JPH0874997A - Oil pressure controller for automatic transmission - Google Patents

Abstract

PURPOSE: To provide an oil pressure controller for an automatic transmission, wherein the build of the device can be miniaturized with the simple structure without deteriorating operability by the manual operation. CONSTITUTION: A manual valve lever 84 is so formed that a straight line linking the turning center of the manual valve lever 84 to an attaching hole 84a may pass the center between the N (neutral) and D (drive) range positions. When the manual valve lever 84 is turned by the shift operation of a select lever 500 by a driver, and then the rotational movement is converted into the linear movement of a cam shaft 1, the moving amount between the ranges other than between the N and D ranges is made smaller than the moving amount between the N and D ranged. Thereby, the moving amount in the axial direction of the cam shaft 1 can be made smaller in switching the range wherein the difference of elevation of the cam surface is a little, and the length of the cam shaft 1 can be shortened, and the build of an accumulating valve 60 can be made smaller.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a hydraulic control device for an automatic transmission, which hydraulically controls a speed change mechanism of the automatic transmission.

[0002]

2. Description of the Related Art Conventionally, in order to smoothly transmit a rotational driving force according to a load, an automatic transmission often used for a vehicle or the like controls hydraulic pressure by a hydraulic valve to control each friction engagement device. Shift control is being performed. The shift control is performed manually by a select lever that allows the occupant to select an arbitrary gear position to some extent, and by an engine control computer that automatically determines the friction engagement device based on the engine throttle opening and vehicle speed so that the gear ratio is appropriate. Control. In order to smoothly transmit the rotational driving force according to the load,
The shift control is realized by controlling the hydraulic pressure of each friction engagement device of the automatic transmission with a hydraulic circuit using a plurality of hydraulic valves, accumulators, solenoid valves and the like. In such a configuration, since hydraulic valves are required for the number of friction engagement devices in the automatic transmission, the device becomes large and requires many parts, and the device is complicated and the manufacturing cost is high. is there.

In order to solve such a problem, a plurality of hydraulic valves are integrated in one place, and an integrated valve in which a plurality of hydraulic valves are simultaneously driven by a cam shaft is used to reduce the size and weight of the device.
It is conceivable to simplify it. In this case, even if the automatic control function of electronic control fails due to the fail system of the engine control computer, the occupant can select forward or backward by operating the select lever, which is limited. It is possible to select the gear position when moving forward.

[0004]

However, in such a conventional hydraulic control device for controlling automatic shift by the integrated valve, for example, the select lever is manually operated to shift the select lever and the range of the select lever is changed. In some cases, the cam shaft slides at equal intervals as the select lever shifts. With this type, in order to smoothly perform the shift operation from N (neutral) to D (drive) where the cam surface formed on the camshaft has a large height difference, the slide length of the camshaft is increased to make the cam surface inclined. It is desirable to drive the hydraulic valve smoothly along the cam surface by making it gentle. However, from N (neutral) to D
Compared to the shift operation to (drive), the difference in height of the cam surface is smaller, and the slide length of the cam shaft by other shift operations becomes the same as the slide length by the shift operation from N (neutral) to D (drive). Therefore, the inclination of the cam surface becomes gentler than necessary. Therefore, there is a problem that the axial length of the camshaft becomes long as a whole, and the physical size of the entire apparatus in the axial direction becomes large.

In order to solve such a problem, it is conceivable to change the range moving distance of the select lever according to the height of the cam surface, but this is not preferable because the operability of the select lever is impaired. The present invention has been made to solve such a problem, and provides a hydraulic control device for an automatic transmission, which can reduce the size of the device with a simple configuration without impairing the operability by manual operation. With the goal.

[0006]

According to a first aspect of the present invention, there is provided a hydraulic control device for an automatic transmission, wherein oil is supplied to a plurality of friction engagement elements provided in the automatic transmission. A hydraulic control device for an automatic transmission, which switches a plurality of shift stages by switching a road and engaging or disengaging the plurality of friction engagement elements, and a range is switched at a predetermined pitch interval by a manual operation. Shift lever,
A plurality of hydraulic valves for performing shifts by automatic control and shifts by manual operation are integrated, and the plurality of hydraulic valves can be simultaneously driven.When the range of the shift lever is manually changed, the pitch interval is different from that of the shift lever. An integrated valve having a moving camshaft, a connecting means for connecting the shift lever and the camshaft, and a pitch provided on the connecting means for adjusting a pitch interval of the camshaft and a pitch interval of the shift lever. And an interval adjusting means.

