Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
  • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
  • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
  • F16H61/0246—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by initiating reverse gearshift
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
  • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
  • F16H2061/165—Preventing reverse gear shifts if vehicle speed is too high for safe shifting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/36—Inputs being a function of speed
  • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle

Definitions

• the present invention relates to an automatic transmission mounted on an automobile, and more particularly, to an automatic transmission when a shift lever is erroneously operated to a reverse (R) range during high-speed driving.
• the present invention relates to a reverse shift control device that prevents a reverse engagement state from occurring.
• a solenoid valve and a switching valve for preventing reverse engagement are provided, or a pressure adjusting solenoid valve for a reverse clutch is provided. If the vehicle is moving forward at a speed higher than the specified speed using the gearshift, the reverse engagement is prevented even if the shift lever is erroneously operated to the R range. Transmissions have been proposed.
• the automatic transmission that prevents the above reverse engagement requires a special valve such as a dedicated solenoid valve, and is expensive.
• a dedicated solenoid valve As a result of the heavy use of lubrication, the cost of the automatic transmission can be reduced, and more recently, F ⁇ F (front engine / front driver) b Breakfast) size and power 5 request of the installation scan pace with the multi-stage is that not Tsu name to the city via, by example the call to the request It is difficult to configure in a compact.
• the present invention uses a shift valve and a solenoid valve, which are indispensable for an automatic transmission, to prevent reverse engagement at high speeds, and It is an object of the present invention to provide a reverse shift control device for an automatic transmission that has solved the problems.
• a predetermined valve (shift valve) of the shift valve is used. 1 1), (1 2),
• Ports (Rc) and (2k) to which the line pressure is supplied by the reverse range at (10) are provided, and the friction engagement that engages when the vehicle is moving backwards elements (for example I st & R ev Brakes) ⁇ Sa that passes with the turbo (B 3) port (2 I), Ru provided with a (2 2).
• a control means (U) that issues a signal to the solenoid valve S1 that controls the foot valves (1 1) and (1 2)
• the predetermined shift valves (11) and (12) By switching between the predetermined shift valves (11) and (12) based on the signal from the control means (U), the above-mentioned two ports are provided. It is expected that the communication between (Rc) and (2j), (2k) and (2) will be interrupted.
• the line pressure of the oil passage (R a) is applied to the port (R c) of the second (predetermined) shift valve (12) via the oil passage (R b). Supplied. If the vehicle is stopped or is in a very low speed state below a predetermined value, the first (predetermined) solenoid valve (S1) is in an off state. The first shift valve (11) and the second shift valve (12) are in the upper half position. Therefore, the line pressure of the port Rc is increased by the port (2k) of the first shift valve via the port (2i) and the oil passage (2j). Through a port (2) and an oil passage (2 m) for a third (Ist & Rev) brake (friction engagement element to be engaged during reverse travel). Ru is supplied to the hydraulic Servo (B 3). As a result, the automatic transmission is in a reverse overturning state, and the vehicle moves backward.
• the control means (U) force signal is issued to turn on the solenoid valve (S1). Then, the valve (S 1) is in the drain state. Then, the first shift valve (11) and the second shift valve (12) are switched to the lower half position. As a result, the ports (Rc) and (2j) and (2k) and (2) are cut off, and the boat (2 ⁇ ) force drain port is In connection with this, the hydraulic support ( 3 ) is drained. Therefore, the automatic transmission is prevented from going into reverse rotation.
• the vehicle moves forward at a predetermined speed or more. If the friction engagement elements that match engaged during reverse travel (B 3, C 2, B 4) it is also of the Ah Ri length al that can reliably prevent the this reverse state and ing to release a sheet
• the special valves (11) and (12) of the foot valves and the solenoid valve (S1) for controlling the valves are used. There is no need to attach a banoleb, the structure is simple, and it can be made compact.
