right end position, land 29
Since hydraulic pressure acts between 0 and 296, when the hydraulic pressure in the oil chamber 310 is discharged, only the spool 294 moves to the left end, and after that, the push chamber pressure of the hydraulic pressure acting on the left pressure receiving surface of the land 296 is The spool 306 moves to the left when the force becomes smaller than the resultant force of the pressing force due to the hydraulic pressure inside the container 12 and the biasing force of the spring 308.

The N-D control valve 98 is connected to the land 514. A spool 320 provided with a filter 16 and an annular groove 318 and a spring 622
A pressure receiving surface 324 formed on the spool 320,
The spool 320 is selectively switched between the left end position shown in FIG. 6 and the right end position (not shown) depending on the direction of the resultant force of the hydraulic pressure acting on the hydraulic pressures 326 and 328 and the biasing force of the spring 622.

The 1-2 speed shift valve 100 has a spool filter 3o and a spring 332, and the left end pressure receiving surface filter 34 of the spool 330
It is switched between the left end position shown in FIG. 3 and the right end position (not shown) by supplying and discharging line pressure to the It is positioned at the right end due to the pressure, and when the line pressure is discharged, it is located at the left end due to the biasing force of the spring 362.

The 2-3 speed and 4-3 speed shift valves 102 and the 4-speed clutch control valve 104 similarly each have a spool 366° 368 and a spring 340, 342, and each stool 336, 3
On the left side of 38 are oil chambers 344, 34 to which line pressure is introduced.
6, oil chambers 348 and 350 are formed on the right side, and each spool can be selectively switched to the left end position shown in FIG. 3 or to the right end position (not shown).

Next, shift control based on selective engagement of each frictional engagement device will be explained.

The electronic control unit 112 drives the servo motor 170 in accordance with a control process described later, and when the spool 164 of the operating state switching valve 88 is in the D position, the output is 6 kg/cl Ipc.
The line pressure in oil passage 160, which has been increased to When energized, both orifices 116, 11
8 is opened, the oil pressure in each oil chamber 256, 276, 286 does not increase, and the spool 242/driver 6o.

The line pressure is at the left end position as shown in the figure due to the hydraulic pressure generated according to the difference in pressure receiving area of 262, and the line pressure is not led to other oil passages leading to the shift control valve 90.

In addition, the line pressure of the oil passage 172 is controlled by the oil pressure control valve 96° oil passage 238. N-D control valve 98. Oil road 352. Rear clutch control valve 92. The oil passage 354 leads to the hydraulic chamber of the rear clutch 26, and the oil passage 238.1-2nd speed lift valve 100. P-reverse brake 3 via oil passage 656
By engaging the rear clutch 26 and the p-reverse brake 32, the first gear is achieved.

At this time, the rear clutch 2 is activated by the operation of the hydraulic control valve 9B.
A sudden rise in oil pressure in the oil pressure chamber of No. 6 is prevented, and shift shock is reduced.

Furthermore, to explain the operation of the N-D control valve 98 at this time, it is pushed from the oil passage 238 to the annular groove 318 to the right in FIG. 5
2 is cut off, and the oil passage 172 communicates with the oil passage 352 via the oil passage 358, and also with the oil passage '+60. Therefore, as long as the operating state switching valve 88 is held at the D position, the oil passage 172 is communicated with the oil passage 352 without going through the oil pressure control valve 96, so that the oil pressure supplied to the oil pressure chamber of the rear clutch 26 is It is not affected by the oil pressure reduction control during gear shifting by oil pressure control valve 9B.

This prevents problems such as gear shift shock and engine revving due to slipping K of the rear clutch 26 during gear shifting.

When the accelerator pedal is depressed and the vehicle speed increases after the first speed is achieved, the electronic control unit 112 sends the second A command to achieve speed is issued, the energization of the solenoid valve 108 is cut off, and the solenoid valve 110 is maintained in the energized state. This switching causes the line pressure of the oil passage 280 to be applied to the annular groove 254 via the orifice 282. Oil road 258. oil chamber 256 and oil chamber 276,
The spool 240 is guided into the annular groove 274 and the spool 2
Move to the right together with 42.

It stops when it comes into contact with the stopper 246. Then, the line pressure of the oil passage 172 is transferred to the oil passage 362 via the annular groove 264.
and further the pressure receiving surface 3 of the 1st-2nd speed shift valve 100
Since it acts on the pressure receiving surface 646 of the 34 and 4 speed clutch control valve 104, the spools 330, 3 of the 1-car valve 100.
38 to the right end position. As a result, the line pressure of the oil passages 2 and 8 is transferred to the kickdown 7 rake 3 via the oil passage 564.
0 is supplied to the engagement side oil chamber 366, the p throat 368 is moved to the left against the spring roller 7o, and the brake hand (not shown) is engaged with the kick town drum 52, while the oil pressure in the oil passage 356 is P- is discharged through the oil passage 226
The engagement of the reverse brake filter 2 is released and the second speed is achieved. At this time, the hydraulic control valve 96 responds to the hydraulic control of the solenoid valve 1o6 to reduce the hydraulic pressure in the oil passage 238, that is, the hydraulic pressure supplied to the oil chamber 366 of the kickdown brake 30 only during gear shifting, thereby preventing gear shifting shock. .