The pitch interval adjusting means of the hydraulic control device for an automatic transmission according to the present invention is, as described in claim 2, a plate having a groove corresponding to each range of the shift lever on an arcuate outer periphery. And a plate provided with a front stage shaft of the connecting means for rotating the plate and a rear stage shaft of the connecting means for reciprocating arc motion accompanying the rotation of the plate.

In the hydraulic control device for an automatic transmission according to claim 3 of the present invention, the inclination of the cam surface provided in the driving direction by the manual operation on the outer peripheral surface of the cam shaft is substantially constant between the ranges of the shift lever. Characterized by equality.

[0009]

According to the hydraulic control device for an automatic transmission according to claim 1, 2 or 3 of the present invention, when the range of the shift lever is range-switched at a predetermined pitch interval by a manual operation, a pitch different from that of the shift lever is used. The hydraulic valve is driven by the cam shaft that moves at intervals, and the pitch interval adjusting means that adjusts the pitch interval of the cam shaft and the pitch interval of the shift lever is provided, so that the manual operation is performed according to the height of the cam surface of the cam shaft. Since the amount of movement of the cam shaft in the driving direction can be adjusted, the amount of movement of the cam shaft can be made small when the range of the shift lever having a small difference in height of the cam surface is changed. Therefore, the physique of the camshaft is reduced, and the physique of the device can be reduced.

According to the hydraulic control device for an automatic transmission according to the third aspect of the present invention, the cam surface provided in the driving direction by the manual operation is made substantially equal in each range of the shift lever. Since the driving force of the hydraulic valve due to the inclination of becomes substantially equal, the drive control of the hydraulic valve can be performed smoothly and stably.

[0011]

EXAMPLES The present invention will be described below based on specific examples. FIG. 3 shows a system configuration in which the hydraulic control device for an automatic transmission according to the present invention is applied to an automatic transmission for a vehicle (hereinafter, “automatic transmission” is referred to as AT). In FIG. 3, EV
Represents a solenoid valve and MV represents an integrated valve.

In the operation of the vehicle AT, as is well known, the gear connection in the transmission 300 is automatically or manually switched, and the rotational force from an engine (not shown) connected to the torque converter 200 is applied to the rear wheels or front wheels of the vehicle. Transmitted. The integrated valve 60 and the entire peripheral device thereof are inside an oil pan (not shown) inside the AT under the transmission 300, and the periphery of the hydraulic control device 400 inside the oil pan serves as a drain of the hydraulic circuit.

In the transmission 300, a known hydraulic pump 56 that is directly connected to the rotary shaft of the engine and is driven to rotate is provided, and the drive oil discharged from each hydraulic device to an oil pan or the like is supplied from an intake port 57. It sucks and supplies pressure oil to each device through the line pressure control valve 64. The pressure oil from the hydraulic pump 56 is a variable high pump oil pressure and is a line pressure control valve 6 which is an electromagnetic control type pressure control valve.
It is controlled to a constant high line pressure by 4 and supplied to each hydraulic equipment. The hydraulic control device 400 is provided with two engagement hydraulic control valves 61 and 62.
00 to supply pressure oil to the integrated valve 60 by arbitrarily controlling the line pressure of the pressure oil supplied from the line pressure control valve 64 to a predetermined control pressure required when engaging each friction engagement device described later. are doing.

The housing 28 of the integrated valve 60 shown in FIG. 2 includes seven spool valves SP2, SP3, SP4, SP.
5, SP6, SP7, SP8 (collectively referred to as SP) are housed. The camshaft 1 is sandwiched between the camshaft 1 and the camshaft 1 in the direction of arrow E in FIG.
3, SP4, SP5 are housed in the accumulation valve 60 in this order, and SP8, SP7, SP6 are housed on the arrow F side of FIG. 2 facing SP3, SP4, SP5, respectively. The cam shaft 1 is made of aluminum and has a cylindrical shape. The reason why the material of the camshaft 1 is aluminum is that if the camshaft 1 is made of iron, it is manufactured by forging, which increases the manufacturing cost and makes it too heavy. As shown in FIG. 3, SP2 is connected to the communication port 39, and S2
P3 is connected to communication port 40, SP4 is communication port 4
1, SP5 is connected to the communication port 42, SP6
Is connected to the communication port 43, SP7 is connected to the communication port 44, and SP8 is connected to the communication port 45. The pressure oil of the line pressure or the control pressure supplied to the integrated valve 60 is supplied to each spool valve SP2, SP3, SP4, SP5, SP6,
Communication ports 39 and 4 via SP7 and SP8, respectively
From 0, 41, 42, 43, 44, 45 to multi-plate clutches C which are friction engagement devices in the transmission 300.
0, C1, C2 and multi-disc brakes B0, B1, B2, B
3 is being supplied. Each friction engagement device is connected to a gear that configures each gear ratio such as a planetary gear (not shown) in the transmission 300. By engaging or disengaging these friction engagement devices, the gear ratio is switched. The shift control of the vehicle is being performed.

