JPS5945224A - Automatic transmission gear for vehicle - Google Patents

Abstract

PURPOSE:To improve the safety and the reliability in case of a breakdown of a transmission gear by providing a double operating circuit for controlling an actuator which operates a driving condition change-over valve adapted for achiving a parking condition and each driving condition of forward, rear and neutral operations. CONSTITUTION:A gear speed change mechanism (not shown) which offers the operating conditions of forward run, backing, and neutral by appropriately engaging and disengaging a plurality of frictional engagement elements is provided with an operation condition change-over valve 88 adapted for achieving said operation conditions and a parking condition. Revolution of a motor 192 causes a control rod 196 to be reciprocated via a screwed mechanism 190, a shaft 188 and others and when it is reciprocated to the left, a parking mechanism 59 is brought into the active condition and a spool 166 is to be reciprocated via a level 186 and a rod 184 to change-over a change-over valve 88. As an operation circuit for controlling the motor 192, the first and the second electronic controller 112 and 113 are provided. The motor 192 may be controlled by either the controller 112 or 113.

Description

[Detailed description of the invention]

Reliability of your system. The aim is to achieve the same level of safety. Conventionally used automatic transmissions for vehicles use a gear transmission mechanism that selectively operates multiple friction elements to obtain different gears, and also supplies and discharges hydraulic pressure to the desired friction elements to change each gear. A hydraulic control device is used to obtain the This hydraulic control device has P (parking), R (reverse), N (neutral), and D (
Forward), 2 (2nd), L (1st) 6
A manual valve is installed to obtain the position. The manual shift lever that is linked to this manual 9P is used to shift the R position within the hydraulic control device.
．． N. D. 2. At the same time as the L position is switched, the parking mechanism is fully operated mechanically at the P position. However, installing this manual shift lever inside the vehicle requires a large space between walls, and the manual shift lever cannot be placed in the P position for achieving a parking state while driving forward or in the R position for achieving reverse driving. There are problems such as the fear of making a mistake such as shifting the entire shift lever, which is dangerous. Therefore, we abolished the manual shift lever and replaced it with a manual valve using an actuator. For example, an operating state switching valve (the function is the same as a conventional manual valve) that is switched and driven by a step motor is used in the vehicle interior to send an instruction signal to a control device such as a computer that controls the step motor. Provide only a forward direction switch (for example,
No. 2606), there is also a system in which the operation of a monthly parking machine is automatically controlled by a control device such as a computer (for example, No. 1987-45980). However, on the hydraulic side like this? If a vehicle's automatic transmission equipped with an ill device malfunctions in the control computer, the vehicle may become unable to run. There are problems such as the parking mechanism not being able to operate. The present invention is unprecedented in the prior art, and provides a highly reliable and safe vehicle that will not be able to run or cause a parking mechanism malfunction in the unlikely event of an electrical system failure. The present invention aims to provide an automatic transmission, and the configuration of the present invention is such that at least forward, reverse, and nicotral operating states can be obtained by hydraulically selectively operating a plurality of frictional engagement elements. A gear transmission mechanism composed of
An operating state switching valve that is interposed in a hydraulic control mechanism that supplies and discharges hydraulic pressure to the plurality of frictional engagement elements and has four positions for achieving the three operating states and parking state, and drives the operating state switching valve. The present invention is characterized in that it includes an actuator that operates the actuator, and a dual actuation circuit that controls the actuator to actuate the actuator. An embodiment of the present invention will be described and explained in detail below based on the drawings. The structure of the power transmission section of the automatic transmission for a vehicle according to the present invention is as follows: 1. For example, as shown in FIG. The stator 12 of the torque converter 6, which includes a turbine 10 degree stator 12 and a one-way clutch 14, is connected to a case 16 via a one-way clutch 14, and the one-way clutch causes the system stator 12 to rotate in the same direction as the crankshaft 4. . The structure does not allow rotation in the opposite direction. It was. Turbine IOU input shaft 20 of torque converter 6
It is connected to a gear transmission mechanism 22 disposed at the rear thereof which achieves four forward speeds and one reverse speed. This gear transmission mechanism 22 includes three sets of clutches 24, 26, 28.