• Figure 1 is Ru Oh a sectional view showing a main portion of the hydraulic control device according to the present invention ⁇ Q
• FIG. 2 is a schematic diagram showing an automatic transmission suitable for applying the present invention.
• Fig. 3 is the hydraulic control circuit diagram.
• FIG. 4 is a diagram showing the operation table.
• FIG. 5 is a hydraulic control showing a partially modified embodiment thereof. It is sectional drawing of an apparatus.
• Fig. 6 shows the operation table.
• FIG. 7 is a schematic view showing a partially modified automatic transmission.
• Fig. 8 shows the operation table.
• 9 and 10 are hydraulic circuit diagrams showing different embodiments applied to the modified automatic transmission.
• the 5-speed automatic transmission 21 includes a torque converter section 22, a 4-speed automatic transmission mechanism section 23, and an underdrive mechanism section 25. Help.
• the torque converter section 22 includes the torque converter 26 and the lockup coupler. And the rotation of the engine crankshaft 28 is controlled by the oil flow by the torque converter 26 or by the lockup. Connect to the input shaft 29 by mechanical connection with the latch 27.
• the 4- speed automatic transmission mechanism section 23 is provided with a single planetary gear unit 30 and a dual planetary gear unit 31 and is equipped with a bracket.
• the carrier CRs of the two planetary gear units 30 and 31 and the sun gear S of the two planetary gear units 30 and 31 are integrally connected.
• the input shaft 2 9, first (full O word over de) click rats and via switch C t Thin grayed Le flops la conservation data re formic ya Interview two Tsu DOO 3 0 of Li in g formic Linked to support emission formic Ya S via that when both the second (dialog Selector Selector g) click latches C 2 to connecting Les, Ru.
• support meningitidis ya S is the first through the (2 nd courses vii)-flops over when the key 8 Ru is braked directly boiled 1 both the first Wa down ⁇ We Yi-click latches 1 Second
• 3rd one-way clutch F that regulates no more than 29 revolutions. Intervening. Further, the carrier CR is connected to a counter drive gear 32 serving as an output member of the four-speed automatic transmission mechanism 23.
• the output pinion 36 is connected to left and right front axles 39r, 39 via a differential device 37.
• C. , C,, C 2, C 3 is the hydraulic mono- board for each click latches
• B, B 2, B 3 , B 4 is Ru Oh hydraulic Servo for each Brakes.
• 10 is the mask element
• 11 is the first shift valve that constitutes the first shift valve
• 13 is the third shift valve
• 13 is the third shift valve.
• 2 to 3 shift valves that make up the 2nd shift valve
• 1 to 2 that make up the second shift valve 3 to 4 shift valves
• 15 and 15 are downshift control knobs.
• S 1 is the first solenoid valve for controlling 1 to 2 and 3 to 4 shift valves 11 and 12
• S 2 is 2 to 3 shift valve.
• S 3 is a 4-5 shift valve that controls the shift valve 16
• the Solenoid Valve denotes a lock control knob
• S4 denotes a fourth control for duty-controlling the lock control * lube 60.
• a solenoid valve, and 61 further reduces the duty control by the solenoid valve.
• the mouthpiece profile to be defined is a knob.
• a primary regulator valve at 63 if there is a primary regulator valve at 63, a secondary regulator knob at 65, and a primary regulator knob at 66 Breakfast, 6 7 C t mode di Interview Les - data Bruno Le Breakfast, 6 to 8 Ru Oh in the 2 n d mode di Interview record over data valves, S 9 mouth one mode di yu, single data bus Le Breakfast.
• 70 is a cooler
• 71 is a cool bypass valve
• 72 is a linear solenoid valve power
• the hydraulic pressure can be controlled freely. It is a great throttle knob.
• 75 is an accumulator control knob
• 26 is a torque controller
• 27 is a mouth-up clutch
• first click latches hydraulic Servo C i a second click latches hydraulic support over port C 2
• Name your, fourth Brakes hydraulic mono-volume 8 Accu-time record over data 8 0 to case the installation type to 4 that have been communicating.