In order to achieve the 6th speed according to a command from the electronic control unit 112, when power to both the renoites 108 and 110 is cut off, line pressure is supplied to the oil chamber 28 through the orifice 284, and the spool 242 is moved to the land 260. It moves to the right in FIG. 6 due to the line pressure acting on the pressure receiving surface of and stops at the position where it abuts against the spool 244, and the oil passage 172 is newly communicated with the oil passage 372. The line pressure led to the oil passage 672 acts on the pressure receiving surface groove 44 of the 2nd-3rd speed and 4th-low speed shift valve 102, and the spool 336 of the boat 102 moves to the right end, so that the oil passage 364 becomes the orifice. It communicates with an oil passage 376 via 374. The hydraulic pressure guided to the oil passage 37B is transferred to the switching valve 678. It is supplied to the oil chamber 350 of the 4-speed clutch control valve 104 via the oil passage 380, and is also supplied to the release side oil chamber 382 of the kickdown brake 30 and the switching valve 384.
is supplied to the front clutch 24 via. This oil passage 76 is the release side oil chamber 82 of the kickdown brake 0.
A structure connected to the front clutch 24 allows the two to be engaged and released using the OHARA 7 tab.

Even during this shift from 2nd speed to 3rd speed -\, the above-mentioned 1st speed
When shifting from 1st to 2nd speed, the oil pressure control valve 96 similarly operates and the oil pressure supplied to the oil passage 238 is maintained low for a short time. An orifice filter 74 is interposed in the oil passage 364 communicating with the oil pressure control valve 96 by the action of the orifice filter 740.
During operation, the release side oil chamber filter 82 of the kickdown brake 30
and) The oil pressure in the oil chamber of the clutch 24 is maintained at the same low oil pressure, the front clutch 24 is engaged in parallel with the release of the kicktown 7 rake 30, and then the hydraulic control valve 9 is stopped. The oil pressure is 6kg/crW.
When the pressure is increased to 500, the engagement of the front clutch 24 is completed and the 6th speed is achieved. The state or immediately before the end of the shift is detected by each rotational speed sensor 152, 154, and the hydraulic control valve 96 is actuated by this detection.

That is, the operation of the solenoid valve 106 is stopped and the supply pressure to the front clutch 24 is reduced to 6 kg/c++! This increases the pressure to Due to this increase in pressure, the oil pressure in the oil chamber 350 of the 4-speed clutch control valve 104 is also increased, the spool 338 is switched to the left end position in FIG.
is supplied to the 4-speed clutch 28 through the 4-speed clutch 28, and the 4-speed clutch 28 becomes engaged.

Note that the oil passage 386 is connected to the oil passage 38 via a switching valve 378.
Once line pressure is supplied to the oil passage 386, the spool 35 of the 4-speed clutch control valve 104 is connected to the oil chamber 350 from the oil passage 386 until the line pressure is discharged from the oil passage 386.
8 is held at the left end position in FIG. 6 to prevent the fourth speed clutch 28 from being released or slipping during shifting between the lower and fourth speeds, resulting in an inability to shift or a neutral state. ing.

The electronic control unit 1120 command energizes the solenoid valve 108 to achieve the fourth speed, and the solenoid valve 110
When is maintained in a de-energized state, the oil pressure in the oil chambers 256, 276 of the soft control valve 90 decreases, and the spool 244 moves to the right together with the spool 242 to assume the rightmost position in FIG. the result.

The line pressure of the oil passage 172 is guided to the oil passage 686 via the oil passage 388 and the oil chamber 310 of the rear clutch control valve 92 and the third valve 390. The spools 294, 306 of the rear clutch control valve 92 are moved to the right end position in FIG. speed shift valve 10
Line pressure is supplied to the oil chamber 648 of the boat 102, and the spool 636 of the boat 102 is moved to the left end position shown in FIG. At this time, the oil pressure in the oil chamber of the rear clutch 26 is discharged from the oil drain port 394 of the clutch control valve 92, and the oil pressure is discharged from the oil chamber of the rear clutch 26.
6 is immediately released, and the oil pressure in the oil chamber of the front clutch 24 and the oil chamber 382 of the kick-down brake 30 is 2.
- 6th speed and 4th speed - Oil is discharged from the drain port 396 of the low speed shaft valve 102 through the orifice 398, the front clutch 24 is released, and the kickdown brake 30 is engaged. The hydraulic control valve 96 is operated in the same way as when shifting from 1st speed or 2nd speed to 3rd speed -\, and the oil passage 23
By reducing the oil pressure at No. 8 for a short time during gear shifting, the locking oil pressure acting on the oil chamber filter 66 of the kickdown brake 30 is lowered to achieve smooth locking, and then the engaging oil pressure is reduced to No. 6. When the pressure is increased to ky/csl, engagement is achieved and 4th gear is completed.

