JPH0539858A - Control device for automatic transmission for car - Google Patents
Control device for automatic transmission for carInfo
- Publication number
- JPH0539858A JPH0539858A JP19229991A JP19229991A JPH0539858A JP H0539858 A JPH0539858 A JP H0539858A JP 19229991 A JP19229991 A JP 19229991A JP 19229991 A JP19229991 A JP 19229991A JP H0539858 A JPH0539858 A JP H0539858A
- Authority
- JP
- Japan
- Prior art keywords
- oil passage
- valve
- speed
- shift valve
- oil
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Control Of Transmission Device (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、前進３段以上の変速段
を有する車両用自動変速機の制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission for a vehicle having three or more forward gear stages.
【０００２】[0002]
【従来の技術】従来、この種の変速機の制御装置におい
ては、マニアル弁の下流側の油路に複数のシフト弁を介
設し、マニアル弁を自動変速用の位置に切換えたときこ
れらシフト弁の切換えにより各変速段を選択的に確立し
て自動変速を行い、又マニアル弁を低速保持用の位置に
切換えたとき１速段や２速段を確立してエンジンブレー
キを効かせられるようにしている。更に、最近では、特
開平２−１５９４９号公報に見られるように、各シフト
弁のスプールコントロール油路にソレノイド弁を介設
し、電子制御回路により各ソレノイド弁を開閉して各シ
フト弁の切換えを行う電子制御式のものも知られてお
り、このものではマニアル弁を低速保持位置にしたと
き、比較的高車速域では２速段を確立し、所定車速以下
になったとき１速段を確立するようにして、高速走行時
の１速へのダウンシフトにより過大なエンジンブレーキ
がかかることを防止している。2. Description of the Related Art Conventionally, in a transmission control device of this type, a plurality of shift valves are provided in an oil passage on the downstream side of a manual valve, and when the manual valve is switched to a position for automatic transmission, these shifts are performed. By switching the valves, each gear is selectively established to perform automatic gear shifting, and when the manual valve is switched to the low speed holding position, the first and second gears are established so that engine braking can be applied. I have to. Further, recently, as disclosed in Japanese Patent Laid-Open No. 15949/1990, a solenoid valve is provided in the spool control oil passage of each shift valve, and each solenoid valve is opened / closed by an electronic control circuit to switch each shift valve. An electronically controlled type is also known, which establishes the second speed in a relatively high vehicle speed range when the manual valve is in the low speed holding position, and the first speed when the vehicle speed falls below a predetermined speed. By establishing this, excessive engine braking is prevented from being applied due to a downshift to the 1st speed during high speed running.
【０００３】[0003]
【発明が解決しようとする課題】上記のものでは、比較
的高車速域での走行中にマニアル弁を低速保持位置に切
換えたとき、ソレノイド弁の故障やシフト弁のスティッ
ク等により１速−２速の変速を担当するシフト弁が２速
段を確立する位置に切換わらず、１速段の確立を禁止す
べき状態であるにも係わらず１速段が確立されてしまう
ことがある。In the above, when the manual valve is switched to the low speed holding position while traveling in a relatively high vehicle speed range, a failure of the solenoid valve or a stick of the shift valve may cause a 1st speed-2nd speed. The shift valve that is in charge of shifting the first speed may not be switched to a position that establishes the second speed, but the first speed may be established even though the establishment of the first speed should be prohibited.
【０００４】本発明は、以上の点に鑑み、低速段の確立
を禁止すべき運転状態において低速段とそれより高速の
中速段との変速を担当するシフト弁が低速段を確立する
位置に誤って切換えられても低速段が確立されないよう
に、フェールセーフ対策を講じた装置を提供することを
その目的としている。In view of the above points, in the present invention, the shift valve, which is in charge of shifting between the low speed stage and the middle speed stage higher than the low speed stage in the operating state where the establishment of the low speed stage is prohibited, is set to the position where the low speed stage is established. It is an object of the present invention to provide a device in which a fail-safe measure is taken so that a low speed stage is not established even if it is erroneously switched.
【０００５】[0005]
【課題を解決するための手段】上記目的を達成すべく、
本発明では、低速段と中速段との間の変速を担当する第
１のシフト弁の変速用の流入ポートに給油する第１の給
油路と、低速段の確立を禁止すべき特定運転状態におい
て第１の給油路に代って前記流入ポートに給油する第２
の給油路とを備え、該第２の給油路にこれを連通遮断す
る切換弁を介設すると共に、該切換弁にこれが遮断位置
に切換わるように油圧を作用させるコントロール油路を
設け、前記第１のシフト弁に該コントロール油路を連通
遮断する弁部を形成し、該第１のシフト弁が低速段を確
立する位置に切換わったとき該コントロール油路が連通
するようにした。[Means for Solving the Problems] In order to achieve the above object,
According to the present invention, the first oil supply passage for supplying oil to the shift inflow port of the first shift valve that is in charge of shifting between the low-speed stage and the medium-speed stage, and the specific operating state where the establishment of the low-speed stage should be prohibited A second oil supply to the inflow port instead of the first oil supply passage
And a control oil passage for actuating hydraulic pressure so that the switching valve is switched to the cut-off position. The first shift valve is formed with a valve portion that cuts off the control oil passage so that the control oil passage communicates when the first shift valve is switched to a position that establishes a low speed stage.
【０００６】[0006]
【作用】上記特定運転状態において第１のシフト弁が低
速段を確立する位置に切換わると、コントロール油路が
連通して切換弁に該油路を介して油圧が作用し、該切換
弁が遮断位置に切換わる。そのため、第１のシフト弁の
流入ポートへの第２の給油路を介しての給油が停止さ
れ、該シフト弁が低速段を確立する位置に切換わっても
低速段は確立されない。尚、通常の運転状態では、第１
のシフト弁の流入ポートには切換弁を介設しない第１の
給油路を介して給油され、該シフト弁の切換えで低速段
が確立される。ところで、上記特定運転状態において、
第１のシフト弁が低速段を確立する位置に切換わると、
低速段と中速段の何れもが確立されなくなる。この場
合、前記切換弁を第２のシフト弁で構成し、前記遮断位
置で高速段が確立されるようにしておけば、上記特定運
転状態で第１のシフト弁が低速段を確立する位置に切換
わっても、変速機がニュートラル状態になることはな
く、且つ切換弁とシフト弁との共用化による部品点数の
削減を図ることができ、有利である。When the first shift valve is switched to the position that establishes the low speed stage in the specific operation state, the control oil passage communicates with each other, and the oil pressure acts on the changeover valve via the oil passage. Switch to the shutoff position. Therefore, even if the oil supply to the inflow port of the first shift valve via the second oil supply passage is stopped and the shift valve is switched to the position for establishing the low speed stage, the low speed stage is not established. In the normal operating state,
Oil is supplied to the inflow port of the shift valve via a first oil supply passage having no switching valve, and a low speed stage is established by switching the shift valve. By the way, in the specific operation state,
When the first shift valve switches to a position that establishes a low speed stage,
Neither the low speed stage nor the medium speed stage is established. In this case, if the switching valve is configured by the second shift valve and the high speed stage is established at the shut-off position, the first shift valve is set to the position where the low speed stage is established in the specific operation state. Even if the transmission is switched, the transmission is not in a neutral state, and the number of parts can be reduced by sharing the switching valve and the shift valve, which is advantageous.
【０００７】尚、下記実施例において、低速段は１速段
Ｇ１、中速段は２速段Ｇ２、高速段は３速段Ｇ３、第１
のシフト弁は１−２シフト弁１０、切換弁たる第２のシ
フト弁は３−４シフト弁１１、上記特定運転状態はマニ
アル弁８の「１」「２」位置における所定車速以上の運
転状態である。又、第１の給油路は１−２シフト弁１０
の流入ポートに連なる第３油路Ｌ３にメインシフト弁９
の右方位置において接続される第２油路Ｌ２であり、第
２の給油路は、メインシフト弁９の左方位置において第
２油路Ｌ２に接続される第６油路Ｌ６と、３−４シフト
弁１１の右方位置において第６油路Ｌ６に接続される第
８油路Ｌ８と、４−５シフト弁１２の右方位置（該弁１
２は「１」「２」位置においてその左端の油室１２ｆに
第２１油路Ｌ２１を介して入力する油圧により右方位置
に拘束される）において第８油路Ｌ８に接続される第９
油路Ｌ９と、マニアル弁８の「１」「２」位置において
第９油路Ｌ９に接続される第２２油路Ｌ２２とで構成さ
れ、メインシフト弁９の左方位置において第２２油路Ｌ
２２が第３油路Ｌ３に接続されるようにし、「１」
「２」位置における所定車速以上の運転状態ではメイン
シフト弁９を左方位置に切換保持し、第２の給油路を介
して１−２シフト弁１０に給油するようにした。前記コ
ントロール油路は、マニアル弁８の「１」「２」位置に
おいて油圧源７に連なる第１油路Ｌ１に接続される第２
１油路Ｌ２１と、１−２シフト弁１０の右方の１速位置
において該弁１０に形成した弁部たる溝１０ｆを介して
第２１油路Ｌ２１に接続される第２４油路Ｌ２４と、サ
ーボ弁１３の左方位置において第２４油路Ｌ２４に接続
される第２５油路Ｌ２５と、サーボ制御弁１９の左方位
置において第２５油路Ｌ２５に接続される第２６油路Ｌ
２６とで構成され（サーボ弁１３、サーボ制御弁１９は
前進時左方位置に保持される）、第２６油路Ｌ２６を３
−４シフト弁１１の右端の油室１１ｆに接続して、１−
２シフト弁１０が１速位置に切換わったとき、第２１油
路Ｌ２１からコントロール油路を介して該油室１１ｆに
油圧が入力され、３−４シフト弁１１が左方の３速位置
に切換わり、前記第２の給油路を構成する第６油路Ｌ６
と第８油路Ｌ８との接続が断たれて、第６油路Ｌ６から
３速油圧クラッチＣ３に連なる第７油路Ｌ７に給油さ
れ、３速段Ｇ３が確立されるようにした。以上、本発明
の構成要素と実施例との対応を説明したが、実施例に限
られるものでないことは勿論である。In the following embodiments, the low speed stage is the first speed stage G1, the middle speed stage is the second speed stage G2, the high speed stage is the third speed stage G3, and the first speed stage is G3.