• valve body can be used also as a valve body for a 4-speed automatic transmission.
• the five-speed automatic transmission 21 is controlled by the manual valve 10 g
• the first solenoid valve S1 is off and the supply state is in effect
• the second solenoid valve S2 is in the supply state.
• the third solenoid valve S3 is off and in the drain state. Therefore, as shown in detail in Fig. 1, the 1–2 shift valve 11 and 3–4 shift valve 12 are in the upper half position, and the power 2–3 Shift valves 13, 4 — 5 Shift valves 16 and downshift valves 15 are in the lower half position. In this state, the line pressure of the manifold pressure valve 10 is changed to the line pressure of oil passages D a, D d, and 4-5 shift valve 16.
• the rotation of 9 is performed through the clutch via the clutch.
• 0 is the transmitted to the re-emission Gugiya R i, in the state of the parentheses, the Du A Le Interview two Tsu DOO 3 1 of Li in g formic Ya R 2 is the second word emission window E Lee click latches 2 Since the rotation is further blocked, the common carrier CR is largely decelerated and rotated in the forward direction while idling the gear S in the reverse direction, and the rotational force is reduced by 5 counts. The power is transmitted to the counter drive gear 35 of the underdrive (UD) mechanism 25.
• UD underdrive
• the UZD mechanism 2 5 Ah to A down Dark-de-la-Lee blanking state fourth Brakes B 4 and fourth Wa emission window E Lee click latches 3 is created dynamic Accordingly, in the entire automatic transmission 21, the first speed is obtained by combining the first speed of the four-speed automatic transmission key part 23 and the underdrive of the UZD mechanism part 25.
• the 1st 'solenoid' valve S1 is turned on and drained from the 1st-speed state . Then, the 1–2 shift valve 11 and 3–4 shift valve 12 are switched to the lower half position, and the line pressure from the port D g, which is supplied to the second brake hydraulic servo B2 via the ports Dh and Di of the shift valve 12 and the oil passage Dj. Therefore, in this condition, the second (Se mosquito emissions de) Brakes B 2 in addition to the Sennyo the first click latches C you operate.
• the 3rd speed state (3 RD) in the D range is changed from the 2nd speed state force to the 2nd solenoid valve S2 5 times off to the supply down state.
• Switch. When this is done, the down-shift outlets-the valve valves 15 and 2-3 are shifted to the upper half position and the line pressure oil passage La Line pressure of the control valve 1 through the ports Lb, Lc and the oil passage Ld of the downshift shift valve 1 Acts on the right control oil chamber 1 1b of 1 and the line pressure of the line pressure oil passage Le 2-3 Ports Lf and Li of the shift valve 13 3 and oil or road and through the L j is Kyoawase the fourth click latches oils ⁇ Sa turbo C 3, and fourth Brakes hydraulic support over port B 4 is also port L Are drained to the drain port.
• the 4th gear state (4TH) in the D range is the 3rd gear state.
• the first solenoid valve S2 is also turned off and switched to the supply state. If you that, 3 - 4 oice alve 1 la Lee down pressure right control oil chamber to 1 2 a 2 acts, Ru replaced off the ⁇ Ba Le Bed 1 2 upper half position.
• the line pressure also acts on the right control oil chamber 11 a of the 1-2 shift valve 11, but the line pressure already acts on the left control oil chamber 11 b.
• the 1--2 shift valve 11 is constrained to the lower half position due to the biasing force of the spring. >
• Their line pressure is 3 to 4 mm based on oil passage D g, ports D h and D i, and oil line D j.
• the fourth clutch hydraulic servo C acts on the port Dk of the foot valve 12 and further via the port D and the oil passage Dm. Supplied to Thus, in addition to the surroundings of the first (forward) clutch C t jS and the fourth clutch C 3 and the operation of the second brake B 2 , Third clutch C. Is confused. If you that, rotating the click latches C t and via Thin Guru Interview two Tsu DOO 3 0 of Li in g formic Ya R t simultaneously click la data Chi when Ru is transmitted to the C input shaft 2 9 . Through the ring gear R2 of the dual lug V31, and accordingly the elements of the rain planet 'J gear kits 30 and 31 are integrally rotated.