Next, to explain the town shift, the switching of the hydraulic operating system is the reverse of the case of the above-mentioned 7-nop software, and both solenoid valves 108 and 110 are used to shift from 4th gear to 3rd gear by a command from the electronic control unit 1120. When the line becomes de-energized, the line pressure in the oil passage 388 is discharged. At this time,
In the rear clutch control valve 92, the line pressure from the oil passage filter 52 is acting on the left pressure receiving surface of the land 296, and the oil pressure control valve 96 operates similarly to the above-mentioned upshift, and the oil passage 268
Since the oil pressure of
The spool 3 and 6 of the speed and 4-low speed shift valve 102 move to the right end. Therefore, the hydraulic pressure from the oil passage 364 passes through the orifice 374° oil passage filter 76 to the kink town 7 rake 3.
The oil is smoothly supplied to the oil chamber filter 82 and the front clutch 24. When the release of the kickdown brake 30 and the engagement of the front clutch 24 are substantially completed, the operation of the hydraulic control valve 96 is stopped, and the hydraulic pressure in the oil passage 2 and 8 is increased, so that the rear clutch control valve 92 is activated. The spool 304 moves to the left end, and the line pressure from the oil passage filter 52 is applied to the oil passage 354.
is supplied to the rear clutch 26 via
is engaged to achieve the sixth speed.

The reason why the engagement of the rear clutch 26 is delayed from the engagement of the front clutch 24 is to reduce the shift shock caused by the rear clutch 26 having a large torque capacity being engaged first.

When shifting from 6th gear to 2nd gear, the solenoid valve 10
8 is de-energized, the solenoid valve 110 is energized, and the oil field in the oil path 372 is discharged.

The spool 668 of the 4-speed clutch control valve 104 moves to the right end, and the hydraulic pressure in the oil passage 68B is discharged through the oil passage 388, and the spool 666 of the 2-3 speed and 4-6 speed shift valves 102 moves to the left end. Move the oil pressure of the oil passage filter 76 to tJI.
The fourth speed clutch 28 and front clutch 24 are released, and the kickdown brake 30 is engaged to achieve second speed. Note that during this gear shift, the hydraulic control valve 96 is operated in the same manner as described above, and the kickdown brake 3 is activated.
6 is held smoothly, and shift shock is prevented.

When shifting from 2nd speed to 1st speed, the solenoid valve 10
8 and 110 are both energized, the spools 240 and 242 of the shift control valve 90 move to the leftmost position, and the oil pressure of the oil passage filter 62 is output at tJI, and the spool valve 6 of the 1st-2nd speed shift valve 100 moves to the leftmost position. The spool roller 8 of the 4-speed clutch control valve 104 moves to the left end, and the kickdown brake roller 0
The oil in the oil chamber 36 is discharged and the brake 50 is released.

The low reverse brake 32 is engaged and the first speed is achieved.

Next, the electronic control unit 112 issues a signal to drive the servo motor 170 to control the spool 164 of the operating state switching valve 88.
When the switch is switched to the R position, the oil passage 160 becomes the oil passage 178, 18.
Connected to 0. The oil passage 180 is connected to the N-R control valve 94. Oil passage 226, 1-2 speed shift valve 100. The oil passage 178 is communicated with the low reverse brake 32 via the oil passage filter 56, and the oil passage 178 is communicated with the front clutch 24 via the switching valve 384, so that the front clutch 24 and the low reverse brake 52 are engaged to prevent reverse movement. A gear is achieved. In this case as well, the solenoid valve 06 operates for a short period of time during the shift, as in the case of the forward shift, and the hydraulic pressure supplied to the low reverse brake filter 2 is controlled by the N-R control valve 94. Shock is prevented by keeping the pressure low.

By the way, the operating state switching valve 88 and the solenoid valve 1
08 and 110 are switched according to the control process shown in FIG. 5 by the electronic control unit 112 in response to signals from each switch and 7/→J-.

In FIG. 5, reference numeral (1) indicates the key switch ON process, and in this key switch ON process (1), the power is turned ON and the program starts] process (2) is performed. When the start process (2) is performed, the release switch 159 is turned off (6), and since the release switch 159 is ON, the parking mechanism 59 is turned off immediately after the key switch ON process (1) is performed. (Indicated by P59 in FIG. 5) is prevented from being released. Next, a process (4) for reading various data is performed, and a process for determining whether the release switch 159 is ON or not (5w0N)
5) is carried out, and if NO, a judgment process (6) is carried out to determine whether or not the engine speed is equal to or higher than a predetermined value al (eg -60 Orpm for a).