Communication ports 39, 40, 41, 42, 43, 44, 45 connected to the transmission 300.
Port 3 communicating with multi-disc clutch C0 and multi-disc brake B0 installed in transmission 300
If the ports 9 and 43 are operated at the same time, the transmission 300 may be inoperable due to the internal structure and may be damaged. Is intervening. The other communication ports are engaged or disengaged by hydraulic pressure from the communication ports, and other multi-plate clutches and brakes switch the connection state of a plurality of gears for gear shifting in the transmission 300, as seen in a known transmission. , AT control is performed. The brakes are substantially the same friction elements as the clutch, and the brake has a structure in which one side of the clutch is fixed to the body of the transmission.

The connecting portion 11 is mechanically connected to a select lever 500 which allows the operator to manually operate the driving state of the vehicle such as forward, backward, neutral and parking. The pressure oil supplied from the line pressure control valve 64 is further supplied to the torque converter 200 via the lockup hydraulic control valve 65 in order to further perform lockup (L / U) slip control of the torque converter 200.

Select lever 5 is manually operated by the driver.
When the position selection of 00 is performed, the camshaft 1 is reciprocally driven in the axial direction of the camshaft in the directions of arrows C and D in FIG.
A pin (not shown) in contact with the cam shaft 1 is moved on the cam surface of the cam shaft 1 in the axial direction to control each spool valve SP. Further, when the step motor 12 is driven by a command from the AT ECU 70 in FIG. 8, the cam shaft 1 is rotationally driven, and the step motor 12 is automatically controlled so that each spool is formed by the unevenness of the cam surface in the circumferential direction of the cam shaft 1. Controls the circumferential position of the valve SP. The spool valve SP switches the hydraulic port communicating with the communication port by the reciprocating motion and rotation of the cam shaft 1 to engage or disengage the friction engagement device.

The driving force generated by the shift operation of the select lever 500 is generated by the link member 81, which is the connecting means, the control lever 82, the link member 83, the link member 85, and the manual valve lever 84, which is the pitch interval adjusting means. 2 is transmitted from the connecting portion 11, which is the opposite end portion of the manual valve lever 84, to the connecting portion 86 that reciprocates in the directions C and D in FIG. 2 integrally with the camshaft 1, and the camshaft 1 is reciprocally driven in the axial direction. To do. By the shift operation of the select lever 500, the link member 83 is rotated, and the manual valve lever 84 is rotated about the rotation center 100 of FIG. 1 in the directions A and B of FIG. One end of the link member 85 is fixed to the mounting hole 84a of the manual valve lever 84, and the manual valve lever 8
It makes a reciprocating arc motion together with 4. Then, due to the reciprocating arc movement of the link member 85 accompanying the rotation of the manual valve lever 84, the connecting portion 86 and the cam shaft 1 are
It is reciprocally driven in the directions of arrows C and D in FIG.

The shift positions of the select lever 500 are normally six positions of P (parking), R (reverse), N (neutral), D (drive), 2 (second), and L (low), which are set by the driver. By operation, select lever 5
When 00 is operated, the manual valve lever 84 rotates, and the claw 87a of the detent spring 87 fits in the groove of the manual valve lever 84 corresponding to the selected range. As shown in FIG. 1, the manual valve lever 84 is formed so that a straight line connecting the rotation center 100 and the mounting hole 84a passes through the center of the range position between N (neutral) and D (drive).

Since the step motor 12 is installed in parallel with the cam shaft 1 so that the cam shaft 1 can be driven to rotate, as shown in FIG. 4, the step motor 12 is provided on the SP2 side of the motor gear 13 and the cam shaft 1. A large reduction ratio can be obtained with a compact structure and the integrated valve 60 can be miniaturized only by interposing only one intermediate gear 52 between the gear teeth that do not exist. Further, since the torque transmitted from the intermediate gear 52 to the gear teeth of the cam shaft 1 is larger than the torque transmitted from the step motor 12 to the intermediate gear 52, the torque of the step motor 12 can be amplified and transmitted to the cam shaft 1. . Therefore, since the driving force of the step motor 12 can be reduced, the step motor 12 can be downsized.