• the same rotation as the input shaft 29 is transmitted from the carrier CR to the counter drive gear 32.
• the rotation of the drive gear 32 is combined with the direct connection state of the UZD mechanism 25 to output the fourth speed, which is the same speed as the input shaft 29 in the entire transmission 21. It is output from pinion 36.
• the third solenoid valve S3 is turned on from the 4th speed state and switched to the supply state.
• the 4-5 shift valve 16 is switched to the upper half position, and the first clutch hydraulic servo-motor 01 is connected to the port De and the drain port.
• Port D while being drained through the port D, the first pressure through line D oil line Da, ports Dn and Dr and oil line Do.
• the data is transmitted to the counter drive gear 32 as (0 / D).
• the OZD rotation is combined with the UZD mechanism section 25 which is in a directly connected state, so that the transmission 21 as a whole can obtain the fifth speed.
• the first (forward) clutch is used by the C i ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ ⁇ C
• the hydraulic pressure to the hydraulic servo is reduced to the pressure immediately before the clutch is engaged, and the first brake is operated.
• the input shaft 29 becomes free and the load is removed, the creep of the vehicle is prevented, and when switching to the first speed (1ST), the input shaft 29 is immediately turned off.
• the clutch C i can be engaged with this. Ma Was, Ri by the and this the first of Brakes B t is engaged, you prevent a call you retreat car ⁇ on a slope.
• the line pressure port is changed.
• the line pressure P of the valve L is supplied to the oil passage Ra via the boat R.
• La Lee down pressure of the oil passage R a is supplied to Abura ⁇ R d and the oil passage and through the R e second (dialog Selector Selector g) click latches hydraulic Servo C 2 .
• the 12 shift valves 11 and 3-4 shift valves 12 are in the upper half position, and the line pressure of the oil passage Ra is passed through the oil passage Rb.
• To the port Rc of the 3rd to 4th shift valve * 1 12 and further to the 1st to 2nd shift * tube 11 via the port 2i and the oil passage 2i. is supplied to the over preparative 2 k, and its supplied to port 2 i and the oil passage 2 Paiiota the via third and the (lst & R ev) Brakes hydraulic Servo B 3. Ri by the is this, the automatic transmission 2 1 does work is the second phrase latches 2 are connected and the third-flops rake B 3.
• the control unit U issues an ON signal to the first solenoid valve S1 based on the control signal. Then, the first solenoid valve S 1 is switched to the “drain” state, and the 1-2 shift valve 1 1 and 3-4 shift valve are switched. Switches 1 and 2 to the lower half position. As a result, the ports Rc and 2i of the 3-4 shift knob 12 are shut off, and the ports of the shift knob 11 are closed. When 2k and 2 are cut off, they are connected to the port 2 power drain port, and the third brake hydraulic subbore 3 is supplied with line pressure. When the line is cut, it is drained together. Ri by the is this, the third of Brakes ⁇ 3 is released, and the input Ru this to R-les-down character is Ru is prevented at the time of traveling.
• (2ND) is the same as the D range, but the gear ratio is different from the D range at the 3rd speed (3RD) and the 4th speed (4 ⁇ ).
• the 3rd speed state in the 3 ranges is applied to all of the first, second and third solenoid valves SI, S2 and S3. Become .
• the first solenoid valve S1 is in a supply state, and the first shift valve 1 1 and the 3-4 shift valve 1 2
• the line pressure is supplied to the right control oil chambers 11a and 12a, whereby the 3-4 shift valve 12 can be switched to the upper half position.
• the foot valve 11 is caused by the upper half position of the downshift ⁇ -Renolbu 15 as well as the third, fifth, and fifth speed states in the D range.