Two sets of brakes 30 ′, 32 , one set of one-way clutch 34 and one set of Ravignot type planetary gear mechanism 36
This planetary gear mechanism 36 has a ring gear 38° and a long pinion gear 40. Short pinion gear 42. Front sun gear 44. It is composed of a carrier 48 that rotatably supports a rear sun gear 46 and both pinion gears 40 and 42 and is also rotatable, and the ring gear 38 is connected to the output shaft 5.
0, front T sun gear 44 lights kick down drum 52. Input shaft 20 via front clutch 24
The rear sun gear 46 is connected to the input shaft 20 via the rear clutch 26. The carrier 48 is connected to the case 16 via L7 via the low-rear hearth brake 32 and one-way clutch 34 which are arranged in parallel functionally, and also connects to the 4-speed clutch 28 arranged at the rear end of the transmission bag #22. input shaft 2o via
is connected to. In addition, the above kickdown drum 52
can be fixedly connected to the case 16 by the kickdown brake 3o, and the engagement teeth 54 formed on the outer periphery of the ring gear 38 are connected to a motor, solenoid, etc. that is operated by a signal from an electronic control device, which will be described later. A parking mechanism 59 is constituted by a pawl 58 which is projected by an actuator 56 and which locks the rotation of the ring gear 38 (i.e., the protruding shaft 50) by engaging with the engagement teeth 54. Torque passing through the planetary gear mechanism 36 is transmitted from the output gear 6o, which is not fixed to the output shaft 5°, via the idle gear 62 to the driven gear 64, and is further transferred to the transformer 7 shaft 66, which is fixed to the driven gear 64. Each of the clutches and brakes, which are transmitted to the differential gear device 72 to which the drive shaft 7o is connected via the helical gear 68, is composed of a friction engagement device equipped with an engagement piston device or a servo device, etc. The hydraulic pressure generated by the oil pump, which is connected to the pump 8 of the torque converter 6 and driven by the engine 2, is detected by the hydraulic control device and the driving condition width detection device. , selectively supplying υ1 to the brakes, and each clutch,
Depending on the combination of brake operations, four forward speeds and one reverse speed as shown in Table 1 can be achieved. In the same table, the marks in parentheses indicate the frozen state of each clutch or the engaged state of the brakes, and the mark c indicates the gear rear 48 due to the action of the one-way clutch 34 immediately before the low reverse brake 32 is engaged at the time of transfer. The rotation of is stopped and the next v
c. Hydraulic control al that controls such a gear transmission mechanism 22
1. The hydraulic control system, as shown in FIG. Each clutch 24°26
．． 28. irD l supplied to each hydraulic pressure to operate the piston device or servo device of the brake 30.32
fE is controlled by L6 in all operating states, and the pressure valve 82. Torque converter control valve 84. Reduced pressure f'P86
．． Operation status switching square 88. Shift control valve 90. Rear clutch control f92. N-it +l+lJ Gosho 94. Hydraulic control valve 96 during gear shifting. N-= 1) Control 9P98, 1-2
Speed shift square 100.2-3 speed and 4-3 speed shift 9P1
The components are 02 and 4 speed latch control box 104 and three solenoids WJ, 06°108.110, and each element is connected by an oil passage.The above-mentioned solenoid valves 106, 108.110 are This solenoid valve has a 1L structure and is a non-energized one-time closed type solenoid valve that controls opening and closing of the orifice based on an air signal from the electronic control unit 112. The electronic control unit 112, which constitutes a first operating circuit that controls this gear, detects the operating state of the vehicle and controls the position of the V operating state switching valve 88 and the position of the V operating state switching valve 88 and
Built-in operating state determination device that determines the opening/closing combinations of P108 and P110, and a shift detection device that detects the start of shifting. In addition to controlling the position of the operating state switching valve 88, duty control is performed to operate and stop the solenoid valve 106, and to control the 50'I supplied to the solenoid valve 106.
: ■ Pulse 1t of z, change the valve opening time by controlling the single pulse current width of the flow to change the oil pressure to f! tt control and also controls the opening and closing of the solenoid valves 108 and 110, and its input element is It is installed in the vehicle interior (not shown) (at a height of 1k for easy operation by the driver) and is turned on and off by the driver's operation.
This is an open/close type switch that is turned FF, and instructs reverse movement in the ON position, and instructs 111 in the oFF position (hereinafter simply referred to as the instruction switch) 138
．． Detects the opening/closing of the driver's side door and turns on when the door closes.