One end of a spiral return spring 54 is fixed to the rotary shaft of the step motor 12, and the other end of the return spring 54 is fixed to the motor housing 12a. The return spring 54 biases the rotation shaft of the step motor 12 in a direction in which the stopper lever 31 fixed to the rotation shaft of the step motor 12 contacts the stopper pin 55. The step motor 12 is energized ON
At the time, the rotary shaft of the step motor 12 is biased by the return spring 54 and the stopper lever 31 comes into contact with the stopper pin 55 at the position where the stopper lever 31 abuts against the biasing force of the return spring 54. Stop.

As shown in FIG. 3, the engagement hydraulic control valve 61 is connected to the control pressure port 36 through SP2, SP3, SP4, SP5.
Connected to each control pressure port (collectively referred to as P _C1 ), the engagement hydraulic control valve 62 is connected to the control pressure port 38 through SP6, SP.
7 and SP8 are connected to respective control pressure ports (collectively referred to as P _C2 ). Further, the line pressure control valve 64 is the integrated valve 60.
The line pressure port 35 is connected to each line pressure port (generally referred to as P _S ) of the spool valve SP so as to directly supply the pressure oil of the line pressure to. Each drain pressure port (generally referred to as D _r ) of the spool valve SP is connected from the drain pressure port 48 to a drain (not shown). The line pressure port P _S , the control pressure port P _C1 , the control pressure port P _C2 , and the drain pressure port _Dr are in communication with each other inside or outside the housing 28 of the integrated valve 60.

FIG. 5 is a sectional view of the integrated valve 60 including SP4 and SP7 and taken along a plane perpendicular to the camshaft 1.
Line pressure ports 35c and 35f and control pressure ports 36c and 38f of SP4 and SP7 are SP4 and SP, respectively.
Drain pressure ports 48c and 48 of SP4 and SP7 sandwiching 7
It communicates with f on the opposite side of 180 °. Other SP2, SP
The line pressure port, control pressure port, and drain pressure port of 3, SP5, SP6, and SP8 have substantially the same configuration. Therefore, the cross-sectional area of each hydraulic port is increased and the degree of freedom in the arrangement position of the hydraulic ports is increased. These hydraulic ports P _S , P
_As shown in FIG. 5, _C1 , P _C2 , and _Dr are camshaft 1
From the side, drain pressure port D _r , control pressure port P _C1 or P
_C2 and the line pressure port P _S are arranged.
In this embodiment, the drain pressure port D _r is connected to the line pressure port P _S and the control pressure ports P _C1 and P _C2 by the spool valve SP.
Although they are communicated to the opposite side with the sandwiching therebetween, in the present invention, the combination may be selected as an optimal combination with respect to design constraints.

Further, the drain pressure port D_r, Control pressure port
P_C1Or P_C2, Line pressure port P _SRespectively this
Arranged in order to move away from the camshaft 1.
It The reason for arranging in this way is based on Fig. 6 using SP5 as an example.
The description will be given below. Camshaft 1 moves axially
When pushing the pin 17 up, the pin 17
It receives a rotation moment with its fulcrum as the fulcrum. Therefore, pin 1
The longer the protruding length of 7 is, the more the twisting force against the pin 17 is
It will work big. Also, the force to push up the pin 17
The larger is, the larger the twisting force against the pin 17,
The greater the hydraulic pressure of the inner cylindrical portion 5c in SP5, the more
Let's push up the pin 17 against the force that SP5 receives
The power to do is increased. Therefore, the protruding length of the pin 17
When the position is long, the pressure applied to the pin 17 becomes small
If you can select a hydraulic communication mode such as
The force that pushes up 17 is small, and pin 17 is twisted.
You don't have to increase your strength. In other words, high line pressure
From the camshaft 1 to the line pressure port 35d for supplying
Keep away from the lowest pressure drain pressure port 48d.
Close to the mux shaft 1 and apply pressure from drain pressure to line pressure.
Control pressure port 36d that supplies control pressure within the force range
Between the line pressure port 35d and the drain pressure port 48d
By providing it, the driving force of the camshaft 1 can be reduced,
The deformation can be prevented. Moreover, the camshaft 1 is axial
The operating force of the select lever 500 that drives in the direction is also small.
Therefore, the operability of the select lever 500 is improved.
Furthermore, regarding the rotation direction of the camshaft 1, the pin 1
As the force that pushes up 7 is reduced, the cam shuffle
The driving force of the step motor 12 that drives the motor 1 to rotate is small.
Therefore, the step motor 12 can be downsized. other
The spool valve also has a similar hydraulic port arrangement.