• the line pressure is also supplied to the left control oil chamber 11b, and is held at the lower half position.
• the line pressure oil Dg from the port and the second through the ports Dk, Di, and oil passage Dj of the 1--2 shift valve 11 are provided. While being supplied to the brake hydraulic server B 2 , the line pressure of the oil passage D j is further increased by 3 — 4 shift valves 12. Ports D k, D and Third hydraulic clutch C for clutch via oil passage D m. Supplied to On the other hand, the second solenoid valve S2 is also provided in a flat state, and the right control oil chamber 15a of the downshift socket 1-5 Line pressure is supplied to the right control oil chamber 13 a of the shift valve 13, and the down-shift control valve 15 is in the upper half. It is switched to the position.
• the 2nd to 3rd shift valve 13 is connected to the port 3 force and the line pressure of the oil passage 3a and the downshift knob 15 To the left control oil chamber 13b via the oil passage 3d, and together with the spring of the oil chamber 13b, the lower control oil chamber 13b is supplied to the lower control oil chamber 13b. It is restrained in a half position. Accordingly, the line pressure of the line pressure oil passage Le is equal to that of the ports Lf, It is supplied to the fourth brake hydraulic servo B4 via Lg and the oil passage Lh. Therefore, the automatic transmission 21 has the first clutch and the third clutch C. There connected and second Brakes B 2 and fourth Brakes B 4 are you operate.
• the 4-speed automatic speed change mechanism section 23 is in the direct connection state, and the UD mechanism section 25 is in the underdrive state, and these are combined. Three speeds in three ranges are obtained. In this state, the gear ratio is generally set to be larger than that of the third speed in the D range, and the power of the engine brake is improved. Also, acceleration is good.
• the third solenoid, the valve S3, is switched from the third speed state to the on state.
• the 4-5 shift valve 16 is switched to the upper half position, and the line pressure from the port D force is increased to the ports Dn, Dr and the oil passage D.
• first Brakes hydraulic mono volume 8 1 both first when Ru is supplied to the click latches hydraulic support and through the o - the hydraulic pressure of the volume C i 4 - 5 sheets oice Bal
• the first clutch 1 is discharged from the bus 16 and the first clutch 1 is opened. Therefore, the automatic transmission 21 is the third clutch C.
• Tying, second and fourth Brakes B 2, B 4 are you operate.
• the four-speed automatic transmission mechanism 23 enters the overdrive (0D) state, and the UZD mechanism 25 enters the underdrive state.
• a third range of 4th speed is obtained.
• the gear ratio is generally larger than that of the fourth speed in the D range.
• the solenoid valves S1, S2, S3 have the same force as the D range and the three range.
• the line pressure from port 2 is supplied to port 2e of 4-5 shift valve 16 via oil passages 2a and 2d, and the lower half Based on the valve 16, it is supplied to the port 2 h of the 3-4 shift valve 12 via the port 2 f and the oil passage 2 g.
• the line pressure from the port 2 is acting on the left control oil chamber 12b of the 3-4 shift valve 12 via the oil passages 2a and 2b. Regardless of the supply of the line pressure to the right control oil chamber 12a based on the turning off of the first solenoid valve S1, the shift valve 1 2 is constrained to the lower half position.
• the line pressure of the port 2 ii is increased in the port 2 i and the oil passage 2 j, and further in the upper half position 1 — It is supplied to the third brake hydraulic servo B3 via the ports 2k, 2 of the 2 shift valve 11 and the oil passage 2m.
• the oil passage 2 g is interposed with the low-modulator knob 69 shown in FIG. 3 so that the oil pressure supplied to the hydraulic servo B 3 is appropriately adjusted. . Therefore, 2 Les emission third blanking in addition to the first speed state that put the first speed state (1 ST) in D Le emissions di that put the di-les rk in B 3 are you operate.
• the gear ratio is the same as that of the first speed in the D range.
