JPS5923733A - Operation unit for automatic speed change gear - Google Patents

Abstract

PURPOSE:To obtain speed change gears controllable by a step-motor without large-scale conversion of the gears by operating both a parking mechanism and a speed change control mechanism by means of a double pipe. CONSTITUTION:A speed change range control valve 22 is controlled by a step- motor 27 via a shaft 21, while a parking mechanism 19 is controlled by an operating lever via a shaft 14. The step-motor 27 is controlled by a control unit 30, to which a go-forward selection switch 31, go-backward selection switch, and a parking switch are connected. Since speed change gears are controlled by the step-motor while the parking mechanism is controlled by means of a double pipe, parking control of high reliability can be obtained without large-scale conversion of the speed change gears.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an operating device for an automatic transmission for a vehicle, which is intended to improve operability and safety without changing the conventional mechanical structure.

Conventional automatic transmissions for vehicles have a torque transmission device such as a torque converter interposed between the output shaft of the engine and the transmission, and selectively operate the friction elements to which pressure oil is supplied and discharged to achieve different desired results. It is designed to achieve the following gears. As a means of controlling the supply and discharge of pressure oil to each friction element, a manual valve for hydraulic pressure distribution (speed range control valve) is connected to an operating lever operated by the driver's will. Parking, reverse, neutral, forward automatic transmission, two forward automatic transmission,
Six fixed operating states can be selected at will.

For this reason, a large space is required to arrange the operating lever in the vehicle interior and to secure its operating stroke, which may result in significant restrictions on the position and operability of the handbrake and the like. Furthermore, since there are a large number of driving positions to choose from, there may be driving positions that cannot be selected easily, especially for small female drivers due to lack of reach, and it is not possible to increase the distance between the driving positions. As a result, there was a risk of accidentally switching the operating lever to an undesired operating position.

Therefore, we decided to drive the 5-manual box with a step motor,
A vehicle has been proposed in which only a forward command switch and a reverse command switch are installed in the vehicle interior to output command signals to a control device that controls the operation of the step motor (Japanese Patent Application No. 192606/1983). reference). Although this automatic transmission, which replaces the operating lever with a switch, can eliminate the various problems mentioned above, it is structured so that the parking operating state is automatically selected. This method requires a variety of detectors, and has the drawback that the condition settings are extremely complicated, resulting in a significant increase in cost. Furthermore, as the number of types of detectors increases, the failure rate also increases, and there is a risk that the vehicle may become undriveable on the road. To prevent this, it is effective to separate the parking control system from the forward and reverse control systems and make it independent, but it is preferable from a cost perspective to use the conventional automatic transmission parking mechanism as is. Of course.

From this point of view, the present invention makes only the parking control mechanism a separate system without changing the mechanical structure of the conventional automatic transmission, thereby simplifying and reducing the control mechanism of the automatic transmission. An object of the present invention is to provide an operating device for an automatic transmission that is designed to reduce costs.

The configuration of the automatic transmission operating device of the present invention that achieves this object is such that the drive wheel is engaged with the power transmission shaft of the transmission connected to the output shaft of the engine via the torque transmission bag fiL'c. a parking mechanism capable of fixing the parking mechanism; a parking control device having a parking control shaft rotatably supported by the transmission case and having one end connected to the parking machine +19 to control the operation of the parking mechanism; The transmission has a speed change control shaft which is rotatably fitted to the parking control shaft and coaxially supported by the case, and has one end for switching the operating state of the vehicle. and a shift control device that communicates with a shift range control valve for oil pressure distribution that operates the shift range control valve and controls the operation of the shift range control valve.

An embodiment of the operating device for an automatic transmission according to the present invention will be described in detail below with reference to FIGS. Only the gear range control valve corresponding to the manual valve is shown, and other hydraulic components are omitted. The first example represents the concept of this example.
FIG. 2(a) shows the diagram and the cross-sectional structure of its main part.

FIG. 2 (as shown in bJ) represents the bottom view of the at.

A drive arm 12 to which a parking operation lever 11 located inside the vehicle is connected is integrally fixed to the upper end of a hollow parking control shaft 14 rotatably supported by a transmission case 13.
A cone 1 having a conical shape is attached to the lower end of the parking control shaft 14.
Transmission arm 17 connected to Rondo 16 with 5 attached
is integrally fixed. A parking plug 19 is formed on the output shaft (power transmission shaft) 18 of the transmission, which is connected to the output shaft of the engine (not shown) via a torque transmission device such as a torque converter (not shown), and meshes with the parking plug 19. The parking ball 20 is rotatably attached to the transmission case 13 in a state where a spring force is applied to separate the parking ball from the parking plug 19, thereby fixing the drive wheels of a vehicle (not shown). Therefore, when the parking operation lever 11 is operated so that the rond 16 moves to the left in FIG. 1, the cone 15 moves to press the parking ball 20 against the parking plug 19 to engage them.