Further, when the control pressure port P _C1 or P _C2 is arranged between the line pressure port P _S and the drain pressure port D _r , the high pressure to low pressure drain pressure or the low pressure to drain pressure high pressure line pressure. Since the control pressure as the intermediate pressure is always passed when the pressure is switched to, it is possible to reduce the shock at the time of switching the pressure. As described above, the drain pressure port D _r , the control pressure port P _C1 or P _C2 , and the line pressure port P _S are arranged so as to move away from the camshaft 1 in this order, and accordingly, depending on the range switching of the select lever 500. The height of the cam formed in the axial direction of the camshaft 1 is smaller between R and N and between D and 2 where the pressure change applied to the friction engagement device is smaller than between N and D. here,
As shown in FIG. 1, in the manual valve lever 84, the range of the select lever 500 is switched between R and N, N and D, and D and 2 where the rotation angles α ₂ , α ₃ and α ₄ are almost equal to each other. When the rotational movement of the camshaft 1 is converted into the linear movement of the camshaft 1, the movement amount between R and N and D and 2 in the axial direction of the camshaft 1 is between N and D with respect to the rotation amount of the manual valve lever 84. Is smaller than the movement amount of. As a result, the inclination of the cam formed in the axial direction of the camshaft 1 can be made substantially equal between R and N, N and D, and D and 2. That is, in the range switching in which the height difference of the cam surface is small, the axial movement amount of the camshaft 1 can be reduced, so that
Since the axial length of the integrated valve 60 is shortened, the physique of the integrated valve 60 can be reduced and the physique of the device can be miniaturized.

Further, since the camshaft 1 is provided with a portion having the same diameter in the circumferential direction and the axial direction from the abutting position of the pin in a certain operation mode with a predetermined width, the camshaft 1 is driven in the rotating direction or the sliding direction. The position of the spool valve SP does not change even if it moves within a small range. For this reason, a slight deviation is allowed in the positioning of the camshaft 1. Further, even when the camshaft 1 makes a full stroke in the rotation direction or the sliding direction, there is a slight margin between the side surface of the pin and the cam surface of the camshaft 1 corresponding to the adjacent spool, which should be avoided. When doing so, it is taken into consideration that a large force is not applied to the pin. Further, the corners of the cam surface are machined so as to have a larger radius of curvature than the radius of curvature of the tip of the pin, so that the pin can smoothly follow the cam surface.

Next, the detailed structure of the spool valve SP will be described by taking SP5 as an example. The other spool valves have substantially the same structure as SP5. As shown in FIG. 6, SP5 has a cylindrical shape having a hollow inside, and an annular oil passage groove 5a formed around the center of the outer surface of the cylinder and an inner cylindrical portion provided inside SP5. An oil passage hole 5b communicating with an oil passage groove 5a communicating with 5c is formed. The compression coil spring 24 is housed between the cap 53d and SP5, and biases SP5 toward the camshaft 1. Cap 53
d locks one end of the compression coil spring 24. The oil passage hole 5b communicates with the cylindrical hole 28d by a line pressure port 35d, a control pressure port 36d, and a drain pressure port 48d.
Is configured to communicate with. One end of the inner cylindrical portion 5c is sealed by the cap 53d, and the inner cylindrical portion 5c communicates with the communication port 42 through the inner cylindrical portion of the cap 53d.

Then, the pin 17 is inserted into the housing 28 so as to be slidable in the direction perpendicular to the axis of the camshaft 1 between the camshaft 1 and the end surface 5d of the closing side bottom of the SP5.
The unevenness of the cam surface of the camshaft 1 is transmitted to SP5.
According to the movement of the camshaft 1, the SP5 has a cylindrical hole 28d.
A small hole 5e for releasing pressure is provided on the closed side of SP5 against which the pin 17 abuts so as to smoothly slide inside. By supplying the oil inside SP5 to the lower side of the closing side bottom of SP5 as well, the pressure due to the oil pressure inside SP5 and the oil pressure acting on the camshaft 1 side surface of SP5 are balanced, It is for acting so that the force for driving is reduced.

When each spool valve SP moves in the cylindrical hole by the drive of the cam shaft 1, each spool valve SP is located at a position opposite to the position of the line pressure port P _S opened in each cylindrical hole.
When the oil passage groove and the oil passage hole are positioned, the pressure oil of the line pressure supplied to each line pressure port P _S passes through the oil passage groove and the oil passage hole of each spool valve SP, It is supplied to the inner cylindrical portion, and further the communication ports 39, 40, 4
Pressure oil of line pressure is supplied to each friction engagement device via 1, 42, 43, 44, and 45.