The door switch 140. Seat switch 142, which is provided in the driver's seat and turns on when the driver is seated. Detects the operating state of the parking brake (handbrake) and turns O
N side switch 144. The above operating state switching valve 8
Potency to detect the 8th place @ j%-1'146. An engine rotation speed sensor 150 detects the rotation speed of the engine 2. A drum rotation speed sensor 152 for detecting the rotation speed of the kickdown drum 52 shown in FIG. A gear rotation speed sensor 1541 detects the rotation speed of the output shaft 50 and the vehicle speed by detecting the rotation speed of the break drive gear 64.
(Activation of foot brake) Pedal switch 156 which is fully detected and turned ON. A low speed switch 158 for fixedly holding the gear at a lower gear ratio 5, for example, 2nd gear when the forward driving state is achieved.
．． It consists of signals from the parking switch 159 and the like that preferentially put the parking mechanism 59 into the open or parked state regardless of the driving state, and ON/OFF signals from the key switch 161. The instruction switch 138 is constituted by a conventionally well-known push-button switch incorporating a relay or the like, and when operated twice, it returns to the same state as before the operation, and is also turned to the OFF position by a signal from the electronic control unit 112. It is equipped with a return means for returning to the forward direction position. Furthermore, by detecting that the rotation speed of the driven gear 64 becomes Orpm or approximately Orpm, it is possible to detect that the vehicle speed is OKw/h, that is, the stopped state of the vehicle. It also serves as The operating state switching valve 88 replaces a manual valve in a conventional automatic transmission, and as shown in FIG. 3, includes a spool 166 that slides completely around a cylindrical hole 164 bored in a pulp body 162. The oil passage 168 and other oil passages 170, 172, and 17 communicate with the hydraulic pump 74 that supplies hydraulic pressure adjusted to a predetermined pressure by the pressure adjustment 9P82 based on the position of the suhoor 166.
When the spool 166 is in the D position, the oil passage 168 is communicated with the oil passage 170, 172, and the forward operating state is achieved. and two solenoid valves 108. which control the shift control valve 90, as shown in Table 2.
The gear transmission 22 is made to achieve the forward operating state of 1st to 4th speeds according to the combination of ON and OFF of 110, and when the N position is reached, the oil passage 168 and the oil passage 172 are connected. Other oil passages 1.70, 174.176 are oil drain ports 178
180.182 to achieve a neutral operating state, and when the R position is reached, oil passages 168 and 174.
176 are communicated with each other to achieve a reverse driving state, and when the P position is reached, all oil passages are communicated with the oil drain port to achieve a parking state. Table 2 also shows that the operating state switching valve 88 has a first lever 186 to which a rod rond 184, which engages with the spool 166, is fixed. ii-+J lever 186 is fixed to the shaft 188. The N, R, and P positions are switched by a motor 192 that also serves as the actuator 56 via a worm gear mechanism 190 provided on the shaft 1.88, and the direction motor 192 is connected to the electronic control device 112 and the parking mechanism. The drive is controlled by an electronic control device 113 for control of 59. A second lever 194 is rotatably fitted to the lower end of the shaft 188, and one end of a rod 196 is connected to an intermediate portion of the lever 194. At the other end, a parking ball 58 that is removably connected to a parking plug 54 formed on the output shaft of a gear transmission mechanism (not shown) is pressed in the locking direction in cooperation with the boat 198 attached to a casing (not shown). A cam 200 is provided. In addition, the above-mentioned parking plug 54° and parking ball 58. Zabo) 1'98. The parking mechanism 59, which includes a cam 200 and the like, is the same as that used in conventionally known automatic and linked machines. Further, a rod 206 fixed to the piston 204 of the actuator 202 is attached to the outer end of the second lever 194.
A contact portion 208 is formed on which the outer end of the contact portion 208 can come into contact. Is the hydraulic chamber 210 of the actuator 202 the oil passage 212?
The rod 206 is connected to the abutting portion 2 by the piston 204U and the tin ring 21.4.
Therefore, when hydraulic pressure is supplied to the hydraulic chamber 21O, the piston 204 presses the second lever 194 via the rod 2 (16k), so the rod connected to the lever 194 196 full valve

[
, the parking mechanism 59 is released, and as long as there is oil pressure in the hydraulic chamber 210, the parking mechanism 59 is maintained in the released state. Furthermore, the second lever 194' is attached to the second lever 186.
e Two claws 216° and 218 are provided so as to be inserted between them, and Figure 9. One claw 2161-j: No. 186 lever (i.e.