If No, return to reading process (4), (4) -(
51-(61 is repeated. During this time, if the driver turns on the release switch 159, the determination process (5) is YES.
S, the parking mechanism 59 release process (7) is performed,
Even if the program end process (8) is performed and the key switch is turned off, the parking mechanism 59 remains released, making it possible to tow the vehicle in the event of an engine failure or the like. Also, while the process +41- +5) -+61 is being repeated, the key switch is set to the starter position and the engine is started, and when the engine speed reaches the predetermined value a or more, the 9 judgment process (6) becomes YES. Seat 5w0N determination process (9) as to whether or not the secondary seat switch 142 is ON;
175w0N judgment process OQ as to whether the door switch 140 is ON or not, and side E as to whether the side switch 144 is ON or not.
1wON determination processing 0υ is performed. Same judgment process (9)
, H, (Ill is the KeySwON judgment process (12), which determines whether the driver is seated or not, and whether the key switch is ON or OFF when the driver's door is closed. If YES, the operation state switching valve 88 is moved to or held in the P position, and the parking mechanism 59 is brought into the engaged state to place the vehicle in the parked state.+13
is performed, data reading processing 04 is performed, and the process returns to judgment processing (9).

Processing (91, QOl, fi+1112-031-14
1 (hereinafter referred to as processing loop A) is repeated. This is a process to avoid the risk of the vehicle starting to run immediately after the engine is activated, or the parking mechanism 59 being released and the vehicle falling off due to inertia. The vehicle will not move to the parking lot for the next trip unless the driver is seated, the door is closed, and the parking brake system is activated.

If the engine stops while this processing loop A is being repeated, the same processing loop A will be repeated if the starter is activated and the engine is restarted. Then, judgment process 02
The result is No, and the process θ9 (process (
131) is performed, and the program end processing fl
f9 is performed.

Next, in the above judgment process (91, +10, 01), all Y
When ES is reached, the process 071. cancels the parking mechanism 59. The data reading process 0υ is performed, and the cancellation 5w0N determination process is performed again. If NO7, that is, the release switch 159 is OFF in this judgment process OI, judgment process (2) is performed to determine whether the vehicle is in a stopped state, in other words, whether the vehicle speed is Okm/h. The same judgment process is the above-mentioned process (91, +If), old), θη.

If it is carried out immediately after 0υ, the vehicle speed is usually 0kIJ.
Since it is 1/11, the result of the same process is YES, and since the parking brake device is normally in operation at this time, the result of the next SI 15w0N judgment process all is YES.

A judgment process +23 is performed to determine whether the carrot is stopped, that is, the engine speed is 0rpIIIJ-tongue, and the same process (2211J' = NO, a process C to move the operating state switching valve 88 to the N position) is performed. □□□ is performed and returns to data reading process 0υ, and as long as the parking brake is in operation, process 011) - (II - (201 - (21
1-f221-231 (hereinafter referred to as processing loop B)
is repeated.

Next, from the state in which the above processing loop I is repeated, the driver releases the parking brake device and when the 2nd judgment process (2I) becomes No, the SwON judgment process +241 is performed again, and the same process (241 is YES) and the engine speed is 07
A judgment process (company) is performed to determine whether or not the process 4 is No, and the instruction switch 138 is instructing to move forward or backward, that is, an instruction 5w0N is made as to whether the instruction switch 138 is OFF or ON. Judgment process Q61 is performed.

If this instruction 5w0N judgment process C61 is NO, that is, a forward instruction is issued, a process is performed to set the operating state switching valve 88 to the D position, and the low speed switch 158 for maintaining the gear ratio on the low speed side is turned ON or not. 5w0N judgment process Q mark is performed, and if the result of this judgment process (2) is No, a process (2 (g)) of instructing a gear shift is carried out. A signal is issued to each solenoid valve 108 and 110 so as to achieve an appropriate forward gear according to the state.When the same process e9 is performed, the primary throttle valve is switched to the slot that is fully closed or not. (・Judgment process for fully closing the valve (7), process for determining whether the acceleration of the vehicle is equal to or less than the predetermined value C, Gll
, Pedal 5w0N judgment process (32 is performed, same judgment process r31), C3+) as to whether or not the knot brake is operating, that is, whether the pedal switch 156 is ON or not.
, 1321 is No, the data reading process θIGK returns.

Processing (IIIO
-ff9- (20) -C51-IJ61-0η-f
281-091-13f) and C311°C32 (hereinafter referred to as processing loop C) are repeated.

While the same processing loop CfJ' is being repeated, that is, when the vehicle is decelerated from its normal running state to a stopped state.

When the vehicle speed becomes Okm/h, select YES in the judgment process (a).
Therefore, processing 2 is inserted between processing loop C and (c).
11°C4 is inserted into the processing loop C', and when the parking brake system is operated in this state (vehicle stopped state), the side switch 144 is turned ON and the judgment processing (
21) becomes YES and the above processing loop B is repeated,
The transmission 22 enters the neutral state. Furthermore, if the driver gets out of the vehicle without operating the parking brake in a state in which the vehicle is stopped due to the activation of the foot brake in which the above processing loop C' is repeated, NO will be returned in the SwON determination process Q4. 1 After the judgment process 02 is performed, the process of parking the vehicle (13 is performed and it is possible to prevent the vehicle from driving out of control without the driver present. In this case, the process H-am-C4 -(9) -Q
will be repeated, so even if the driver is seated again and the determination process (9) is YES, the process loop C or C will continue until the parking brake device is activated.
’.