The shift valve is a 1-2 shift valve, the second shift valve which is a switching valve is a 3-4 shift valve 11, and the specific operating state is an operating state at a predetermined vehicle speed or higher at the "1" and "2" positions of the manual valve 8. Is. In addition, the first oil supply passage is the 1-2 shift valve 10
Main shift valve 9 in the third oil passage L3 connected to the inflow port of
Is a second oil passage L2 connected at the right side position of the main shift valve 9, and the second oil supply passage is a sixth oil passage L6 connected at the left side position of the main shift valve 9 to the second oil passage L2; The eighth oil passage L8 connected to the sixth oil passage L6 at the right position of the 4-shift valve 11 and the right position of the 4-5 shift valve 12 (the valve 1
No. 2 is connected to the eighth oil passage L8 at the "1" and "2" positions and is held at the right position by the hydraulic pressure input to the left end oil chamber 12f via the twenty-first oil passage L21).
It is composed of an oil passage L9 and a 22nd oil passage L22 connected to the ninth oil passage L9 at the "1" and "2" positions of the manual valve 8, and the 22nd oil passage L at the left position of the main shift valve 9.
22 is connected to the third oil passage L3, and "1" is set.
The main shift valve 9 is switched to the left position and maintained in the operating state at a predetermined vehicle speed or higher at the "2" position, and the 1-2 shift valve 10 is refueled via the second refueling passage. The control oil passage is connected to the first oil passage L1 which is connected to the hydraulic pressure source 7 at the “1” and “2” positions of the manual valve 8.
A first oil passage L21 and a twenty-fourth oil passage L24 connected to the twenty-first oil passage L21 via a groove 10f which is a valve portion formed in the valve 10 at the first speed position on the right side of the 1-2 shift valve 10; The 25th oil passage L25 connected to the 24th oil passage L24 at the left position of the servo valve 13, and the 26th oil passage L connected to the 25th oil passage L25 at the left position of the servo control valve 19.
26 (servo valve 13 and servo control valve 19 are held at the left position when moving forward), and the 26th oil passage L26 is
-4 Connect to the oil chamber 11f at the right end of the shift valve 11,
When the 2nd shift valve 10 is switched to the 1st speed position, hydraulic pressure is input from the 21st oil passage L21 to the oil chamber 11f via the control oil passage, and the 3-4 shift valve 11 is moved to the left 3rd speed position. A sixth oil passage L6 which is switched and constitutes the second oil passage.
Is disconnected from the eighth oil passage L8, and oil is supplied from the sixth oil passage L6 to the seventh oil passage L7 connected to the third speed hydraulic clutch C3 so that the third speed G3 is established. Although the correspondence between the constituent elements of the present invention and the embodiments has been described above, it goes without saying that the invention is not limited to the embodiments.
【０００８】[0008]
【実施例】図１を参照して、１は前進５段後進１段の変
速を行う変速機を示し、該変速機１は、エンジン２に流
体トルクコンバータ３を介して連結される入力軸１ａ
と、車両の駆動輪４にデフギア５を介して連結される出
力軸１ｂとの間に前進用の１速乃至５速の変速段Ｇ１、
Ｇ２、Ｇ３、Ｇ４、Ｇ５と後進段ＧＲとを備え、前進用
の各変速段に油圧係合要素たる１速乃至５速の各油圧ク
ラッチＣ１、Ｃ２、Ｃ３、Ｃ４、Ｃ５を介入して、各油
圧クラッチの係合により各変速段を選択的に確立させる
ようにし、又後進段ＧＲは４速段Ｇ４と４速油圧クラッ
チＣ４を共用するものとし、４速段Ｇ４と後進段Ｇ４と
を出力軸１ｂ上のセレクタギア６の図面で左方の前進位
置と右方の後進位置とへの切換えで選択的に確立させる
ようにした。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, reference numeral 1 denotes a transmission for performing five forward gears and one reverse gear shift. The transmission 1 is an input shaft 1a connected to an engine 2 via a fluid torque converter 3.
And the output shaft 1b connected to the drive wheels 4 of the vehicle through the differential gear 5, the first to fifth speed gears G1 for forward movement,
G2, G3, G4, G5 and reverse gear GR are provided, and the first to fifth hydraulic clutches C1, C2, C3, C4, C5, which are hydraulic engaging elements, are intervened in each forward speed, The respective shift speeds are selectively established by engagement of the respective hydraulic clutches, and the reverse speed GR uses the fourth speed G4 and the fourth speed hydraulic clutch C4 in common and the fourth speed G4 and the reverse speed G4. In the drawing of the selector gear 6 on the output shaft 1b, the selector gear 6 is selectively established by switching between the left forward drive position and the right reverse drive position.
【０００９】前記各油圧クラッチＣ１、Ｃ２、Ｃ３、Ｃ
４、Ｃ５は、図２に示す油圧回路によりその給排油を制
御されるもので、これを詳述するに、該油圧回路は、油
圧源７と、パーキング位置たる「Ｐ」と後進位置たる
「Ｒ」とニュートラル位置たる「Ｎ」（図示位置）と１
速乃至５速の自動変速位置たる「Ｄ5」と１乃至３速の
自動変速位置たる「Ｄ3」と２速保持位置たる「２」と
１速保持位置たる「１」との計７位置に切換操作自在な
マニアル弁８と、１速段Ｇ１と２速段Ｇ２とから成る低
速系と、３速段Ｇ３と４速段Ｇ４と５速段Ｇ５とから成
る高速系とを選択するメインシフト弁９と、メインシフ
ト弁９の下流に接続した１−２シフト弁１０と、メイン
シフト弁９の下流に１−２シフト弁１０と並列に接続し
た３−４シフト弁１１と、３−４シフト弁１１の下流に
接続した４−５シフト弁１２と、前記セレクタギア６に
係合するフォーク６ａを連結した前後進切換用のサーボ
弁１３とを備えるもので、これら弁の詳細は図３に示す
通りである。Each of the hydraulic clutches C1, C2, C3, C
Supply and discharge oil is controlled by the hydraulic circuit shown in FIG. 2, and the hydraulic circuits shown at 4 and C5 are the hydraulic power source 7, the parking position "P" and the reverse position. "R" and "N" (shown position) which is the neutral position and 1
A total of 7 positions including “D 5 ”, which is an automatic shift position of 5th to 5th speeds, “D 3 ”, which is an automatic shift position of 1st to 3rd speeds, “2” which is a holding position of 2nd speed, and “1” which is a holding position of 1st speed. A manual valve 8 which can be freely switched, a low speed system including a first speed G1 and a second speed G2, and a high speed system including a third speed G3, a fourth speed G4 and a fifth speed G5 are selected. The shift valve 9, a 1-2 shift valve 10 connected downstream of the main shift valve 9, a 3-4 shift valve 11 connected in parallel with the 1-2 shift valve 10 downstream of the main shift valve 9, and 3- The shift valve includes a 4-5 shift valve 12 connected downstream of the 4 shift valve 11 and a forward / reverse switching servo valve 13 that is connected to a fork 6a that engages with the selector gear 6. As shown in 3.