• Les over key input and output reversed
• a pair to is have you in the D-les-down-di-ing to the idle state is cut off the transmission Ri by the word down window E Lee click La Tsu Chi F 2, 2 Les down and have your di is Li in g formic ya R 2 Ri by the Brakes B 3 is Ri Oh in a fixed state, Ru is maintained in the first speed state.
• the 2nd gear (2nd) state in the 2nd range is a 2nd solenoid off, the 1st gear state, and the 2nd solenoid off.
• the right control oil chambers 15a and 2a of the downshift control valve 15 are connected to the right control oil chamber 13a of the 3-3 shift valve 13.
• the line pressure is supplied, and the shift valve 13 is switched to the upper half position.
• the down-shift control vane lever 13 applies a line pressure from the oil passage 2a to the left control oil chamber via the oil passage 2c. Acting on 15b, it is constrained in the lower half position in conjunction with the biasing force of the spring.
• the first speed state (IST) is similar to the first speed in the two ranges. It is also possible to obtain a second speed (2ND) similar to the two ranges and a third speed (3RD) similar to the D range, as indicated by the clicks.
• the D range is in 4th speed and 3 range. Is set to 3rd speed, 2nd speed in 2nd range and 1st range, and the vehicle is driven properly by manually operating the manual valve 10 as appropriate. Is possible.
• the friction engagement element to be released at the time of switching from the N range force to the 11 range at the time of high-speed running is changed to the fourth ( a down Dark-de-la-b Bed) it describes the blanking example Nitsu was Les over key B 4.
• Nitsu was Les over key B 4.
• the oil passage from port R is directly connected to the third brake B3 via a check ball 18 and the check ball 18
• the 2nd to 3rd shift valves 13 are connected to the oil passages of the port R force of the manual knob.
• the port Lf is replaced with the line pressure oil passage Le, and the port 0 of the manual valve is replaced with the port Lf. > These oil passages are in communication.
• the line pressure of the port 2 force is> 2 g of oil.
• the second solenoid valve When switching to the R range, if the vehicle is stopped or is in a very low speed lower than a predetermined speed, the second solenoid valve, the valve S 2 Is in the off state and the 2-3 shift novel 13 is in the upper half position. Accordingly, the line pressure from the port R force is supplied to the fourth brake hydraulic servo B4 via the ports Rf and Lg. As a result, the reverse rotation of the 4-speed automatic transmission mechanism 23 is transmitted to the wheels via the underdrive rotation of the underdrive mechanism 25, and The car moves backward. Also, when the vehicle is moving forward at a predetermined speed or more when switching to the R range, the second solenoid is turned on based on a signal from the control unit U. Then, it switches to the drain state.
• the 2-3 shift valve 13 becomes the lower half position, and the line pressure from the port R is cut off. Further, in this state, since the port D of the manifold valve 10 is in the drain state, the fourth brake hydraulic suction bobbin is provided. 8 4 that have been de-lane through the port L g, L f its to port one bets D. Therefore, the underdrive mechanism 25 is in the power-disabled state, and the reverse rotation of the 4-speed automatic transmission mechanism 23 is not transmitted to the wheels.
• One decoction is, c present three-speed automatic transmission ⁇ 2 3 you described applied embodiment in an automatic transmission which is partially modified the automatic transmission mechanism portion and the 3-speed automatic transmission ⁇ 'is
• the fourth clutch C from the fourth-speed automatic transmission mechanism 23 to the third clutch C.
• an automatic transmission 21 ′ having four forward speeds in combination with an underdrive machine 25 similar to that of the embodiment of the present invention. Ttere That is, as shown in the operation table shown in FIG. 8, the clutch C in FIG. 4 described above. , One-way clutch F. , And the 5th speed (5TH) in the D range and the 4th speed (4TH) in the 3 range are omitted.
• the oil passage Ra of the port R force of the manifold valve 10 is connected to the third oil passage via the branch oil passage Rg and the pick-up ball 18.