When the operating state switch 9p88) is in the R position, the second lever 1
94111, and when the second lever 186 is further moved to the P position, the second lever 194 that is not 4+
The cam 200 is moved to the left in the figure via the rod 196, and the parking pawl 58 is engaged with the sprag 54, and the mechanism 59 is engaged. When the lever 186 is in the D position, it comes into contact with the side surface of the second lever 194, and prevents the second lever 194 from moving counterclockwise in FIG. It is something. In addition. When the second lever 194 is in the position where the parking mechanism 59 is in the locked state, the pawl 218 is in the N position of the second lever 186.
In addition, the above-mentioned electronic control that makes up the entire second operating circuit for controlling the parking mechanism = 1? lil 13U, - The parking mechanism 59 is fully automatically operated by detecting the state of the vehicle, and its input element is an electronic control device so that it can be mutually backed up with the gear control gear control device 112, which is the first operating circuit. Indication switch 138 .identical to 112 . door switch 1
4o. Seat switch 142. Side switch 144° potentiometer 146, valve opening axle sensor 148, engine rotation speed sensor 150. Drum rotation speed sensor 152. Gear rotation speed sensor 154. Pedal switch 156. Low speed switch 158. Parking switch (consists of 7 keys 159, ignition key switch 161, etc.) Parking switch 1
Similarly to the instruction switch 138, the operation part of the parking switch 159 and the low continuous switch 158 are also automatically reset, but when the parking switch 159 is operated in the ON direction in the sweeping part diagram, the ON at signal is emitted and When the J-Niji parking machine 1m 59 is in the locked state in the device 113, the above operation will continue until the operation section of the same parking switch 159 is operated in the OF F' direction or the instruction switch 138 is operated in the D or R direction. The low speed switch 158 is configured so that the engaged state is maintained for t''L, and after the low speed switch 158 issues a signal from the instruction switch 138, when the VC operating section is operated, for example, in the direction of Sl, the speed change pattern according to the signal 81 is set. is maintained at V by the electronic control unit 112, and then when the operation unit is operated once to 820,000, D is reached.
Returning to the shift pattern caused by signal V, I changed S again.
It is configured so that when operated in two directions, a shift pattern based on the 82 signal is achieved and maintained. In other words, when the parking switch 159 is turned on, the parking switch 159 is turned on. When the vehicle is running, even if the operation is mistaken, it will be automatically canceled by the electronic control unit 113, and the Sl and 82 signals can be changed by operating the instruction switch 138 in the R direction,
If the parking switch 159 is operated while the vehicle is stopped or the key switch 161 is set to the OFF/F' position, the vehicle is automatically canceled. Further, the operating state achieved by the instruction of each of the switches is determined by the signal t'R from the potentiometer i46. The system 11 is configured to allow the driver to confirm by lighting up the corresponding display section of the display device 220. However, operation state switching square 8B is N.
When the vehicle becomes foggy and a neutral operating state is achieved, all of the above-mentioned display sections are configured to turn off. Shift control and parking mechanism control based on selective engagement of each IY friction engagement device will be briefly described. When the electronic control unit 112 drives the servo motor 192 and the Sgur 166 of the operating state switching 5f'88 is in the D position, the line pressure in the oil passage 168, which has been regulated to 6 Ky/d, is guided to the oil passage 170. , the line pressure of the front passage 172 is guided to the shift valve 9o, but at this time, the solenoid: 7P l (if both 18 and 110 are energized, both oriquies will be opened. U・1
The line pressure of the oil passage 170 is controlled by the shift control 1l (15f'!i OK).
N-Di! II control 9P98, the /111 pressure chamber of the rear clutch 26 via the rear clutch flrlJ control valve 92 (with the introduction of l) and the 2nd speed shift valve loo to the hydraulic pressure chamber of the low reverse brake 32. By engaging the rear clutch 26 and the low reverse flake 32, the first
The next gear is achieved. At this time, the operation of the hydraulic pressure control valve 96 prevents the hydraulic pressure chamber L/C of the rear clutch 26 from rising violently and reduces the shift shock. When the accelerator pedal is depressed and the vehicle speed increases, the electronic control unit 132 responds to signals from the throttle valve opening sensor 148 and the gear rotation speed (vehicle speed) sensor 154. A command to achieve 21+' is issued, the spur of the solenoid valve 108 is disconnected, and the solenoid valve 110 is held in the energized 1 state.This switching causes the line pressure to change to the 1st-2nd speed shift valve 10.