【００１０】マニアル弁８の「Ｄ5」位置では、油圧源
７に連なる第１油路Ｌ１が該弁８の環状溝８ａを介して
メインシフト弁９に連なる第２油路Ｌ２に接続され、第
１油路Ｌ１から第２油路Ｌ２にレギュレータ弁１４で所
定のライン圧に調圧された圧油が供給され、メインシフ
ト弁９が低速系を選択する右方の低速位置（図示の位
置）に切換わったとき、第２油路Ｌ２が１−２シフト弁
１０に連なる第３油路Ｌ３にメインシフト弁９の環状溝
９ａを介して接続され、１−２シフト弁１０のダウンシ
フト位置たる右方の１速位置への切換えで第３油路Ｌ３
が１速油圧クラッチＣ１に連なる第４油路Ｌ４に該シフ
ト弁１０の環状溝１０ａを介して接続されて１速段Ｇ１
が確立され、該シフト弁１０のアップシフト位置たる左
方の２速位置（図示の位置）への切換えで第３油路Ｌ３
が２速油圧クラッチＣ２に連なる第５油路Ｌ５に該シフ
ト弁１０の環状溝１０ｂを介して接続されて２速段Ｇ２
が確立されるようにし、又メインシフト弁９が高速系を
選択する左方の高速位置に切換わったとき、第２油路Ｌ
２が３−４シフト弁１１に連なる第６油路Ｌ６にメイン
シフト弁９の環状溝９ｂを介して接続され、３−４シフ
ト弁１１のダウンシフト位置たる左方の３速位置（図示
の位置）への切換えで第６油路Ｌ６が３速油圧クラッチ
Ｃ３に連なる第７油路Ｌ７に該シフト弁１１の環状溝１
１ａを介して接続されて３速段Ｇ３が確立され、該シフ
ト弁１１のアップシフト位置たる右方の４速位置への切
換えで第６油路Ｌ６が４−５シフト弁１２に連なる第８
油路Ｌ８に３−４シフト弁１１の環状溝１１ｂを介して
接続され、４−５シフト弁１２のダウンシフト位置たる
右方の４速位置への切換えで第８油路Ｌ８が該シフト弁
１２の環状溝１２ａを介して第９油路Ｌ９に接続され、
マニアル弁８の「Ｄ5」位置において該弁８の環状溝８
ｂを介して第９油路Ｌ９に接続される第１０油路Ｌ１０
を介して４速油圧クラッチＣ４に給油されて４速段Ｇ４
が確立され、該シフト弁１２のアップシフト位置たる左
方の５速位置（図示の位置）への切換えで第８油路Ｌ８
が５速油圧クラッチＣ５に連なる第１１油路Ｌ１１に該
シフト弁１２の環状溝１２ｂを介して接続されて５速段
Ｇ５が確立されるようにした。メインシフト弁９と１−
２シフト弁１０と３−４シフト弁１１とは夫々図外の電
子制御回路によって開閉される第１乃至第３の各ソレノ
イド弁１５1、１５2、１５3により切換制御されるもの
で、これを詳述するに、第１油路Ｌ１に接続したモジュ
レータ弁１６からのモジュレータ圧（ライン圧より低い
一定圧）を、該弁１６の出力側の第１２油路Ｌ１２にオ
リフィス１７1を介して接続した第１３油路Ｌ１３を介
してメインシフト弁９の右側の油室９ｃと、第１２油路
Ｌ１２に別のオリフィス１７2を介して接続した第１４
油路Ｌ１４を介して１−２シフト弁１０の左側の油室１
０ｃと、第１２油路Ｌ１２に更に別のオリフィス１７3
を介して接続した第１５油路Ｌ１５を介して３−４シフ
ト弁１１の左側の油室１１ｃとに入力するようにし、こ
れら第１３乃至第１５油路Ｌ１３、Ｌ１４、Ｌ１５に夫
々該各油路を大気開放する常閉型の第１乃至第３ソレノ
イド弁１５1、１５2、１５3を接続し、更に第１４油路
Ｌ１４を４−５シフト弁１２の左側の油室１２ｃに接続
して、第２ソレノイド弁１５2を１−２シフト弁１０と
４−５シフト弁１２との切換えを行う共用ソレノイド弁
とし、第１乃至第３ソレノイド弁１５1、１５2、１５3
を以下の如く開閉して１速乃至５速の変速を行うように
した。即ち、１速時は、第１ソレノイド弁１５1を開、
第２ソレノイド弁１５2を閉とするもので、これによれ
ばメインシフト弁９がその油室９ｃへのモジュレータ圧
の入力を断たれてばね９ｄにより右方の低速位置に切換
わると共に、１−２シフト弁１０がその油室１０ｃへの
モジュレータ圧の入力でばね１０ｄに抗して右方の１速
位置に切換わり、上記の如く１速段Ｇ１が確立される。
尚、３−４シフト弁１１が右方の４速位置に存すると、
後記詳述するように第１油路Ｌ１から第１８油路Ｌ１８
を介して１−２シフト弁１０の右端の油室１０ｅにライ
ン圧が入力されて、１−２シフト弁１０が左方の２速位
置に拘束されてしまうため、１速時は第３ソレノイド弁
１５3を開として３−４シフト弁１１を左方の３速位置
に切り換える。２速時は、第１ソレノイド弁１５1を
開、第２ソレノイド弁１５2を開とするもので、これに
よればメインシフト弁９が１速時と同様に低速位置とな
り、一方、１−２シフト弁１０がその油室１０ｃへのモ
ジュレータ圧の入力を断たれてばね１０ｄにより左方の
２速位置に切換わり、上記の如く２速段Ｇ２が確立され
る。この場合、第３ソレノイド弁１５3は開と閉の何れ
でも良い。３速時は、第１ソレノイド弁１５1を閉、第
３ソレノイド弁１５3を開とするもので、これによれば
メインシフト弁９がその油室９ｃへのモジュレータ圧の
入力でばね９ｄに抗して左方の高速位置に切換わると共
に、３−４シフト弁１１がその油室１１ｃへのモジュレ
ータ圧の入力を断たれてばね１１ｄにより左方の３速位
置に切換わり、上記の如く３速段Ｇ３が確立される。こ
の場合、第２ソレノイド弁１５2は開と閉のいずれでも
良い。At the "D 5 " position of the manual valve 8, the first oil passage L1 connected to the hydraulic pressure source 7 is connected to the second oil passage L2 connected to the main shift valve 9 via the annular groove 8a of the valve 8, Pressure oil regulated to a predetermined line pressure by the regulator valve 14 is supplied from the first oil passage L1 to the second oil passage L2, and the main shift valve 9 selects a low speed system at a right low speed position (position shown in the figure). ), The second oil passage L2 is connected to the third oil passage L3 connected to the 1-2 shift valve 10 via the annular groove 9a of the main shift valve 9, and the downshift of the 1-2 shift valve 10 is performed. By switching to the right first gear position, which is the position, the third oil passage L3
Is connected to the fourth oil passage L4 connected to the first speed hydraulic clutch C1 via the annular groove 10a of the shift valve 10 to connect to the first speed G1.
Is established, and the third oil passage L3 is switched by switching the shift valve 10 to the left second speed position (position shown in the drawing) which is the upshift position.
Is connected to the fifth oil passage L5 connected to the second speed hydraulic clutch C2 via the annular groove 10b of the shift valve 10, and the second speed G2 is connected.
Is established, and when the main shift valve 9 is switched to the left high speed position for selecting the high speed system, the second oil passage L
2 is connected to the sixth oil passage L6 connected to the 3-4 shift valve 11 via the annular groove 9b of the main shift valve 9, and the left third speed position which is the downshift position of the 3-4 shift valve 11 (shown in the figure). Position 6), the sixth oil passage L6 is connected to the seventh oil passage L7 connected to the third speed hydraulic clutch C3, and the annular groove 1 of the shift valve 11 is connected to the seventh oil passage L7.
The third speed G3 is established by being connected via 1a, and the sixth oil passage L6 is connected to the 4-5 shift valve 12 by switching the shift valve 11 to the right fourth speed position which is the upshift position.
The 8th oil passage L8 is connected to the oil passage L8 through the annular groove 11b of the 3-4 shift valve 11, and the 8th oil passage L8 is switched by switching the 4-5 shift valve 12 to the right fourth speed position which is the downshift position. Connected to the ninth oil passage L9 via 12 annular grooves 12a,
In the "D 5 " position of the manual valve 8, the annular groove 8 of said valve 8
10th oil passage L10 connected to 9th oil passage L9 via b
Is supplied to the fourth speed hydraulic clutch C4 via the
Is established, and the eighth oil passage L8 is generated by switching the shift valve 12 to the left fifth speed position (position shown in the drawing) which is the upshift position.
Is connected to the eleventh oil passage L11 connected to the fifth speed hydraulic clutch C5 via the annular groove 12b of the shift valve 12 to establish the fifth speed G5. Main shift valve 9 and 1-
The 2 shift valve 10 and the 3-4 shift valve 11 are switching-controlled by first to third solenoid valves 15 1 , 15 2 and 15 3 opened and closed by an electronic control circuit (not shown), respectively. In detail, the modulator pressure (constant pressure lower than the line pressure) from the modulator valve 16 connected to the first oil passage L1 is supplied to the twelfth oil passage L12 on the output side of the valve 16 via the orifice 17 1. The oil chamber 9c on the right side of the main shift valve 9 is connected to the twelfth oil passage L12 via the connected thirteenth oil passage L13 and the fourteenth oil passage 9 is connected to the twelfth oil passage L12 via another orifice 17 2 .
Oil chamber 1 on the left side of the 1-2 shift valve 10 via the oil passage L14
0c and another orifice 17 3 in the 12th oil passage L12.
The oil is supplied to the oil chamber 11c on the left side of the 3-4 shift valve 11 via the fifteenth oil passage L15 connected via the oil passages L15, L13, L14, L15. The normally closed first to third solenoid valves 15 1 , 15 2 , 15 3 for opening the passage to the atmosphere are connected, and the 14th oil passage L14 is connected to the oil chamber 12c on the left side of the 4-5 shift valve 12. The second solenoid valve 15 2 is a shared solenoid valve for switching between the 1-2 shift valve 10 and the 4-5 shift valve 12, and the first to third solenoid valves 15 1 , 15 2 , 15 3
The gears are opened and closed as described below to perform the first to fifth speeds. That is, at the 1st speed, the first solenoid valve 15 1 is opened,
The second solenoid valve 15 2 is closed. According to this, the main shift valve 9 cuts off the input of the modulator pressure to the oil chamber 9c, and is switched to the lower right position by the spring 9d. The -2 shift valve 10 is switched to the first speed position on the right side against the spring 10d by the input of the modulator pressure to the oil chamber 10c, and the first speed stage G1 is established as described above.