In the forward running state where the above processing loop C is repeated, the driver or other occupant accidentally switches the instruction switch 1.
When 38 is turned ON, 2 judgment processing (2e is YES, but judgment processing whether the primary vehicle speed is Okm/h or not) l313
1 is No, so the operation state switching valve 88 is set to the N position? 31 is carried out, the transmission 22 is in the neutral state, and the primary instruction switch 168 is turned off again or the vehicle speed is reduced to Okn+/h. (c) - (a) - (g) - e are repeated, and when the instruction switch 158 is turned off, the above processing loop C is repeated again to achieve the forward gear. Even if the instruction switch 138 is turned on by mistake, the reverse gear will not be achieved, making it extremely safe.

Next, process H-Ql-H-all-G! 4-@-J
Q-Qn-@=(to)-■, 0υ, C] In a state where the processing loop C is repeated, the throttle valve is fully open but the vehicle's acceleration is higher than the predetermined value 01. Then the driver activates the foot brake.

Judgment processing Q'3. G11. To Q3 Tej”CY E
After the reading process C341 of the data S and 7' is performed, the process G of instructing a shift to a lower gear is performed. In this shift instruction process 0ω to a low gear, the electronic control unit 112 instructs each solenoid valve 108, A signal is sent to 110,
After that, the process of determining whether the engine speed is at orpm (
g), determination process C'+71 of whether the vehicle speed is Q km/h, determination process of whether the low speed switch 158 is ON (to) (in this case, since it is a transition from processing loop C) The low speed switch 158 is OFF and the same process C
Step C31 is performed to determine whether or not the throttle valve is fully open.As long as the engine does not stop, the vehicle does not come to a standstill, and the throttle valve is fully closed, step C31 is executed. )-09-(1)-〇71-(to)-G1(
Processing loop E (hereinafter referred to as processing loop E) is repeated, and even if the foot rake becomes inactive, the achieved low gear position of 2nd or 6th gear is maintained, and an engine braking effect is obtained. .

In the above processing loop E, if the vehicle comes to a halt or the throttle valve is opened again, the determination process (37) is YES or the determination process C31 is NO, and the process returns to process loop C or C'. Plan. Further, as shown by the broken line in the third @, the electronic control device 11
IF to prevent down/shift to low gear as input element to 2
A cancel switch 400 is provided.

In the transition from the above processing loop C to processing loop E, 2
In addition to the determination processing (31, C311, and C1), as shown by the broken line in FIG. 5, a cancellation 5w0N determination is performed to determine whether the cancel switch 400 is ON or not.

When the result of the process +41 is YES (that is, when the cancel switch 400 is ON), the process does not proceed to the process loop E, and therefore, it is also possible not to shift to a low gear.

Furthermore, if the driver turns on the low-speed switch 158 while the above-mentioned process loop C or loop is being repeated, the first judgment process (because the second judgment is YES).

Take reading process C341, low gear instruction process 05
I is performed, and further judgment processing (to), 0η, (to) is performed.

The result of the judgment process (2) is YES, and from now on, the low speed switch 1
Process C34)-Taichi (7)-C until 5B turns OFF
17)-C■ (hereinafter referred to as processing loop E') is repeated. Therefore, the electronic control unit 112 issues a command to permanently achieve a specific low gear corresponding to the electric signal of the low speed switch 158, or between the specific low gear and a gear for further lower speed. Since a command is issued to each solenoid valve 10B and ilO to achieve only automatic gear shifting, it is possible to perform manual/jin brake action according to the driver's will, rapid acceleration by holding a low gear, etc. In the above-mentioned processing routine, when the vehicle is in the stopped +)- state, the determination process 0η becomes YES and the process moves to the take reading process (i).

The following processing Ql-(a)-f21) -C! 41-(c)
- (a) - (2) - (2) are performed, but 1 judgment process (
C) becomes YES and returns to processing loop E', so when the vehicle is stopped, processing t3η-(ts -Ql -■
-t211- H-@ -(261-127) -(2
S-+34+-C351-(to)-t37) is repeated, but then when the vehicle starts and enters a running state, the processing loop-by is repeated again. Further, only one low speed switch 158 is provided in addition to the instruction switch 138,
The configuration may be such that the second speed, which is generally used as a low speed gear, is fixedly achieved in response to an electric signal from the low speed switch 158, or two forward gears may be provided as in this embodiment. For transmissions with 6 low speed switches 15
8, each of which emits a signal to achieve the first speed in a fixed manner, one that emits a signal to achieve an automatic shift between the first and second speeds, and one between the first speed and the sixth speed. It may also be configured to emit a signal to achieve automatic gear shifting.