0 and 4 speed clutch system (acts on ifl1gp104,
Line pressure is supplied to the engagement side oil chamber of the kickdown brake 3o. σ force 7. 10,000 to engage the brake band (not shown) to the kickdown drano, 52, low reverse brake 3
After the second pressure oil is discharged, the engagement 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 106 to control the hydraulic pressure supplied to the kickdown brake 30. Pressure is reduced only when shifting to prevent shift shock. In order to achieve the third speed l- by a command from the 1°C slave control device 1t112, when the power to the solenoid valves 4xos and t:to is cut off, the line pressure changes to the 2nd-3rd speed and the 4th-3rd speed shift valve 102. The oil is supplied to the ml chamber of the 4th speed clutch control gas 1.04 via the counter valve 102, and is also supplied to the release side oil chamber of the kickdown brake 30 and the front clutch 24 to engage and release both of them. is performed with an overlamp. During the shift from the second speed to the third speed, the hydraulic pressure control valve 96 operates in exactly the same way as during the shift from the first speed to the second speed, and the supplied hydraulic pressure is kept low for a short time, thereby controlling the hydraulic pressure. While the valve 96 is operating, the oil pressures in the release side oil chamber of the kickdown brake 30 and the oil chamber of the front clutch 24 are maintained at the same low oil pressure, and the front clutch 24 is engaged in parallel with the release of the kickdown brake 30. Thereafter, when the hydraulic pressure is increased to 6 kg/c+1 by opening/stopping the hydraulic pressure control valve 96, engagement of the front clutch 24 is completed and third speed is achieved. In this case, since the input shaft 20 and kickdown drum 520 rotational speeds approach and match the output shaft 500 rotational speeds, each rotational speed sensor 152 and 154 detects this matched state or immediately before that as the end of the shift, and based on this detection, The operation of the hydraulic control valve 96, that is, the operation of the solenoid valve 106 is stopped to supply pressure ff to the front clutch 24: 6
Due to the pressure increase, which increases the pressure to 9/cJ, the oil pressure in the oil chamber of the 4-speed clutch control valve 104 is also increased. The 4-speed clutch 28 serves as a locking portion. Note that once the line pressure is supplied, the fourth gear latch control box 104q is held until the same line pressure is discharged, and the third
This prevents a problem in which the fourth speed clutch 28 is released or slips during a shift between 4th and 4th speeds, resulting in an inability to shift or a neutral state. The solenoid valve 108 is energized according to a command from the electronic control unit 112 to achieve the fourth speed. When the solenoid valve 110 is held in a de-energized state, the oil pressure of the shift control valve 90 decreases, and the line pressure in the oil passage 170 is guided to the clutch control box 92, thereby shifting the 2nd-3rd and 4th-speed gears.
Line pressure is supplied to the oil chamber of the third speed shift ff102. At this time, the oil pressure in the oil chamber of the rear clutch 26 is discharged from the oil drain port of the clutch control 9'p92 and
6 is immediately released, and the oil pressure in the oil chamber of the front clutch 24 and the oil chamber of the kicktown brake 3o is discharged from the oil drain port of the 2nd-3rd speed and 4th-3rd speed gear iP' 102 through the orifice. At T1., the front clutch 24 is released and the kick town brake 30 is engaged. However,
6) In the same way as when shifting from 1st gear to 2nd gear or from 2nd gear to 3rd gear, the hydraulic control valve 96 operates and the pressure is reduced for a short time during gear shifting, causing the kick-down brake. The engagement oil pressure acting on the oil chamber of 3o (!-) is lowered to ensure smooth engagement, and then the engagement oil pressure is increased to 6h/d, engagement is achieved, and 4th gear is reached. The downshift t is simply the opposite of the above, so the explanation will be omitted. In this way, the gear position control is normally performed by the electronic control unit 112 for gear position control. In the event of a failure, the T-child control device 113 for controlling the parking mechanism 59 monitors the failure and controls the entire control to control the gears.Next, the operation of the parking mechanism 59 will be explained. When the electronic control unit 113 receives a vehicle stop signal (vehicle speed is zero) from the vehicle speed sensor 154 and a switch 5-OF''F signal from the ignition key switch 161, it drives the motor 92. When the operating state switching 5P88 is set to the P position, the VCth lever 186.