In addition, if the 3-4 shift valve 11 is in the right fourth speed position,
As will be described later in detail, the first oil passage L1 to the eighteenth oil passage L18
The line pressure is input to the oil chamber 10e at the right end of the 1-2 shift valve 10 via the valve, and the 1-2 shift valve 10 is constrained to the second speed position on the left side. The valve 15 3 is opened and the 3-4 shift valve 11 is switched to the left third speed position. In the 2nd speed, the first solenoid valve 15 1 is opened and the second solenoid valve 15 2 is opened. According to this, the main shift valve 9 is in the low speed position as in the 1st speed, while 1- The 2nd shift valve 10 cuts off the input of the modulator pressure to the oil chamber 10c and switches to the 2nd left position by the spring 10d, and the 2nd speed G2 is established as described above. In this case, the third solenoid valve 15 3 may be open or closed. At the 3rd speed, the first solenoid valve 15 1 is closed and the third solenoid valve 15 3 is opened. According to this, the main shift valve 9 is applied to the spring 9d by the input of the modulator pressure to the oil chamber 9c. The 3-4 shift valve 11 cuts off the input of the modulator pressure to the oil chamber 11c and switches to the left 3rd speed position by the spring 11d. The third speed G3 is established. In this case, the second solenoid valve 15 2 may be open or closed.
【００１１】４速時は、第１乃至第３ソレノイド弁１５
1、１５2、１５3を全て閉とするもので、これによれ
ば、メインシフト弁９が３速時と同様に高速位置とな
り、一方、３−４シフト弁１１がその油室１１ｃへのモ
ジュレータ圧の入力によりばね１１ｄに抗して右方の４
速位置に切換わると共に、４−５シフト弁１２がその油
室１２ｃへのモジュレータ圧の入力でばね１２ｄに抗し
て右方の４速位置に切換わり、上記の如く４速段Ｇ４が
確立される。５速時は、第１と第３のソレノイド弁１５
1、１５3を閉、第２のソレノイド弁１５2を開とするも
ので、これによればメインシフト弁９と３−４シフト弁
１１とが夫々４速時と同様に高速位置と４速位置とに保
持され、一方、４−５シフト弁１２がその油室１２ｃへ
のモジュレータ圧の入力を断たれてばね１２ｄにより左
方の５速位置に切換わり、上記の如く５速段Ｇ５が確立
される。上記した第１乃至第３ソレノイド弁１５1、１
５2、１５3の各変速段での開閉の組合わせをまとめると
表１の通りであり、電子制御回路に格納されている変速
マップに従ってこれらソレノイド弁を開閉し、１速乃至
５速の変速を行う。At the 4th speed, the first to third solenoid valves 15
1 , 15 2 and 15 3 are all closed. According to this, the main shift valve 9 is in the high speed position as in the case of the 3rd speed, while the 3-4 shift valve 11 moves to the oil chamber 11c. 4 on the right side against the spring 11d by the input of modulator pressure
At the same time as switching to the high speed position, the 4-5 shift valve 12 switches to the fourth speed position on the right side against the spring 12d by the input of the modulator pressure to the oil chamber 12c, and the fourth speed stage G4 is established as described above. To be done. At 5th speed, the first and third solenoid valves 15
1 , 15 3 are closed and the second solenoid valve 15 2 is opened. According to this, the main shift valve 9 and the 3-4 shift valve 11 are respectively in the high speed position and the 4th speed as in the 4th speed. Position, while the 4-5 shift valve 12 cuts off the input of the modulator pressure to its oil chamber 12c and is switched to the left fifth speed position by the spring 12d, and the fifth speed G5 is set as described above. Established. The above-mentioned first to third solenoid valves 15 1 and 1
Table 1 summarizes the combination of the opening and closing of 5 2 and 15 3 at each shift stage, and opens and closes these solenoid valves according to the shift map stored in the electronic control circuit to shift the 1st speed to the 5th speed. I do.
【００１２】 ５速走行中、第２ソレノイド弁１５2は開で１−２シ
フト弁１０は２速位置にあり、メインシフト弁９が５速
走行中に何らかの異常で低速位置に切換っても５速から
１速へのダウンシフトは生じない。然し、メインシフト
弁９の低速位置への切換えで５速から２速、４速から１
速へのダウンシフトを生ずるおそれがあり、これを防止
するため、４速時及び５速時はメインシフト弁９を油圧
により左方の高速位置に拘束するようにした。即ち、メ
インシフト弁９の弁体右側部に面積差を持った差圧溝９
ｅを形成し、該シフト弁９の高速位置において該差圧溝
９ｅがドレンポートから遮断されて４−５シフト弁１２
に連なる第１６油路Ｌ１６に接続されるようにし、マニ
アル弁８の「Ｄ5」位置において該弁８の環状溝８ａを
介して第１油路Ｌ１に接続される第１７油路Ｌ１７が４
−５シフト弁１２の右方の４速位置で該シフト弁１２の
環状溝１２ｅを介して第１６油路Ｌ１６に接続され、又
３−４シフト弁１１の右方の４速位置において該シフト
弁１１の環状溝１１ｅを介して第１油路Ｌ１に接続され
る第１８油路Ｌ１８が４−５シフト弁１２の左方の５速
位置で該シフト弁１２の環状溝１２ｅを介して第１６油
路Ｌ１６に接続されるようにした。かくて、４速時及び
５速時は第１６油路Ｌ１６を介して差圧溝９ｅにライン
圧が入力され、該溝９ｅの左端と右端の面積差分の差圧
力でメインシフト弁９が左方に押圧されて高速位置に拘
束される。[0012] The second solenoid valve 15 2 is open and the 1-2 shift valve 10 is in the 2nd speed position during the 5th speed travel. Even if the main shift valve 9 is switched to the low speed position due to some abnormality during the 5th speed travel, the 5th speed is changed from the 5th speed. No downshift to first gear occurs. However, switching from the 5th speed to the 2nd speed and the 4th speed to the 1st speed by switching the main shift valve 9 to the low speed position.
There is a possibility that a downshift to the high speed may occur, and in order to prevent this, the main shift valve 9 is constrained to the left high speed position by hydraulic pressure during the fourth speed and the fifth speed. That is, the differential pressure groove 9 having an area difference on the right side of the valve body of the main shift valve 9.
and the differential pressure groove 9e is cut off from the drain port at the high speed position of the shift valve 9 and the 4-5 shift valve 12 is formed.
So as to be connected to No. 16 oil passage L16 which is communicated to, No. 17 oil passage L17 which is connected to the "D 5" first oil passage L1 via the annular groove 8a of the valve 8 in the position of the manual valve 8 is 4
-5 is connected to the 16th oil passage L16 via the annular groove 12e of the shift valve 12 at the right fourth speed position, and the shift is performed at the right fourth speed position of the 3-4 shift valve 11. The eighteenth oil passage L18 connected to the first oil passage L1 via the annular groove 11e of the valve 11 is located at the fifth speed position on the left side of the 4-5 shift valve 12 via the annular groove 12e of the shift valve 12. 16 oil passage L16. Thus, in the 4th speed and the 5th speed, the line pressure is input to the differential pressure groove 9e via the 16th oil passage L16, and the main shift valve 9 is moved to the left by the differential pressure of the area difference between the left end and the right end of the groove 9e. It is pressed in one direction and restrained at a high speed position.
【００１３】図中Ａ１、Ａ２、Ａ３、Ａ４は各油圧クラ
ッチＣ１、Ｃ２、Ｃ３、Ｃ４の給排時における急激な圧
変化を緩衝すべく設けたアキュムレータであり、ライン
圧用とこれらアキュムレータの背圧用との第１と第２の
１対の電磁式圧力制御弁１８1、１８2を設け、該両制御
弁１８1、１８2の入力側に第１油路Ｌ１を接続すると共
に、第１圧力制御弁１８1の出力側の第１９油路Ｌ１９
をレギュレータ弁１４の増圧方向に働く油室１４ａと、
第２圧力制御弁１８2の出力側の第２０油路Ｌ２０を各
アキュムレータＡ１、Ａ２、Ａ３、Ａ４の背圧室とに接
続した。該各制御弁１８1、１８2の出力圧はそのソレノ
イド１８ａに流す電流値に反比例して変化するようにな
っており、ライン圧は第１圧力制御弁１８1のソレノイ
ド１８ａの通電電流値に応じて図４に示すように所定の
上限圧ＰＨと下限圧ＰＬとの間で変化する。そして、変
速時は、第１圧力制御弁１８1の出力圧をＰ1、第２圧力
制御弁１８2の出力圧をＰ2として、Ｐ1とＰ2をＰ2≦Ｐ1
の条件内で変速機の出力軸の速度変化等に応じて変化さ
せ、変速ショックを緩和する。又、非変速時は、通常Ｐ
1とＰ2を共に最大圧とし、低スロットル開度で所定車速
以上での走行中はエンジントルクも小さくクラッチ係合
力も小さくて良いので、Ｐ1とＰ2を零にする。ところ
で、第１圧力制御弁１８1がスティック等の何らかの異
常によって油圧を出力しない状態にロックされると、ラ
イン圧が低圧になり、クラッチの滑りを生じて走行に影
響してしまう。そこで、本実施例では第１圧力制御弁１
８1のドレンポート１８ｂに第２０油路Ｌ２０を接続
し、該制御弁１８1が油圧を出力しない状態（この状態
でドレンポート１８ｂは第１９油路Ｌ１９に連通する）
にロックされても、第２圧力制御弁１８2からの出力圧
Ｐ2が第１９油路Ｌ１９に入力され、ライン圧の低下が
防止されるようにした。尚、正常時はＰ1≧Ｐ2になって
おり、Ｐ2が第１９油路Ｌ１９に入力されてライン圧の
制御に狂いを生ずることはない。Ｐ1とＰ2が零のとき、
第１９油路Ｌ１９は前記ドレンポート１８ｂから第２０
油路Ｌ２０を介して第２圧力制御弁１８2のドレンポー
ト１８ｂに連通する。In the figure, A1, A2, A3, and A4 are accumulators provided for buffering abrupt pressure changes of the hydraulic clutches C1, C2, C3, and C4 during supply and discharge, for line pressure and back pressure of these accumulators. A pair of first and second electromagnetic pressure control valves 18 1 and 18 2 are provided, and the first oil passage L1 is connected to the input sides of both control valves 18 1 and 18 2 and the first pressure The 19th oil passage L19 on the output side of the control valve 18 1.