Next, when the instruction switch 13B is turned on by the driver while the vehicle is in a stopped state where the above processing loop C' is repeated (that is, when the driver instructs to go backward).

Since the judgments (a) and (c) result in YES, the data reading process (4+1. The process of setting the operating state switching valve 88 to the N position (4z), the alarm activation process (43) using a buzzer, etc. are performed, and then As long as the engine stop judgment process (441, instruction 5w0N judgment process (451) is performed and the instruction switch 138 is ON, the process (40-(6)-
(43-(441-(451) (hereinafter referred to as processing loop F) are repeated, and the reverse gear stage is achieved in the transmission 22. In the reverse state where this processing loop F returns to 11!!, the instruction switch Even if 168 is turned OFF, while driving in reverse, the process of determining whether the next vehicle speed is 0-/h (
Since the answer is No at 4fQ, the data reading process (returns to 40 and holds the reverse gear position. Then, the vehicle speed becomes Okm/
When h is reached, the alarm is stopped (4 dishes are served).

The process moves to processing loop C', and the operating state switching valve 88 becomes the D position, so that a forward gear position can be obtained.

Therefore, while driving in reverse, the instruction switch 168 is turned off by mistake.
Even with FF, the reverse gear is maintained and there is no danger of the forward gear being achieved before the vehicle has stopped, making it extremely safe.

In the processing loop F, when the engine stop F determination process (44) is YES, that is, the engine stop 1- occurs.

Alarm stop +)-processing (1) then processing (lI
-01-(A) or processing (1劎-(lI-(2I
-(211-(24), then YES again in judgment process (c)
instruction 5w0FF processing to automatically turn OFF the instruction switch 158 (decoration is performed, and the operation state switching valve 88
is set to the N position, and a state in which the engine can be restarted is achieved.In addition, other processing loops B,
C, C', E.

In E', the engine stop 1-judgment processor of each loop also performs the above process (4e) if YES in (7).
.

(This will move to 4th grade. The above processing +41. +4
1, a primary trap data reading process 151 is performed.

Key Sw ON determination process (which determines whether the key switch is ON or OFF, that is, whether or not the engine stop mentioned above was caused by turning the key switch OFF at the driver's will)
51) is performed, and if NO, a judgment process (52) is performed to determine whether or not the engine speed is equal to or higher than a predetermined value a1 (for example, aI = 6007%), and if NO, the process returns to the reading process gloss, and the process continues. Shine-(51)-(52) are repeated. During this time, the driver restarts the engine by turning the key switch to the starter position, and the engine speed remains constant for a predetermined period of time (
If the predetermined value 81 or more is maintained for more than 2 seconds (for example, 2 seconds), the judgment process (52) will be YES, and the secondary engine rotation speed will be set to the predetermined value a2 (for example, a2 2 2500 to 15001'p).
I11) A judgment process (53) is performed to determine whether or not the value is below, and if the judgment (53) is No, the process returns to the data reading process (g), and if it is YF or S, the one giant operation state is switched. After the process (54) of setting the valve 88 to the D position is performed, the process moves to process loop C or σ. In addition, the above Key
When the 8w ON judgment process (51) is NO, that is, the edge/stop was performed by the driver's will, the first judgment process is whether the vehicle speed is Okm/l+ or not (5
After step 5) is carried out and it is confirmed that the vehicle is in a stopped state, processing 01 for placing the same vehicle in a parked state is carried out, and then program end processing +II is carried out.

Note that the above-mentioned instruction 5w0FF process (41 and the process (54) for setting the operating state switching valve 88 to the D position) is performed even if the edge/stop occurs while the vehicle is traveling in reverse immediately after restarting. If this happens, there is a high possibility that the driver will not be looking behind him, which is extremely dangerous.To avoid this danger, safety was ensured by having the vehicle drive forward by 1μ.

In addition, engine rotation speed determination processing (52), (5
3) Ha.

If the engine stops while driving forward and the driver restarts the engine while maintaining coasting, if a gear is achieved while the engine rotation is unstable, the engine will stop again. There is a risk that if a gear is achieved when the engine speed is high, a so-called shift shock will occur.

The purpose is to avoid such problems and to achieve the gear shift smoothly.

According to the embodiment of the present invention having the control process in the hydraulic control device and electronic control device as described above, the following effects are achieved.

(b) Since the parking mechanism 59 is not released until the engine is fully operational, the driver is seated, the door is closed, and the parking brake system is confirmed to be operational, the vehicle An extremely high level of safety can be ensured since the vehicle will not run out of control or the parking mechanism 59 will be released and the vehicle will coast.

fpl The parking mechanism 59 turns the key switch OFF.
If the parking brake system is confirmed to be in the stopped state, or if it is confirmed that the driver has exited the vehicle without activating the parking brake system, the parking brake system will be activated to ensure that the vehicle is in the secured state. This can prevent things from going out of control.