Further, similarly to the pressure oil of the line pressure, the pressure oil of the control pressure adjusted from the control pressure ports P _C1 and P _C2 is supplied to each spool valve SP, and further each friction valve is engaged via the spool valve SP. It is configured such that the control oil pressure is supplied to the coupling device. Pressure oil supplied control pressure to the control pressure port 36 from the engagement oil pressure control valve 61, the control pressure port is connected to the P _C1 SP2, SP3, SP4, is supplied only to SP5. Similarly, hydraulic fluid control pressure supplied to the control pressure port 38 from the engagement oil pressure control valve 62 is connected to the control pressure port P _C2 S
Only supplied to P6, SP7 and SP8. As a result, the pressure oil of the control pressure supplied from the engagement hydraulic control valve 62 is supplied only to the multi-plate brakes B1, B0, B2, and the pressure oil of the control pressure supplied from the engagement hydraulic control valve 61 is the multi-plate brake. Brake B3
And it will be supplied only to the multi-plate clutches C0, C2, C1.

The oil passage groove of the spool valve SP is a drain pressure port.
D_rWhen it is positioned to communicate with this spool,
The pressure oil in the friction engagement device communicating with the valve SP is drain pressure port.
To D _rIs discharged to the outside of the housing 28. Kamshi
The position of the chaft 1 in the circumferential direction is determined by the AT ECU 7 shown in FIG.
Controlled by instructions from 0, the step motor 12
By rotating the camshaft 1, the circumferential surface of the camshaft 1
Of the spool valve SP via a pin by a cam provided on the
Controlled position and thereby provided on the spool valve SP
Oil passage groove is for each hydraulic port P_S, P_C1, P_C2, D_rAnd communication
Constant hydraulic pressure is applied to each communication port 39, 40, 41, 42, 4
Passed to 3, 44, 45.

As shown in FIG. 8, the AT ECU 70 drives the engine, such as a kickdown signal for shifting the gear position to a lower gear during acceleration, a select lever signal indicating which position the select lever 500 is in, and the like. A motor position signal for driving the step motor 12 is output while exchanging data with the E / G ECU 72 according to a signal from the engine (E / G) ECU 72 to be controlled, and at the same time, each hydraulic pressure control signal is transmitted to the above-mentioned engagement hydraulic pressure. Control valves 61, 6
2, line pressure control valve 64, lockup hydraulic control valve 65
Output to. At this time, the E / G ECU 72 and the AT ECU
As shown in FIG. 8, the data exchanged by 70 includes the radiator water temperature, the throttle opening, the crankshaft crank angle, the vehicle speed, and the turbine speed.

The shift position of the select lever 500 is normally 6 positions of P (parking), R (reverse), N (neutral), D (drive), 2 (second), and L (low). Since the gear shift operation is not performed at the neutral position, transmission 300 is set not to transmit torque even if the automatic gear shift process is performed. 9, the range and the spool valve SP line pressure port in each shift range of the select lever 500 P _S, drain pressure port D _r, the control pressure port P _c1 communicating with the engagement hydraulic pressure control valve 61, the engagement oil pressure Control pressure port P _c2 communicating with the control valve 62
FIG. 4 is a diagram showing which port of FIG. Further, although P _c1 and P _{c2 in} FIG. 5 are different symbols because they use the two engagement hydraulic pressure control valves 61 and 62, the range of possible pressure values (that is, the range below the line pressure as the maximum pressure). Is the same as The cam shape of the camshaft 1 is designed so that the spool valve position is determined by the hydraulic communication mode shown in FIG. The operating states of the clutches and brakes of the AT controlled in this manner are as shown in FIG.

FIG. 7 shows an axial sectional view of the camshaft 1 in the D range position with respect to SP4 and SP7, and shows the state in which the gear stage is in the fourth speed position. Pins 16 and 19 contacting SP4 and SP7 respectively
Since both of the other ends are in contact with the position of the maximum diameter of the cam shaft 1, SP4 and SP7 are pushed up to the maximum. Therefore, SP4 and SP7 are line pressure port 35
c, 35f (P _s ) is positioned to communicate with S,
Line oil is supplied to the multi-disc clutch C1 and the multi-disc brake B2 communicating with P4 and SP7.

[0035] From this state, according to the rotation of the step motor 12 according to the command of AT for ECU 70, 3-speed (3 _rd),
Second speed (2 _nd), and first speed (1 _st), the cam shaft 1 45
The pins 16 and 19 move along the outer peripheral surface of the camshaft 1 in accordance with the rotation. If the diagram shown in FIG. 7, although SP4 and SP7 of the same position in the 3 _rd and 4 _th, pin 19 in 2 _nd gear is moved to the middle diameter position of the camshaft 1, the SP7 It is moved to a position communicating with the control pressure port 38f, and the communication port 4
The pressure oil of the control pressure is supplied to the multi-plate brake B2 via 4. Similarly in 1 _st gear, the pressure distribution shown in FIG. 9 is performed.