An oil chamber 14a that works in the pressure increasing direction of the regulator valve 14,
The twentieth oil passage L20 on the output side of the second pressure control valve 18 2 was connected to the back pressure chambers of the accumulators A1, A2, A3, A4. The output pressure of each of the control valves 18 1 and 18 2 changes in inverse proportion to the value of the current flowing through the solenoid 18a, and the line pressure is the energization current value of the solenoid 18a of the first pressure control valve 18 1. Accordingly, as shown in FIG. 4, it changes between a predetermined upper limit pressure PH and a lower limit pressure PL. When shifting, the output pressure of the first pressure control valve 18 1 is P 1 , the output pressure of the second pressure control valve 18 2 is P 2 , and P 1 and P 2 are P 2 ≦ P 1
Within the conditions of (1), it is changed according to the speed change of the output shaft of the transmission, etc., to mitigate the shift shock. Also, during non-shifting, the normal P
Both 1 and P 2 are set to the maximum pressure, and the engine torque and the clutch engagement force may be small while traveling at a low throttle opening and above a predetermined vehicle speed, so P 1 and P 2 are set to zero. By the way, if the first pressure control valve 18 1 is locked in a state where the hydraulic pressure is not output due to some abnormality such as a stick, the line pressure becomes low, causing slippage of the clutch and affecting traveling. Therefore, in this embodiment, the first pressure control valve 1
A state in which the 20th oil passage L20 is connected to the drain port 18b of 8 1 and the control valve 18 1 does not output hydraulic pressure (in this state, the drain port 18b communicates with the 19th oil passage L19).
Is locked also, the output pressure P 2 from the second pressure control valve 18 2 is input to No. 19 oil passage L19, reduction of the line pressure is to be prevented. In the normal state, P 1 ≧ P 2 , and P 2 is not input to the nineteenth oil passage L19 and the line pressure control is not disturbed. When P 1 and P 2 are zero,
The 19th oil passage L19 extends from the drain port 18b to the 20th oil passage.
It communicates with the drain port 18b of the second pressure control valve 18 2 via the oil passage L20.
【００１４】以上、マニアル弁８の「Ｄ5」位置におけ
る油路構成について説明したが、「Ｄ3」位置でも上記
と同様の回路構成となる。但し、「Ｄ3」位置では電子
制御回路に格納されている変速マップを「Ｄ3」用のも
のに持ち替えて１速乃至３速の変速を行う。尚、５速走
行中の「Ｄ3」位置への切換えで直ちに３速段Ｇ３が確
立されると、エンジンのオーバーランを生ずるため、切
換当初車速が所定値以下になるまでは４速段Ｇ４を確立
する。Although the oil passage structure at the "D 5 " position of the manual valve 8 has been described above, the circuit structure at the "D 3 " position is similar to that described above. However, at the “D 3 ” position, the shift map stored in the electronic control circuit is replaced with that for “D 3 ”, and the first to third speeds are changed. Incidentally, when the immediately 3 speed G3 in switching to the "D 3" positions of the 5-speed travel is established, for causing the overrun of the engine, until switching換当first vehicle speed becomes a predetermined value or less fourth gear G4 Establish.
【００１５】マニアル弁８の「２」位置では、第１油路
Ｌ１に、該弁８の環状溝８ａを介して第２油路Ｌ２と第
１７油路Ｌ１７とが接続されると共に４−５シフト弁１
２の左端の油室１２ｆに連なる第２１油路Ｌ２１が接続
され、又メインシフト弁９の左方の高速位置で該シフト
弁９の環状溝９ａを介して第３油路Ｌ３に接続される第
２２油路Ｌ２２がマニアル弁８の環状溝８ｂを介して第
９油路Ｌ９に接続され、更に３−４シフト弁１１の左方
の３速位置で該シフト弁１１の環状溝１１ｅを介して第
１８油路Ｌ１８に接続される第２３油路Ｌ２３がマニア
ル弁８の環状溝８ｃと第２１油路Ｌ２１の二股状のポー
ト部とを介して第１油路Ｌ１に接続される。かくて
「２」位置では、４−５シフト弁１２がその油室１２ｆ
への第２１油路Ｌ２１を介してのライン圧の入力により
右方の４速位置に拘束され、第８油路Ｌ８が第９油路Ｌ
９を介して第２２油路Ｌ２２に常時接続され、又第１８
油路Ｌ１８に３−４シフト弁１１の３速位置では第２３
油路Ｌ２３から又４速位置では第１油路Ｌ１からライン
圧が入力され、第１８油路Ｌ１８からの分岐路を介して
１−２シフト弁１０の右端の油室１０ｅに常時ライン圧
が入力されて該シフト弁１０が左方の２速位置に拘束さ
れる。 「２」位置への切換当初、車速Ｖが所定の高車速ＶＨ
（例えば１００km/h）以上のときは、第１ソレノイド弁
１５1を閉、第２と第３のソレノイド弁１５2、１５3を
開とし、メインシフト弁９を左方の高速位置、３−４シ
フト弁１１を左方の３速位置として３速段Ｇ３を確立す
る。この場合、第１ソレノイド弁１５1が３速走行中に
誤って開になっても、メインシフト弁９は差圧溝９ｅへ
の第１７油路Ｌ１７と第１６油路Ｌ１６とを介してのラ
イン圧の入力で高速位置に拘束され、２速以下へのダウ
ンシフトが防止される。又、第３ソレノイド弁１５3が
３速走行中に誤って閉になり、３−４シフト弁１１が右
方の４速位置に切換わったときは、第８油路Ｌ８から第
９油路Ｌ９と第２２油路Ｌ２２と高速位置に存するメイ
ンシフト弁９の環状溝９ａとを介して第３油路Ｌ３に圧
油が供給され、ここで１−２シフト弁１０は上記の如く
２速位置に拘束されているから２速段Ｇ２が確立され、
１速へのダウンシフトが阻止される。車速ＶがＶＨを下
回り且つ所定の低車速ＶＬ（例えば２０km/h）以上のと
きは、第１と第３のソレノイド弁１５1、１５3を閉と
し、メインシフト弁９を高速位置、３−４シフト弁１１
を４速位置として上記と同様の系路で２速油圧クラッチ
Ｃ２に給油して２速段Ｇ２を確立し、Ｖ＜ＶＬのとき
は、第１ソレノイド弁１５1を開としてメインシフト弁
９を低速位置に切換え、「Ｄ5」位置と同様に第２油路
Ｌ２から第３油路Ｌ３に給油して２速段Ｇ２を確立す
る。比較的高車速において上記の如く３−４シフト弁１
１を介した系路で２速油圧クラッチＣ２に給油して２速
段Ｇ２を確立するのは、１−２シフト弁１０がスティッ
ク等で１速位置にロックされていた場合に、３−４シフ
ト弁１１を油圧により３速位置に強制的に切換えて第３
油路Ｌ３への給油を停止し、高車速での１速へのダウン
シフトを生じないようにするためである。即ち、第２１
油路Ｌ２１から、１−２シフト弁１０の右方の１速位置
で該シフト弁１０の環状溝１０ｆを介して第２１油路Ｌ
２１に接続される第２４油路Ｌ２４と、サーボ弁１３の
左方の前進位置（図示の位置）において該弁１３の切欠
溝１３ａを介して第２４油路Ｌ２４に接続される第２５
油路Ｌ２５と、後記詳述するサーボ制御弁１９の左方の
前進許容位置において該弁１９の環状溝１９ａを介して
第２５油路Ｌ２５に接続される第２６油路Ｌ２６とを介
して３−４シフト弁１１の右端の油室１１ｆにライン圧
を入力し、該シフト弁１１を左方の３速位置に強制的に
切換えるようになっている。 「２」位置での第１乃至第３ソレノイド弁１５1、１
５2、１５3の開閉の組合せをまとめると表２の通りであ
る。At the "2" position of the manual valve 8, the second oil passage L2 and the seventeenth oil passage L17 are connected to the first oil passage L1 through the annular groove 8a of the valve 8 and 4-5. Shift valve 1
The 21st oil passage L21 connected to the oil chamber 12f at the left end of 2 is connected, and is connected to the third oil passage L3 via the annular groove 9a of the shift valve 9 at the high speed position on the left side of the main shift valve 9. The 22nd oil passage L22 is connected to the 9th oil passage L9 through the annular groove 8b of the manual valve 8, and further through the annular groove 11e of the shift valve 11 at the third speed position on the left side of the 3-4 shift valve 11. The 23rd oil passage L23 connected to the 18th oil passage L18 is connected to the first oil passage L1 via the annular groove 8c of the manual valve 8 and the bifurcated port portion of the 21st oil passage L21. Thus, in the "2" position, the 4-5 shift valve 12 has its oil chamber 12f
To the fourth speed position on the right side by inputting the line pressure to the fourth oil path L21 via the twenty-first oil path L21.