The cam 200 is moved to the left in FIG. 3 via the second lever 194 and the rond 196, the parking ball 58 is engaged with the parking plug 54, the vehicle is placed in the parking state, and the current of the entire system is then automatically turned off. It is something to block. In this state, the driver should turn the ignition key switch L.
-61? When the instruction switch 138 is operated in the -D force direction after starting -t-shin=, the heavy element control device 11.3 issues a signal to the motor 192 and changes the operating state switching valve 88 from the P position. Move to position D to achieve forward driving condition. In addition, in the middle of this, that is, the switching valve 88 (
When the spool 166) is in the N position, the pawl 218 of the second lever 186 comes into contact with the second lever 194, and the oil pressure in the oil passage 168 communicating with the oil pressure source is applied to the oil passage 172.2.
Hydraulic chamber 21 of actuator 202 (
), and the piston 204 is pushed to the right in the figure, so the driving force of the motor 192 and actuator 202 causes the second lever 194. The cam 200 is pushed out from between the parking ball 58 and the boat 198 via the rod 196, and is rotated in one direction counter-clockwise in the figure by the biasing force of the ball 58 or spring to remove the scrap from the parking plug 54. The parking mechanism 59 is released. While the above forward operating state is achieved. The pawl 218 of the second lever 186 contacts the second lever 194, and hydraulic pressure is constantly supplied to the hydraulic chamber 210 of the actuator 202, so that the outer end of the rond 206 contacts the second lever 194.
Since the second lever 19 is in contact with the contact portion 208 of
Rotation counterclockwise in Fig. 2 of 4, that is, parking m, mechanism 59
Double-prevents the locking state due to malfunction 1. It is something that Further, after the engine is started, the driver operates the instruction switch 13.
When 8 is operated in the R direction, the slave control device 113 issues a signal to the motor 192 and turns the operating state switch 9P88 to N once.
the hydraulic chamber 21 of the actuator 202.
0 to at least the actuator 202.
After releasing the parking mechanism 59 by the driving force of When the switch 159 is operated in the ON direction, the ON signal from the switch 159 and the vehicle speed sensor 154 are activated.
The electronic control unit 113 fully drives the motor 192 in response to the vehicle stop signal from the vehicle stop signal, sets the operating state switch W88 to the P position, and brings the parking mechanism 59 into the fully engaged state to place the vehicle in the parked state. To release the parking mechanism 59 from this parking state, operate the parking switch 159'k in the OFF direction, or operate the instruction switch 138'k in the D or R direction. The switching valve 88 is in the N position and the parking mechanism 59 is released.
When the instruction switch 138fc is operated, the parking mechanism 59 is released by the same operation as that immediately after the engine is started, and the first rotation state in which the instruction switch 138 is operated in the direction in which the instruction switch 138 is operated is almost achieved. In addition, if the driver gets out of the vehicle without operating the parking switch 159 (monthly) when the vehicle is in a stopped state where the driving state of n11 forward or reverse has been achieved,・Switch 14
When the signal from 2 is received, the device 113 is configured so that the parking mechanism 59 is fully engaged.
To release this parking state fiM, either turn the parking switch 159 in the OFF direction VC or turn the instruction switch 1.38' (f1.) in the same manner as above. It should be noted that the electronic control unit 113 puts the parking mechanism 59 in the locked state only when the vehicle stop signal from the single sensor 154 is on (t), and the driver accidentally turns on the ignition key while driving. Turn off the switch 161,
Even if the seat switch 142 issues a signal indicating that the driver is not seated for some reason, the parking mechanism 59 will not be engaged unless the vehicle stop signal is received. .丑7'y, for some reason, even though the operating state of the masonry machine satisfies the conditions for the 59 cap pieces and mechanisms to be in the engaged state, the rut is insufficient.
:l: 59 is not engaged (the signal from the potentiometer 146 does not indicate the full position of PE and γ)
The driver operated the alarm device (not shown) on the beach.
It is also possible to notify the parking switch 59 when the parking switch 59 is engaged.
If there is a problem with the release function, press parking switch 1.