The select lever 500 is sequentially set to 2 (forward second speed), D (forward automatic shift stage), N (neutral),
If you shift to R (reverse) or P (parking),
The cam shaft 1 moves in the axial direction by a predetermined distance. Then, similarly to the case of the rotational movement, the pressure distribution shown in FIG. 9 is performed in SP4 and SP7. Similar operation is shown in other gears, other ranges, and other spool valves.

Next, the shifting operation at the D range position will be described. The basic operation is the same in other ranges. When the camshaft 1 is in the manual D range position,
The cam surface causes the spool valve SP to enter the hydraulic communication mode determined by the hydraulic port shown in the D range column of FIG. 9 via the pin. The instruction AT for ECU70 for cam shaft 1, the first speed mode of the four stages of the vehicle speed (1 _st in Fig. 9)
Then, as shown in FIG. 9 and FIG.
0 is the line pressure port (P _{S in} FIG. 9) 35 to S in FIG.
The line pressure is connected via the line pressure port connected to P2, the oil passage groove of SP2, and the communication port 39 to be in an operating state.
Similarly, the multi-disc clutch C1 connects the control pressure port (P _{C1 in} FIG. 9) 36 to SP4, SP4.
The control pressure is received via the oil passage groove and the communication port 41, and the engagement state is controlled by adjusting the control pressure by the engagement hydraulic pressure control valves 61 and 62 according to the state of the vehicle speed and the like. Also, the multi-plate clutch C2
The multi-plate brake B0 is connected to the drain pressure port 48 (D _{r in} FIG. 9) through the drain pressure port connected to SP5 and the drain pressure port connected to SP6, and the multi-plate brakes B1, B2, B3 are all drain pressure ports. Connected to 48.

Then, from the first speed mode state, the AT ECU 7
When 0 is to become an instruction state of the second speed mode (2 _nd in FIG. 9), the step motor 12 by an instruction from the AT ECU70 rotates the cam shaft 1 to the second speed mode position, the position of each spool valve SP Change. as a result,
As shown in the column 2 _nd of the D range of FIG. 9, the multi-plate clutch C1 is connected to the line pressure port 35 (P _S in FIG. 9),
The multi-plate brake B2 is connected to the control pressure port (P _{c2 in} FIG. 9) connected to SP7, and the other clutches and brakes are maintained in the same state as in the first speed mode. The hydraulic pressure determined by these modes actuates the clutches and brakes in the transmission 300 to enter the second speed mode, which is a gear ratio different from the first speed mode. In this way, the control state is determined and the function as AT is achieved. The same operation is performed at the other range positions and the downshift operation.

When the range is switched by manually switching the select lever 500, the camshaft 1 is slid by the connecting portion 11 interlocked with the select lever 500 to switch the position of each spool valve SP, and the range is designated in FIG. To the hydraulic communication mode. In this state, the camshaft 1 is rotationally driven by the step motor 12 under the control of the ECU 70 at the same time to enter the hydraulic communication mode corresponding to the vehicle speed, and the automatic control is continued.

In the embodiment of the present invention described above, since the integrated valve 60 is formed in a compact, substantially flat plate shape by disposing the spool valves SP on both sides of the cam shaft 1, the arrangement in the vertical direction is restricted. Suitable for the places where
Placement in the oil pan is also easy. In the present invention, the shape is not limited to the flat plate shape, but may be bent around the cam shaft axis, for example. Further, in the present invention, the spool valve train may be arranged in one line on one side of the camshaft and may be in the shape of an elongated rod. In these cases, it can be compactly mounted around other devices, especially in the inside of an oil pan with a small installation margin, etc., according to the shape of the transmission of the AT body.

Further, in this embodiment, the ECU shift and the manual shift are assigned to the camshaft 1 by the EC in the rotational direction.
Manual shift is assigned to U shift and slide direction. This is because the frequency of the unevenness of the cam surface in the rotational direction decreases, so that the camshaft 1 can be easily processed such as casting and molding, which is extremely advantageous in manufacturing. In the present invention, it is also possible to perform automatic control by linear movement in the axial direction of the cam shaft, which is the driven body, and manual control by rotational movement. In this case, the step motor drives the cam shaft in the axial direction, and the select lever drives the cam shaft to rotate. In this case, the diameter of the cam shaft can be reduced by making the inclination of the cam surface formed in the axial direction of the cam shaft, which is the driving direction by manual operation, substantially equal between the ranges of the select lever by the pitch interval adjusting means. Is also possible.