(・→ To obtain normal driving conditions including engine braking when exiting the vehicle, the driver must press the instruction switch 16817)
All you need to do is turn it on and off, and there is no need for complicated operations like with conventional automatic transmissions...-No operation is required (51), which simplifies driving operations and improves operability and safety. This can reduce the occurrence of erroneous operations. Furthermore, even if the instruction switch 168 is erroneously operated while the vehicle is running, the gear position specified by the instruction switch 138 will not be achieved as long as the vehicle is moving, and the state will remain in neutral. Since the gear position is maintained in the same direction as the vehicle's travel direction, high safety can be ensured.

(b) When the engine stops while the vehicle is running, regardless of whether the vehicle is in the stopped +1- state, the operating state selector valve 88 is always in the N position and the transmission is in the neutral state unless the key switch is turned OFF.

Since the state in which the engine can be restarted is ensured, there is no need for the complicated operation of turning the control lever to N or P and then restarting the engine, which is the case with conventional automatic transmissions. After stopping, you can immediately restart the engine by turning the key switch to the starter position without doing anything, and the operation is extremely simple (52).

6-1+) When the vehicle is stopped and the engine/engine is in operation, when the parking brake device is activated, the operation state switching valve 88 is confirmed to be in the N position and the transmission is in the neutral state, so the signal is activated. When stopping F or the like, operating only the handbrake lever ensures that the vehicle is stopped, which is effective in preventing creep, and also prevents unnecessary loads from being applied to the torque converter and the like.

(f) When the key switch is turned OFF while the vehicle is stopped, that is, when the engine is stopped, the parking mechanism 59 automatically enters the engaged state, so you can forget to engage the parking mechanism as in the past. It is possible to reliably avoid the danger of the driver getting out of the car and causing the vehicle to run out of control.

As is clear from the above, according to the present invention, in an automatic transmission, the device for giving instructions from the driver to the transmission is only one instruction switch for indicating the direction of travel, unlike the conventional one. Hydraulic port (53) Since there is no need for a control lever for switching, it is possible to secure interior space for one passenger, improve operability and safety, and prevent erroneous operation. This eliminates the need for manual operation and simplifies driving operations.

In the above embodiment, a low-speed switch 15B is provided which issues a signal to fixedly maintain a specific low-speed gear regardless of the driving condition, but this is particularly important for the driver to If you want to determine the gear,
Alternatively, it may be omitted depending on the case, since it is necessary for more sporty driving.

In this case, the judgment process (
C) and (To) may be omitted, the process may be moved from the processing cylinder to the processing cylinder, and if the judgment process (To) is No, the process may be moved to judgment process O1.

[Brief explanation of the drawing]