59 ON, Oli"[i' (It is also possible to operate 59 parking mechanisms by making it. In this way, the conventional auto!lII) This can be automated using a mechanism, but if the slave control device 113 that controls the garrison mechanism 59 breaks down, the garrison mechanism 59 will not operate and there is a risk of danger. Monitor the late chapter J with the m child control device 112 for stage control,
Since it is controlled by switching to bank up, it is possible to control the eye movements of a safe and reliable parking mechanism. Therefore, the control of the parking mechanism is 2 when the speed change is 1.
It is safe because it is controlled by the M control device. A highly reliable dual-purpose automatic transmission is available. Next, another embodiment of the present invention will be described. This solid line array is for the variable gear system 1 and the parking machine 1 difficult control.
While integrating the electronic control device, 7N, slave control device 11
This allows the vehicle to continue running even in the unlikely event of a breakdown in item 2. For this reason, as shown in FIG.
22 is provided, and this watchdog pig 1 fu 22
A backup circuit 224 is provided, which is a second operating circuit that operates in response to all of No. 204M. In the unlikely event that the electronic control unit 112 fails, the instruction switch 1
38 is directly sent from the backup circuit 224 to the motor 192 that drives the operating state switching valve 88 to move it to the forward (■) or reverse (R) position, and also to the two solenographs (192) that control the shift control valve 90. I-"4-1
08. The current is also cut off to 110 so that both are turned off. As a result, as shown in Table 2, the third speed is achieved in the gear transmission 22 and forward movement is possible, while the reverse state is also achieved and @reverse movement is possible. Note that the other configurations are completely the same as those of the first embodiment, so the explanation thereof will be omitted. With this configuration, even if the electronic control unit should fail, the vehicle will be able to move forward or backward, and the vehicle will not be unable to drive, ensuring safety. A highly reliable automatic transmission for a vehicle can be achieved. In addition, the cost for two electronic control units is 1tIji. Further, each sensor which is a major element of the electronic control unit 112 and 113 may fail. For example, the potentiometer 146 for detecting the entire position of the operating state switching valve 88 has conventionally been connected in series with the starter circuit to serve as an interlock for the starting position of the engine. Inhibitor switch 2 as shown in FIG.
By placing 26 in parallel with the potentiometer 146 as shown in FIG. 5, it can have the function of a potentiometer using the P, N, and R identification signals, and can also function as a bank-amp prang switch signal. If it is used as an input element, D and R can also be distinguished. Same goes for reliability and safety. Furthermore, since the drive mechanism 190 consisting of a worm and a worm wheel is used as the drive unit of the operating state switching 9988, the motor 192 becomes an irreversible mechanism that cannot be rotated from the shaft 188 side, making it difficult to control the motor 192. Since the current state can be maintained, the vehicle does not immediately become unable to run from the running state, and reliability and safety are improved.In the event of a failure as explained in each of the above embodiments, this i1. According to the present invention, as specifically explained in conjunction with the embodiments above, an alarm device (not shown in the drawings) is actuated by the electronic control device or watchdog timer that monitors the Since the actuating circuit that controls the actuator that operates the operating state switching valve is configured in two layers, even if one of the actuators breaks down, it can be dealt with, resulting in a highly safe and reliable heavy-duty automatic transmission.

[Brief explanation of drawings]

Figures 1 to 6 show examples of the automatic transmission for vehicles of the present invention, Figure 1 is a schematic configuration diagram of the power transmission section, Figure 2 is a schematic configuration diagram of the hydraulic control section, and Figure 3 4 and 4 are a clear view of the structure of the parking mechanism Nf2 and a view in the direction of the ■ arrow in FIG. 22 in the drawing is a gear transmission mechanism. 24.26.28.30.32 are frictional engagement elements. 88 is the operating state off 11i! ! Valve, 112.113 is Akiko Control Sotaka. 192 is a motor (actuator). 222ge watchdog timer. 224 is a backup circuit. Patent applicant: Mitsubishi Motors Corporation Sub-Attorney, Shibu Moto Ishi (and one other person) -1:

Claims (1)

[Claims] A gear transmission mechanism configured to obtain at least forward, reverse, and neutral operating states by hydraulically selectively operating a plurality of frictional engagement elements, and hydraulic control for supplying and discharging hydraulic pressure to the plurality of frictional engagement elements. An operating state switching valve that is interposed in the mechanism and has four positions for achieving the above three operating states and parking state, an actuator that drives this operating state switching valve, and a double control valve that controls the actuator to operate it. An automatic transmission for a vehicle, characterized by comprising an operating circuit.