A parking condition is achieved. Conversely, when the parking operating lever 11 is operated so that the rond 16 moves to the right in FIG. 1, the cone 15 is pulled away from the parking ball 2o, and the engagement between the parking plug 19 and the parking ball 2o is released. Therefore, the parked state is removed. In addition to the parking mechanism using the parking plug 19 and the parking ball 20, it is also possible to use a parking mechanism using a band or the like. Also 5
In this embodiment, the parking mechanism is driven manually using the L parking operation lever 11, but the parking control shaft 140 may also be rotated using an actuator such as a morph or a hydraulic cylinder. It is sufficient to provide a parking command switch in a single compartment instead of the lever 11, and it becomes possible to use a large space in the vehicle interior. On the other hand, at the lower end of the speed change control shaft 21, which coaxially passes through the parking control shaft 14''r and is rotatably supported by the parking control shaft 14, there is provided a gear shift control shaft 21 for switching the operating state of the vehicle into three modes: forward, neutral, and reverse. A transmission arm 25 equipped with a pin 24 that engages with one end of a spool 23 of a transmission range control yP (same as a conventional manual valve) 22 for hydraulic pressure distribution to operate a different transmission is integrally fixed to the transmission arm 25. The upper end of this shift control shaft 21 is connected via a bracket 26 to a rotating shaft 28 of a step motor 27 fixed to the transmission case 13. A rotary switch 29 that detects all positions is housed in the bracket 26, and transmits a detection signal to a control device 30 that controls the operation of the step motor 27. An instruction switch 31 and a reverse instruction switch 32 are connected, and a parking switch 33 that can come into contact with the drive arm 12'' in order to detect the parking state is also connected.This control device 30 includes the various sensors and Naturally, the operation of a solenoid valve in a hydraulic control circuit (not shown) is also controlled in response to signals from a vehicle speed sensor (not shown), an engine operating state sensor (1), etc. (not shown). In this embodiment, if the position of the spool 23 is controlled by the speed change control + 111121 rotations.
Since the position of the spool 23 is detected by the rotary switch 29 instead of the spool 23, there is a possibility that the position of the spool 23 will be inaccurately detected. Therefore, if the other end of the spool 23 is brought into contact with the inner wall 34 of the pulp body of the speed range control valve 22 and the spool 23 is moved from this state, the rotary switch 29 becomes unnecessary and even if the step motor 27 is disconnected. This is advantageous in terms of safety because the spool 23 can be kept in the state at which it was disconnected. However, instead of the step motor 27, it is also possible to use a DC motor with a built-in mechanical stopper for both the operating state and the backward state.
In this case, it is preferable to set the neutral position by feedback control using an electrical switch. Furthermore, in this embodiment, the speed change control shaft 2 is located inside the parking control 1ql+14.
However, conversely, the speed change control shaft 21 may be made hollow and the parking control shaft 1'llll 4 may be fitted coaxially inside it.

Therefore, since the parking mechanism is independent from the hydraulic control circuit of the automatic transmission, the forward direction switch 31
Sweep the reverse direction switch 32 and shift range control valve 22.
It is possible to move the position of the spool 23 to the forward position or the backward position. As a result, it is possible to make the first start operation smooth and quick, but when the accelerator opening is large, the control device 30 must automatically move the spool 23 to the neutral position.

As described above, according to the automatic transmission operating device of the present invention, the parking control shaft and the shift control shaft have a dual shaft structure and are rotatably mounted in the transmission case.

The parking JtL mechanism is now completely independent from the transmission mechanism.

The inside of the transmission and the gearbox case part (S) can be used almost as is, making it a major improvement! Converting the control mechanism of the automatic transmission to a single p11 without any mechanical changes and reducing costs) f
You can plan a plan. Furthermore, since the parking control shaft and the shift control shaft can be operated from outside the transmission case, it is possible to achieve high heat resistance and reliability.

[Brief explanation of drawings]

FIG. 1 is a conceptual diagram of the mechanism showing the control attitude in one embodiment of the automatic transmission operating device β according to the present invention, and FIG.
aJ is a cross-sectional view showing the structure of its main parts, and FIG. 2AJ is a bottom view of FIG. Case 14 is the parking control shaft. 15 is the cone. 16 is the rod. 17 is the transmission gear. 18 is the transmission output booster] 9 is the parking plug, 20 is the parking ball. 21 is the shift control shaft. 22 is the shift gear 27 is a sprag motor. 29 is a low-return switch. 3o is a control device, and 33 is a parking switch. Patent applicant: Mitsubishi Motors Corporation, multiple agents, IP manager, Shibu Ishi (and one other person) ]Figure 1

Claims (1)

[Claims] a parking mechanism capable of fixing drive wheels by locking onto a power transmission shaft of a transmission connected to an output shaft of an engine via a torque transmission device; and a parking control shaft rotatably supported by a case of the transmission. a parking control device having one end connected to the parking machine 41 to control the operation of the parking mechanism; and a speed change control shaft rotatably supported by the case, one end of which communicates with a speed change range control valve for oil pressure distribution that operates the transmission for switching the driving state of the vehicle, thereby controlling the speed change range. An operating device for an automatic transmission, comprising a speed change control device that controls the operation of a control valve.