Is always connected to the 22nd oil passage L22 via the
In the third speed position of the 3-4 shift valve 11 on the oil passage L18, the 23rd
Line pressure is input from the oil passage L23 and from the first oil passage L1 at the fourth speed position, and the line pressure is constantly applied to the oil chamber 10e at the right end of the 1-2 shift valve 10 via the branch passage from the eighteenth oil passage L18. When input, the shift valve 10 is restrained to the left second speed position. At the beginning of switching to the "2" position, the vehicle speed V is the predetermined high vehicle speed VH.
At (for example, 100 km / h) or more, the first solenoid valve 15 1 is closed, the second and third solenoid valves 15 2 and 15 3 are opened, and the main shift valve 9 is set to the left high speed position, 3- The fourth shift valve 11 is set to the left third speed position to establish the third speed G3. This case, even when the first solenoid valve 15 1 is in the open by mistake during the third speed, the main shift valve 9 through a No. 17 oil passage L17 to the differential pressure groove 9e and No. 16 oil passage L16 The input of the line pressure restrains the vehicle to a high speed position and prevents downshifting to the second speed or lower. Further, when the third solenoid valve 15 3 is accidentally closed during the third speed travel and the 3-4 shift valve 11 is switched to the right fourth speed position, the eighth oil passage L8 to the ninth oil passage L8. Pressure oil is supplied to the third oil passage L3 through L9, the 22nd oil passage L22, and the annular groove 9a of the main shift valve 9 located at the high speed position, where the 1-2 shift valve 10 is in the 2nd speed as described above. Second gear G2 is established because it is locked in position,
Downshift to first gear is blocked. When the vehicle speed V is lower than VH and is equal to or higher than a predetermined low vehicle speed VL (for example, 20 km / h), the first and third solenoid valves 15 1 and 15 3 are closed, the main shift valve 9 is set to the high speed position, 3-. 4 shift valve 11
Is set to the fourth speed position and the second speed hydraulic clutch C2 is refueled in the same system as above to establish the second speed stage G2. When V <VL, the first solenoid valve 15 1 is opened and the main shift valve 9 is opened. Switching to the low speed position, and similar to the "D 5 " position, the second oil passage L2 is refueled to the third oil passage L3 to establish the second speed G2. At relatively high vehicle speeds 3-4 shift valve 1 as described above
When the 1-2 shift valve 10 is locked at the 1st gear position by the stick or the like, the 2nd gear G2 is established by refueling the 2nd gear hydraulic clutch C2 on the system path via 1-3-4. The shift valve 11 is forcibly switched to the third speed position by hydraulic pressure and the third
This is to stop the refueling to the oil passage L3 and prevent the downshift to the first speed at a high vehicle speed. That is, the 21st
From the oil passage L21, through the annular groove 10f of the shift valve 10 at the first speed position on the right side of the 1-2 shift valve 10, the 21st oil passage L is formed.
No. 24 oil passage L24 connected to No. 21 and No. 25 oil passage L24 connected to the 24th oil passage L24 via the notch groove 13a of the valve 13 at the leftward advance position (position shown in the drawing) of the servo valve 13.
3 through the oil passage L25 and the 26th oil passage L26 connected to the 25th oil passage L25 via the annular groove 19a of the valve 19 at the leftward advancing permission position of the servo control valve 19 which will be described later in detail. The line pressure is input to the oil chamber 11f at the right end of the -4 shift valve 11 to forcibly switch the shift valve 11 to the left third speed position. First to third solenoid valves 15 1 , 1 in the “2” position
Table 2 summarizes the combinations of opening and closing of 5 2 and 15 3 .
【００１６】 マニアル弁８の「１」位置では、第１７油路Ｌ１７と
第２３油路Ｌ２３とが大気開放され、他は「２」位置と
同様の油路構成となる。 「１」位置においても切換当初のエンジンのオーバーラ
ンを防止するために、車速Ｖが所定車速ＶＭ（例えば５
０km/h）以上のときは、第１と第３のソレノイド弁１５
1、１５3を閉、第２ソレノイド弁１５2を開とし、
「２」位置での高速域における２速段Ｇ２の確立時と同
様に、第２油路Ｌ２から左方の高速位置に存するメイン
シフト弁９を介して第６油路Ｌ６と、右方の４速位置す
る３−４シフト弁１１を介して第８油路Ｌ８と、第２１
油路Ｌ２１からのライン圧によって右方の４速位置に拘
束される４−５シフト弁１２を介して第９油路Ｌ９と、
これに接続される第２２油路Ｌ２２とを介して第３油路
Ｌ３に給油し、第１油路Ｌ１から第１８油路Ｌ１８を介
して入力されるライン圧により１−２シフト弁１０を左
方の２速位置に拘束して２速段Ｇ２を確立する。この場
合、１−２シフト弁１０が１速位置にロックされていれ
ば、上記と同様に第２６油路Ｌ２６を介してのライン圧
の入力により３−４シフト弁１１が左方の３速位置に切
換わり、３速段Ｇ３が確立され１速へのダウンシフトが
防止される。車速ＶがＶＭを下回ったときは、第１と第
３のソレノイド弁１５1、１５3を開、第２ソレノイド弁
１５2を閉とするもので、この場合「１」位置では第１
７油路Ｌ１７が大気開放されているためメインシフト弁
９の差圧溝９ｅにライン圧は入力されず、第１ソレノイ
ド弁１５1の開によってメインシフト弁９は高速位置か
ら右方の低速位置に切換わり、又第３ソレノイド弁１５
3の開によって３−４シフト弁１１が左方の３速位置に
切換わると第１８油路Ｌ１８がこれに接続される第２３
油路Ｌ２３を介して大気開放されて１−２シフト弁１０
の２速位置への拘束が解かれ、第２ソレノイド弁１５2
の閉により１−２シフト弁１０が右方の１速位置に切換
えられて１速段Ｇ１が確立される。 「１」位置における第１乃至第３ソレノイド弁１５1、
１５2、１５3の開閉の組合わせをまとめると表３の通り
である。[0016] At the "1" position of the manual valve 8, the seventeenth oil passage L17 and the twenty-third oil passage L23 are opened to the atmosphere, and the other portions have the same oil passage configuration as the "2" position. Even at the "1" position, the vehicle speed V is set to the predetermined vehicle speed VM (for example, 5 to prevent overrun of the engine at the time of switching).
0 km / h) or higher, the first and third solenoid valves 15
1 and 15 3 are closed and the second solenoid valve 15 2 is opened,
Similar to the establishment of the second gear G2 in the high speed range at the "2" position, the sixth oil passage L6 and the right oil passage through the main shift valve 9 located at the left high speed position from the second oil passage L2. The 8th oil passage L8 and the 21st oil passage L8 via the 3-4 shift valve 11 located at the 4th speed
The ninth oil passage L9 via the 4-5 shift valve 12 which is restricted to the fourth speed position on the right side by the line pressure from the oil passage L21,
Oil is supplied to the third oil passage L3 via the 22nd oil passage L22 connected thereto, and the 1-2 shift valve 10 is operated by the line pressure input from the first oil passage L1 through the eighteenth oil passage L18. The second gear G2 is established by being restrained at the second gear position on the left side. In this case, if the 1-2 shift valve 10 is locked at the 1st speed position, the 3-4 shift valve 11 is moved to the 3rd speed to the left by the input of the line pressure via the 26th oil passage L26 as in the above case. The vehicle is switched to the position, the third speed G3 is established, and the downshift to the first speed is prevented. When the vehicle speed V is lower than VM, the first and third solenoid valves 15 1 and 15 3 are opened and the second solenoid valve 15 2 is closed.
7 Since the oil passage L17 is open to the atmosphere, no line pressure is input to the differential pressure groove 9e of the main shift valve 9, and the first solenoid valve 15 1 is opened to move the main shift valve 9 from the high speed position to the right low speed position. To the third solenoid valve 15
When the 3-4 shift valve 11 is switched to the left third speed position by opening 3 , the eighteenth oil passage L18 is connected to the twenty-third oil passage L23.
1-2 shift valve 10 opened to the atmosphere through oil passage L23
Of the second solenoid valve 15 2
By closing, the 1-2 shift valve 10 is switched to the first gear position on the right side, and the first gear G1 is established. The first to third solenoid valves 15 1 in the “1” position,
Table 3 shows the combination of the opening and closing of 15 2 and 15 3 .
【００１７】 マニアル弁８の「Ｒ」位置では、第２油路Ｌ２への給
油が停止されて第１油路Ｌ１に後進用の第２７油路Ｌ２
７が接続され、１−２シフト弁１０の左方の２速位置に
おいて該シフト弁１０の環状溝１０ｇを介して第２７油
路Ｌ２７に接続される第２８油路Ｌ２８を介してサーボ
弁１３の左端の油室１３ｂにライン圧が入力され、サー
ボ弁１３が右方の後進位置に押動されて、前記セレクタ
ギア６が右方の後進側に切換えられると共に、後進位置
で第２８油路Ｌ２８が左端の油室１３ｂに連なるサーボ
弁１３の軸孔１３ｃを介してマニアル弁８に連なる第２
９油路Ｌ２９に接続される。該油路Ｌ２９はマニアル弁
８の「Ｒ」位置で該弁８の環状溝８ｂを介して４速油圧
クラッチＣ４用の第１０油路Ｌ１０に接続されており、
かくてセレクタギア６の後進側への切換えと４速油圧ク
ラッチＣ４への給油とにより後進段ＧＲが確立される。 「Ｒ」位置では第２ソレノイド弁１５2を開、第３ソレ
ノイド弁１５3を閉とし、１−２シフト弁１０を２速位
置に切換えると共に、３−４シフト弁１１を右方の４速
位置に切換えて第１油路Ｌ１から第１８油路Ｌ１８を介
して１−２シフト弁１０の油室１０ｅにライン圧を入力
し、第２ソレノイド弁１５2が誤って閉になっても１−
２シフト弁１０を２速位置に拘束して後進段ＧＲを確立
し得るようにした。又、所定車速ＶＩ（例えば１０km/
h）以上での前進走行中に「Ｒ」位置に切換えたとき
は、第２ソレノイド弁１５2を閉、第３ソレノイド弁１
５3を開とし、３−４シフト弁１１を左方の３速位置に
切換えて第１８油路Ｌ１８を介しての１−２シフト弁１
０へのライン圧の入力を断ち（第２３油路Ｌ２３は
「Ｒ」位置で大気開放される）、１−２シフト弁１０を
右方の１速位置に切換えて第２７油路Ｌ２７と第２８油
路Ｌ２８との接続を断ち、後進段ＧＲの確立を阻止す
る。 「Ｒ」位置での第１乃至第３ソレノイド弁１５1、１
５2、１５3の開閉の組合せをまとめると表４の通りであ
る。[0017] At the "R" position of the manual valve 8, refueling to the second oil passage L2 is stopped and the second oil passage L2 for reverse travel is provided to the first oil passage L1.