Further, in the present invention, the camshaft is not limited to the illustrated dimensions, and the diameter may be increased to be a substantially cylindrical drum camshaft. Further, the shape of the spool valve is not limited to a cylinder as long as it is a hydraulic valve having the above-mentioned function, and may be a valve of any shape. Note that generally, the number of spool valves and the hydraulic communication mode change depending on the structure of the transmission, and the setting conditions also change depending on the number and quality of the multiple disc brakes and multiple disc clutches.

Further, in the present embodiment, each spool valve SP is driven by the camshaft 1, but in the present invention, the spool valve which is a control valve is driven by a hydraulic control system having an automatic and manual mechanism. However, the same effect can be obtained. Further, in the present embodiment, the driving in the axial direction is carried out by the manual operation by the select lever 500, but of course, the same effect can be obtained by the structure applied to the driving in the rotation direction driven by the automatic side, that is, the step motor 12.

Further, in this embodiment, the cam and the cam shaft 1
However, in the present invention, a cam ring having a cam-shaped outer peripheral surface may be fitted to the shaft to form a cam shaft. In that case, it is easy to accommodate changes in the number of ports, port combinations, etc. Become. For example, although not shown in the drawing, the design can be easily changed by forming one block around the cylindrical hole of the housing accommodating each spool valve and stacking the blocks in the axial direction of the camshaft. Therefore,
The structure of such an integrated valve is characterized in that the hydraulic valve and its housing are made into one block unit, and this one block unit is laminated by the required number of ports.

[Brief description of drawings]

FIG. 1 is a schematic view showing a manual valve lever according to an embodiment of the present invention.

FIG. 2 is a schematic view showing a connecting means from the select lever to the integrated valve according to the present embodiment.

FIG. 3 is a block diagram showing a system configuration of an automatic transmission device of this embodiment.

FIG. 4 is a view on arrow IV in FIG.

FIG. 5 is a cross-sectional view of the integrated valve of the present embodiment including SP4 and SP7.

FIG. 6 is a sectional view showing a detailed shape of SP5.

7 is a cross-sectional view showing the cross-sectional shape of the camshaft at the cross-sectional position in FIG.

FIG. 8 is a block diagram showing an input / output state of a signal line of this embodiment.

FIG. 9 is an explanatory diagram showing a hydraulic communication operation mode of the present embodiment.

FIG. 10 is an operation state diagram of a multi-disc clutch and a multi-disc brake of the transmission.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 camshaft 11 connecting part (connecting means) 12 step motor (driving means) 16, 17, 19 pin 28 housing 39, 40, 41, 42, 43, 44, 45 communication port 35c, 35d, 35f line pressure port 36c , 36d, 38f Control pressure port 60 Integrated valve 61, 62 Engagement hydraulic control valve 64 Line pressure control valve 70 AT ECU 72 Engine ECU 81 Link member (coupling means) 82 Control lever (coupling means) 83 Link member (previous stage Shaft) 84 Manual valve lever (pitch interval adjusting means) 85 Link member (post-stage shaft) 86 Connecting part (connecting means) 200 Torque converter 300 Transmission 500 Select lever (shift lever)

Claims (3)

[Claims] Claim: What is claimed is: 1. An automatic control system for switching a plurality of shift speeds by switching oil passages supplied to a plurality of friction engagement elements provided in an automatic transmission and engaging or disengaging the plurality of friction engagement elements. A hydraulic control device for a transmission, comprising: a shift lever that is manually operated to switch a range at a predetermined pitch interval; and a plurality of hydraulic valves that perform automatic control and manual operation. An integrated valve that can drive the valves simultaneously and has a cam shaft that moves at a pitch interval different from that of the shift lever when the range of the shift lever is changed by a manual operation; and a connecting means that connects the shift lever and the cam shaft. A pitch interval adjusting means which is provided in the connecting means and which adapts a pitch interval of the cam shaft and a pitch interval of the shift lever, The hydraulic control device for an automatic transmission, characterized in that it comprises. 2. The pitch interval adjusting means is a plate having a groove corresponding to each range of the shift lever on an outer circumference of an arc shape, the prestage shaft of the connecting means for rotating the plate, and the plate. 2. The hydraulic control device for an automatic transmission according to claim 1, wherein the plate is a plate to which a rear stage shaft of the connecting means, which moves in a reciprocating arc according to the rotation of, is attached. 3. The automatic shift according to claim 1, wherein the inclination of the cam surface provided in the driving direction by the manual operation on the outer peripheral surface of the cam shaft is substantially equal in each range of the shift lever. Hydraulic control device for machine.