FIG. 1 is a power train diagram of an automatic transmission for a vehicle showing an embodiment of the present invention, and FIG. 2 is a table showing the relationship between the operation of each friction element and the gear position in the automatic transmission (54).
FIG. 3 is a circuit diagram showing the hydraulic control device of the automatic transmission,
FIG. 4 is a table showing the relationship between the operation of the solenoid valve and the gear position in the hydraulic control device. FIG. 5 is a flowchart for explaining the control process of the operating state switching valve and solenoid valve in the hydraulic control device. 2...Engine, 6...Torque converter. 22...Gear transmission, 24,26.28...
·clutch. 30,! + 2...brake, 59...parking mechanism. 88... Operating state switching valve. 106, 108.110... Solenoid valve. 112...Electronic control device. 138... Traveling direction indicator switch. 150 ・Engine speed sensor. 154...Gear rotation speed sensor. (55) Figure 1 z 323- Block 2 Figure 4 Procedural amendment (method) April 27, 1980 Commissioner of the Japan Patent Office Title of invention Relationship to the case of person who corrects automatic transmissions for vehicles Patent application Address 33-8F Shiba 5-chome, Minato-ku, Tokyo 3 people
(628) Mitsubishi Motors Corporation Agent "Detailed explanation of one invention of the specification subject to amendment", "Brief explanation of drawings"
Contents of the column and drawing corrections As shown in the attached sheet 1 "Figure 2" on page 9, line 10, lines 17-18 of the specification is corrected to "Table 1." 2. Correct “same figure” in line 12 of page 9 to “Table 1”.
Insert a table. 4, page 10, line 1, page 21, lines 2-3 and 4, page 22, lines 6 and 8. Page 26, line 1, page 24, line 16, page 27, line 6, page 29, lines 7 and 15, line 3
"Figure 6" on the 6th, 11th and 15th lines of page 0, the 10th line of page 44, and the 2nd line of page 55.
"Fig." is corrected. 5 Replace “Figure 4” on page 20, line 14 of the specification with “Figure 2.
Correct it to ``Table.'' 6 Same page 20; Insert the following 2nd table between line 1515, month and 6th line month. 7 Page 35, lines 9, 12, and 19. Page 44, line 14, page 54, line 13. On page 55, line 5, "Figure 5" is corrected to "Figure 6." 8 Page 54, line 19 to page 55, line 2, 1
Delete "Figure 2 is a table that shows" and "Figure 4 is a table that shows" in lines 3 and 4 on page 55.9 "Figure 3" of 1 drawing is not included in the attached medical chart. should be corrected as ``Figure 2'' and ``Figure 5'' as ``Figure 3.'' Procedural amendment (voluntary) September 1980 770 Indication of case 1982 Patent application No. 192606 Name of invention Automatic transmission for vehicles Address 33-8 Shiba 5-chome, Minato-ku, Tokyo Name (628) Mitsubishi Details of the amendment by Jidosha Kogyo Co., Ltd. Agent As shown in the attached sheet 1. "Oil" in line 6 on page 10 of the specification is corrected to "pressure oil." 2. On page 10, lines 6 and 7, "supply...control" is corrected to "selectively control supply according to operating conditions." 6. On page 46, line 11, "to constitute" is corrected to "to constitute." 4 Correct “NO” in the first line of page 49 to [YKSJ. 5 Change r(36)j on page 54, line 15 to r(37
) Correct it as J. 6 Insert the following sentence between lines 16 and 17 on page 54. [Also, in the above embodiment, a conventionally known bush lock type open/close switch is used as the direction of travel switch 168, but instead of this, one operating section has two closed positions and one open position between them. One closed position instructs forward movement, the other closed position instructs reverse movement, and only when the above-mentioned operation part is operated, either of the closed positions is set. 9 Normally, the neutral return is well-known and takes the open position. Use a type of normally open switch (
・It is very good. In this case, when there is an instruction to move forward or backward from the normally open switch, the electronic control unit 11 continues to carry out that instruction until the next instruction in the opposite direction is given.
In addition, in the determination process (11) of the control process shown in FIG. 6, instead of determining whether or not the side switch 144 is ON, it is determined whether an instruction is given from the normally open switch. 2
In the judgment processes (26) and (45), the instruction from the normally open switch (instruction held in the electronic control unit 112)
The configuration may be such that it is determined whether or not the vehicle is moving backward, and in step (48), the instruction from the normally open switch held in the electronic control unit 112 is forcibly made to move forward. "329-

Claims (1)

[Claims] (1) It has at least two positions, such as two open and closed positions or two closed positions, and when operated by the driver, one position instructs forward movement, and the other position instructs backward movement. A traveling direction indicating switch for instructing, a vehicle stop sensor for detecting a stopped state of the vehicle, and achieving one driving state of forward, reverse, or neutral in response to input signals from the traveling direction indicating switch and the vehicle stop sensor. an electronic control device that emits an output signal, and an actuator device that achieves the above one driving state by the output signal from the electronic control device, and when the stopped state of the vehicle is detected by the signal from the vehicle stop sensor, the above Automatic transmission for a vehicle (2) characterized in that, by operating the direction of travel direction switch, a driving state according to the instruction from the direction of travel direction switch after the operation is achieved. When the forward direction indicating switch is operated to a position instructing reverse movement while a forward direction instruction signal is detected and a vehicle non-stop signal from a vehicle stop sensor is detected, a neutral driving state is achieved. An automatic transmission for a vehicle according to claim 1, characterized in that: (b) a parking brake activation sensor that detects activation of a parking brake device that is manually activated by a driver when the vehicle is stopped; and a neutral driving state is achieved when the operating state of the parking brake device is detected by the signal from the parking brake operating sensor while the stopped state of the vehicle is detected by the signal from the vehicle stop sensor. (4) An automatic transmission for a vehicle according to Claims 1 and 2, characterized in that an engine stop sensor is provided for detecting a stopped state of an engine mounted on a vehicle, The automatic transmission for a vehicle according to any one of claims 1 to 6 is configured such that a uni-eutral operating state is achieved when a stopped state of the engine is detected by a signal from a sensor. (5) The invention is characterized in that, when a stopped state of the engine is detected by a signal from the engine stop sensor, the instruction switch is automatically activated to position -1 for instructing forward movement. Automatic transmission for a vehicle according to scope 4 (6) An engine rotation speed sensor is provided to detect the rotation speed of an engine mounted on the vehicle, and when the engine is restarted after the engine has stopped operating, the engine rotation speed is The engine rotation speed detected by the sensor remains at a predetermined rotation speed or higher for a predetermined period of time. Claims 4 to 5 are characterized in that the forward driving state is achieved when it is detected that the rotation speed is lower than another predetermined rotation speed higher than the predetermined rotation speed. The automatic transmission for a vehicle according to the above-mentioned actuator device switches a hydraulic oil path supplied from a hydraulic source to a plurality of frictional engagement devices to achieve one driving state among forward, reverse, or neutral. An automatic transmission for a vehicle according to any one of claims 1 to 6, characterized in that the automatic transmission is equipped with an oil passage switching valve.