7 is connected to the servo valve 13 via the 28th oil passage L28 connected to the 27th oil passage L27 via the annular groove 10g of the shift valve 10 at the second speed position on the left side of the 1-2 shift valve 10. A line pressure is input to the oil chamber 13b at the left end of the servo valve 13 and the servo valve 13 is pushed to the reverse position to the right to switch the selector gear 6 to the reverse side to the right, and the 28th oil passage at the reverse position. The second valve L28 is connected to the manual valve 8 via the shaft hole 13c of the servo valve 13 connected to the leftmost oil chamber 13b.
9 oil passage L29 is connected. The oil passage L29 is connected to the tenth oil passage L10 for the fourth speed hydraulic clutch C4 via the annular groove 8b of the valve 8 at the “R” position of the manual valve 8,
Thus, the reverse gear GR is established by switching the selector gear 6 to the reverse side and supplying oil to the fourth speed hydraulic clutch C4. At the "R" position, the second solenoid valve 15 2 is opened, the third solenoid valve 15 3 is closed, the 1-2 shift valve 10 is switched to the second speed position, and the 3-4 shift valve 11 is moved to the right fourth speed. Even if the second solenoid valve 15 2 is erroneously closed by inputting the line pressure to the oil chamber 10e of the 1-2 shift valve 10 from the first oil passage L1 through the eighteenth oil passage L18 by switching to the position. −
The two-shift valve 10 is restricted to the second speed position so that the reverse gear GR can be established. Also, a predetermined vehicle speed VI (for example, 10 km /
h) When switching to the "R" position during forward traveling as above, the second solenoid valve 15 2 is closed and the third solenoid valve 1
5 3 is opened, the 3-4 shift valve 11 is switched to the left third speed position, and the 1-2 shift valve 1 via the eighteenth oil passage L18.
The line pressure input to 0 is cut off (the 23rd oil passage L23 is opened to the atmosphere at the “R” position), the 1-2 shift valve 10 is switched to the 1st speed position on the right side, and the 27th oil passage L27 and the 27th oil passage L27. The connection with the 28 oil passage L28 is cut off to prevent the reverse gear GR from being established. First to third solenoid valves 15 1 , 1 in the “R” position
Table 4 summarizes the combinations of opening and closing of 5 2 and 15 3 .
【００１８】 マニアル弁８を「Ｒ」位置から「Ｄ5」「Ｄ3」「２」
「１」位置に切換えたときは、サーボ弁１３に前記油室
１３ｂに対向させて形成した油室１３ｄに第２油路Ｌ２
からサーボ制御弁１９と第３０油路Ｌ３０とを介してラ
イン圧を入力し、サーボ弁１３を左方の前進位置に押動
させてセレクタギア６を左方の前進側に切換える。ここ
でサーボ制御弁１９は、第２油路Ｌ２と第３０油路Ｌ３
０との連通を断つ右方の前進禁止位置（図示の位置）に
ばね１９ｂで付勢されており、その右端の油室１９ｃを
第２油路Ｌ２に介設したオリフィス２０の下流側に第３
１油路Ｌ３１を介して接続し、マニアル弁８の「Ｒ」位
置からの切換後オリフィス２０の下流側の油圧が所定値
に上昇したところでサーボ制御弁１９が左方の前進許容
位置に切換えられ、該弁１９の環状溝１９ｄを介して第
３０油路Ｌ３０が第２油路Ｌ２に接続され、サーボ弁１
３が前進位置に切換えられるようにした。かくて、アク
セルペダルを踏込んだ状態でマニアル弁８を「Ｒ」位置
から「Ｄ5」「Ｄ3」「２」「１」に切換えても、サーボ
弁１３の切換時点ではオリフィス２０の下流側の油圧の
上昇により切換当初に給油される１速油圧クラッチＣ１
（「２」位置では２速油圧クラッチＣ２）の係合力で正
転方向のトルク伝達が行われて出力軸１ｂの逆転方向へ
の回転が阻止された状態となり、セレクタギア６が４速
段Ｇ４側に円滑に噛合してギアの摩耗が防止される。
尚、「Ｒ」位置において、サーボ制御弁１９は第２８油
路Ｌ２８を介して左端の油室１９ｅに入力されるライン
圧により右方の前進禁止位置に確実に切換えられる。と
ころで、サーボ制御弁１９がスティック等で前進禁止位
置にロックされたり、又該制御弁１９が前進許容位置に
切換わってもサーボ弁１３が後進位置にロックされたり
すると、マニアル弁８を「Ｒ」位置から「Ｄ5」「Ｄ3」
「２」「１」位置に切換えてもセレクタギア６は後進側
に残り、４速油圧クラッチＣ４に給油されると後進段Ｇ
Ｒが確立されてしまう。[0018] Move the manual valve 8 from the "R" position to "D 5 ""D 3 ""2"
When switched to the "1" position, the second oil passage L2 is formed in the oil chamber 13d formed in the servo valve 13 so as to face the oil chamber 13b.
From the servo control valve 19 and the thirtieth oil passage L30, the servo valve 13 is pushed to the left forward position to switch the selector gear 6 to the left forward side. Here, the servo control valve 19 includes the second oil passage L2 and the thirtieth oil passage L3.
It is urged by a spring 19b to the right forward prohibition position (the position shown in the figure) that cuts off the communication with 0, and the oil chamber 19c at the right end thereof is located downstream of the orifice 20 provided in the second oil passage L2. Three
1 After connecting from the oil passage L31, the servo control valve 19 is switched to the left advanceable position when the hydraulic pressure on the downstream side of the orifice 20 has risen to a predetermined value after switching from the "R" position of the manual valve 8. , The 30th oil passage L30 is connected to the second oil passage L2 via the annular groove 19d of the valve 19, and the servo valve 1
3 can be switched to the forward position. Thus, even if the manual valve 8 is switched from the “R” position to the “D 5 ”, “D 3 ”, “2” and “1” while the accelerator pedal is being depressed, at the time of switching the servo valve 13, the downstream of the orifice 20 is reached. First-speed hydraulic clutch C1 that is refueled at the beginning of switching due to an increase in hydraulic pressure on the side
(At the "2" position, the torque of the forward rotation direction is transmitted by the engaging force of the second speed hydraulic clutch C2) to prevent the output shaft 1b from rotating in the reverse rotation direction, and the selector gear 6 moves to the fourth speed G4. It meshes smoothly with the side and wear of the gear is prevented.
At the "R" position, the servo control valve 19 is reliably switched to the right forward prohibition position by the line pressure input to the left end oil chamber 19e via the 28th oil passage L28. By the way, if the servo control valve 19 is locked to a forward movement prohibition position by a stick or the like, or the servo valve 13 is locked to a reverse movement position even if the control valve 19 is switched to the forward movement allowable position, the manual valve 8 is turned to "R". From position "D 5 ""D 3 "
The selector gear 6 remains on the reverse side even if the position is changed to the "2" or "1" position, and when the fourth speed hydraulic clutch C4 is refueled, the reverse speed G
R is established.
【００１９】そこで、３−４シフト弁１１の右端の油室
１１ｆに連なる前記第２６油路Ｌ２６がサーボ制御弁１
９の環状溝１９ａを介して右方の前進禁止位置では第２
油路Ｌ２、左方の前進許容位置では前記第２５油路Ｌ２
５に接続され、該第２５油路Ｌ２５がサーボ弁１３の後
進位置では該弁１３の切欠溝１３ｅを介して該弁１３の
前進用の油室１３ｄに接続されるようにし、上記異常を
生じたときは第２６油路Ｌ２６を介して３−４シフト弁
１１の油室１１ｆにライン圧が入力され、該シフト弁１
１が左方の３速位置に拘束されて４速油圧クラッチＣ４
への給油が阻止されるようにした。図中１３ｆはサーボ
弁１３を前進位置と後進位置とに係止するクリック部材
である。Therefore, the 26th oil passage L26 connected to the oil chamber 11f at the right end of the 3-4 shift valve 11 is connected to the servo control valve 1.
In the forward prohibition position to the right via the annular groove 19a of the second
The oil passage L2, the 25th oil passage L2 at the left advancing position.