• the first solenoid valve is used. S 1 is off and in the supply state, and second solenoid pin S 2 is in the drain state with the power on. Therefore, the 3-4 shift valve 12 is in the upper half position, and the 2-3 shift valve 13 is in the lower half position.
• the line pressure of the line pressure oil passage Le is supplied to the fourth brake hydraulic support B4, and the oil passage R of the port R
• the line pressure of a is supplied to the third brake hydraulic cylinder B 3 via the oil passage R g and the check ball 18, and the oil passage R a
• the line pressure is supplied via a check ball 19 and an oil passage DR to a port Dk 12 at a 3-4 shift valve, and then to the upper port Dk.
• a second brake hydraulic servo C via the oil port Dm and the port D of the valve in the half position. Supplied to As a result, the automatic transmission 2 1 '
• the second click latches C 2, the third and fourth Brakes B 3, B 4 is ing the reverse state by the engagement.
• the control unit issues an ON signal to the first solenoid valve S1. It is. Then, the solenoid valve S1 is switched to the drain state, and the 3-4 shift valve 12 is switched to the lower half position. As a result, the boat Dk and the D ⁇ force are shut off, and the port D ⁇ communicates with the drain port, so that the second hydraulic pressure support port for the second clutch is connected. C 2 force? It is drained. Therefore, the automatic transmission 21 'is prevented from being in the reverse rotation state.
• the line pressure of the line pressure oil passage Le is supplied to the fourth brake hydraulic servo B4, and the oil from the ports 11 Line R a line pressure is oil line R b, 3 — 4 shift valve 1 2 Port Rc, 2 i, oil passage 2 j, and 1 — 2 shift valve 11 1 Port 3 k via port 2 k, 2 and oil passage 2 m is supplied to Brakes hydraulic mono- Bo B 3, La Lee down pressure or Abura ⁇ R a is an oil passage R d, Ji E click baud Honoré 1 9, oil passages DR, 3 one 4 The oil is supplied to the second clutch hydraulic servo C2 via a port Dk of the shift valve 12 and an oil passage Dj. As a result, the automatic transmission 2 enters the reverse rotation state and moves backward.
• the first solenoid valve * S The power is switched to 5 on, and the 1-2 shift valves 11 and 3-4 shift valves 12 are in the lower half position. Then, the ports Rc and 2i and Dk and D of the 3-4 shift valve 12 are cut off, and the port D is connected to the power drain port. Also, when the ports 2k and 2 ⁇ of the 1--2 shift valve 11 are shut off, they also communicate with the port 2 power drain port, and thus the second hydraulic support over a click latches Po C 2 and the third Brakes hydraulic Servo B 3 force? Drain. As a result, the automatic transmission 21 'is prevented from being in the reverse rotation state.
• the reverse shift control device in the automatic transmission according to the present invention includes a passenger car, a truck, and a vehicle.
• Applicable to general vehicles such as motor vehicles and special vehicles. The above description is based on the force described in the embodiment applied to the automatic transmission proposed by the present applicant in the long-awaited Japanese Patent Application No. 60-230809.
• Applicable to other types of automatic transmissions such as automatic transmissions of the Simpson and Ravigneaux types, and multi-stage automatic transmissions combined with an auxiliary transmission mechanism it can .

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Control Of Transmission Device (AREA)
• Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)

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• 1986
  • 1986-07-01 JP JP61154695A patent/JP2735115B2/ja not_active Expired - Fee Related
• 1987
  • 1987-06-30 DE DE19873790352 patent/DE3790352T1/de not_active Ceased
  • 1987-06-30 US US07/172,721 patent/US4942782A/en not_active Expired - Lifetime
  • 1987-06-30 WO PCT/JP1987/000454 patent/WO1988000304A1/ja unknown
  • 1987-06-30 GB GB8804492A patent/GB2200958B/en not_active Expired - Lifetime

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