5, the 25th oil passage L25 is connected to the forward oil chamber 13d of the valve 13 via the notch groove 13e of the valve 13 at the reverse position of the servo valve 13 to cause the above abnormality. Then, the line pressure is input to the oil chamber 11f of the 3-4 shift valve 11 via the 26th oil passage L26, and the shift valve 1
1 is restricted to the left third speed position and the fourth speed hydraulic clutch C4
Refueling was stopped. Reference numeral 13f in the figure is a click member for locking the servo valve 13 in the forward drive position and the reverse drive position.
【００２０】マニアル弁８の「Ｎ」「Ｐ」位置では、節
電のため第１乃至第３ソレノイド弁１５1、１５2、１５
3への通電を停止して全て閉とするが、メインシフト弁
９の左端の油室９ｆに連なる第３２油路Ｌ３２がマニア
ル弁８の環状溝８ａを介して第１油路Ｌ１に接続される
ため、メインシフト弁９は右方の１速位置に保持され、
又１−２シフト弁１０は、３−４シフト弁１１が右方の
４速位置に切換えられて第１油路Ｌ１から第１８油路Ｌ
１８を介して１−２シフト弁１０の油室１０ｅにライン
圧が入力されるため、第２ソレノイド弁１５2が閉であ
っても左方の２速位置に保持される。尚、「Ｐ」位置で
は、第２７油路Ｌ２７が第１油路Ｌ１に接続され、２速
位置に存する１−２シフト弁１０を介して第２８油路Ｌ
２８からサーボ弁１３の後進用の油室１３ｂにライン圧
が入力されて、サーボ弁１３は後進位置に切換保持され
るが、車速がＶＩ以上のときは第３ソレノイド弁１５3
を開として３−４シフト弁１１を左方の３速位置に切換
え、１−２シフト弁１０の油室１０ｅへの第１８油路Ｌ
１８を介してのライン圧の入力を断って該シフト弁１０
を右方の１速位置に切換え、第２７油路Ｌ２７と第２８
油路Ｌ２８との連通を断つ。図面で２１はレギュレータ
弁１４のドレン側に接続したリリーフバルブ、２２は流
体トルクコンバータ３に内蔵するロックアップクラッチ
３ａの制御回路である。At the "N" and "P" positions of the manual valve 8, the first to third solenoid valves 15 1 , 15 2 and 15 are used to save power.
Although the energization to 3 is stopped and all are closed, the 32nd oil passage L32 connected to the oil chamber 9f at the left end of the main shift valve 9 is connected to the first oil passage L1 via the annular groove 8a of the manual valve 8. Therefore, the main shift valve 9 is held in the first gear position on the right side,
Further, in the 1-2 shift valve 10, the 3-4 shift valve 11 is switched to the 4th speed position on the right side, so that the 1st oil passage L1 to the 18th oil passage L.
Since the line pressure is input to the oil chamber 10e of the 1-2 shift valve 10 via 18, the second solenoid valve 15 2 is held in the left second speed position even when the second solenoid valve 15 2 is closed. At the “P” position, the 27th oil passage L27 is connected to the first oil passage L1, and the 28th oil passage L is passed through the 1-2 shift valve 10 existing at the second speed position.
28, the line pressure is input to the reverse oil chamber 13b of the servo valve 13, and the servo valve 13 is switched and held at the reverse position. However, when the vehicle speed is VI or higher, the third solenoid valve 15 3
Is opened to switch the 3-4 shift valve 11 to the left third speed position, and the 18th oil passage L to the oil chamber 10e of the 1-2 shift valve 10 is opened.
The shift valve 10 is turned off by cutting off the input of the line pressure via 18.
To the 1st speed position on the right, and the 27th oil passage L27 and the 28th oil passage are connected.
The communication with the oil passage L28 is cut off. In the drawing, 21 is a relief valve connected to the drain side of the regulator valve 14, and 22 is a control circuit for the lock-up clutch 3a incorporated in the fluid torque converter 3.
【００２１】[0021]
【発明の効果】以上の説明から明らかなように、請求項
１の発明によれば、低速段の確立を禁止すべき所定の運
転状態において第１のシフト弁が低速段を確立する位置
に誤って切換わっても、低速段が確立されることはな
く、而もこのフェールセーフは油圧を用いて行われるた
め、ソレノイド弁でシフト弁を切換制御する電子制御式
の制御装置だけでなく、カバナ圧とスロットル圧とでシ
フト弁を切換制御する純油圧式の制御装置にも適用可能
であり、更に請求項２の発明によれば、第２の給油路に
介設する切換弁として第２のシフト弁を兼用して部品点
数を削減できると共に、フェールセーフ時に高速段を確
立して変速機がニュートラル状態になることを防止でき
る効果を有する。As is apparent from the above description, according to the first aspect of the invention, the first shift valve is erroneously placed at the position where the low speed stage is established in a predetermined operating state where the establishment of the low speed stage should be prohibited. The low-speed stage is not established even when the switch is switched over, and since this fail-safe is performed by using hydraulic pressure, not only the electronically controlled control device that switches and controls the shift valve with the solenoid valve, but also the cab The present invention is also applicable to a pure hydraulic control device that controls switching of a shift valve by pressure and throttle pressure. Further, according to the invention of claim 2, a second switching valve provided in the second oil supply passage is provided. The shift valve is also used to reduce the number of parts, and it is possible to prevent the transmission from entering the neutral state by establishing the high speed stage in the fail-safe state.
【図１】 本発明を適用する変速機の一例の線図FIG. 1 is a diagram of an example of a transmission to which the present invention is applied.
【図２】 本発明実施の一例の油圧回路図FIG. 2 is a hydraulic circuit diagram of an embodiment of the present invention.
【図３】 この油圧回路の要部の拡大図FIG. 3 is an enlarged view of the main part of this hydraulic circuit.
【図４】 圧力制御弁によるライン圧の制御特性を示す
線図FIG. 4 is a diagram showing control characteristics of line pressure by a pressure control valve.
１ 変速機 Ｇ１ 低速段 Ｇ２ 中速段 Ｇ３ 高速
段 １０ 第１のシフト弁 １０ｆ 弁部 １１ 切換弁たる第２のシフト弁 Ｌ２ 第１
の給油路 Ｌ６ 第２の給油路 Ｌ８ 第２
の給油路 Ｌ９ 第２の給油路 Ｌ２２ 第２
の給油路 Ｌ２１ コントロール油路 Ｌ２４ コン
トロール油路 Ｌ２５ コントロール油路 Ｌ２６ コン
トロール油路1 transmission G1 low speed stage G2 medium speed stage G3 high speed stage 10 first shift valve 10f valve section 11 second shift valve L2 which is a switching valve L2 first
Refueling passage of L6 Second refueling passage of L8 Second
Oil supply path L9 Second oil supply path L22 Second
Oil supply passage L21 Control oil passage L24 Control oil passage L25 Control oil passage L26 Control oil passage
Claims (2)
動変速機の制御装置であって、低速段と中速段との間の
変速を担当する第１のシフト弁の変速用の流入ポートに
給油する第１の給油路と、低速段の確立を禁止すべき特
定運転状態において第１の給油路に代って前記流入ポー
トに給油する第２の給油路とを備え、該第２の給油路に
これを連通遮断する切換弁を介設すると共に、該切換弁
にこれが遮断位置に切換わるように油圧を作用させるコ
ントロール油路を設け、前記第１のシフト弁に該コント
ロール油路を連通遮断する弁部を形成し、該第１のシフ
ト弁が低速段を確立する位置に切換わったとき該コント
ロール油路が連通するようにしたことを特徴とする車両
用自動変速機の制御装置。1. A control device for an automatic transmission for a vehicle, which has three or more forward shift stages, wherein a first shift valve in charge of shifting between a low speed stage and a medium speed stage has an inflow for shifting. A first oil supply passage for supplying oil to the port; and a second oil supply passage for supplying oil to the inflow port instead of the first oil supply passage in a specific operating state where establishment of a low speed stage should be prohibited, Is provided with a switching valve for disconnecting the oil supply passage, and a control oil passage for applying a hydraulic pressure to the switching valve is provided in the switching valve, and the control oil passage is provided for the first shift valve. A control unit for an automatic transmission for a vehicle, characterized in that a control valve is formed so that the control oil passage communicates when the first shift valve is switched to a position for establishing a low speed stage. apparatus.
の第２のシフト弁で構成され、該第２のシフト弁は前記
遮断位置において高速段を確立するように構成されてい
ることを特徴とする請求項１に記載の車両用自動変速機
の制御装置。2. The switching valve comprises a second shift valve different from the first shift valve, and the second shift valve is configured to establish a high speed stage in the shutoff position. The control device for an automatic transmission for a vehicle according to claim 1, wherein:
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19229991A JP2701097B2 (en) | 1991-07-31 | 1991-07-31 | Control device for automatic transmission for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP19229991A JP2701097B2 (en) | 1991-07-31 | 1991-07-31 | Control device for automatic transmission for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0539858A true JPH0539858A (en) | 1993-02-19 |
| JP2701097B2 JP2701097B2 (en) | 1998-01-21 |
Family
ID=16288969
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19229991A Expired - Fee Related JP2701097B2 (en) | 1991-07-31 | 1991-07-31 | Control device for automatic transmission for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2701097B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5591103A (en) * | 1993-08-20 | 1997-01-07 | Honda Giken Kogyo Kabushiki Kaisha | Hydraulic control circuit for hydraulically operated vehicular transmission |
-
1991
- 1991-07-31 JP JP19229991A patent/JP2701097B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5591103A (en) * | 1993-08-20 | 1997-01-07 | Honda Giken Kogyo Kabushiki Kaisha | Hydraulic control circuit for hydraulically operated vehicular transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2701097B2 (en) | 1998-01-21 |
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