JPH03157556A - Speed sensor detecting mechanism for automatic transmission - Google Patents

Abstract

PURPOSE:To eliminate necessity to attach any exclusive parts for speed detection by installing a series of rugged grooves on an outer circumferential surface of a turning shaft support member for a gear reduction mechanism, and setting it down to a detecting element of a solenoid coil pickup type speed sensor. CONSTITUTION:A lock nut 107 of a transmission case in a gear reduction mechanism positions the axial direction of a counter gear 53 via an inner race 106. On an outer circumferential surface of this lock nut 107, there are provided with four clamping force transferring grooves 109a at regular intervals in four spots. The lock nut 107 provided with suchlike grooves 109a serves as the detecting element of an output shaft speed sensor which, at this time, is attached to a position being opposed to an outer circumferential part of this lock nut 107.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a rotational speed sensor detection mechanism for an automatic transmission, and more particularly to a rotational speed sensor detection mechanism for an output shaft.

[Prior Art] Conventionally, as a rotational speed detection mechanism for an automatic transmission, a special part for speed detection using a rotational speed sensor is used to output the input shaft rotational speed of the automatic transmission, and a member that outputs the output shaft rotational speed, respectively. They were attached to the respective parts by welding, etc.

In addition, if there are irregularities corresponding to the tips and roots of the gear teeth in the rotation direction, the speed can be detected by using an electromagnetic coil pickup type speed sensor that takes advantage of the fact that the distance between the irregularities and the senna changes with rotation. There was also a mechanism that detected the rotational speed of the automatic transmission instead of using special parts. That is, this is a rotational speed detector for an automatic transmission in which the electromagnetic sensor detects a gear directly connected to an input member and an output member of the automatic transmission, or a corresponding member having irregularities in the rotational direction.

For example, as shown in FIG.
is the clutch drum 1 directly connected to the input shaft 15 of the automatic transmission.
13, and the output shaft rotation speed sensor 110 detects the rotation speed by using the parking gear 112 fixed to the counter gear 53 of the automatic transmission.
They were attached to outer shells 17a and 17b of the transmission, respectively.

[Problems to be Solved by the Invention] However, if a dedicated part for detecting the speed of the input shaft or output shaft rotation speed sensor of an automatic transmission is attached to the rotation speed output member by welding, etc., the weight of the parts and the welding will increase. There are problems such as increase in cost, increase in capacity, etc.

Also, in the method of using automatic transmission gears, etc.
For example, if the output shaft rotational speed sensor 110 is installed at a location facing the parking gear 112, the parking gear 112 of the transmission case 17b will be located in a position relative to the parking gear lock ball (not shown).
In some cases, it may not be possible to attach the speed sensor 110 to a location corresponding to the above.

Furthermore, if the output shaft rotation speed sensor 110 and the input shaft rotation speed sensor 111 or sensor detection mechanisms are of different sizes or have different detection methods, the number of parts and costs will increase accordingly, and installation will be labor-intensive. It takes.

Therefore, an object of the present invention is to detect output shaft rotational speed sensor am
As a result, existing parts can be used without attaching special parts by welding, etc., and the input shaft rotation speed sensor and output shaft rotation speed sensor can be of the same size and have the same detection method. An object of the present invention is to provide a speed detection mechanism for an automatic transmission.

[Means for Solving the Problems] In order to achieve the above object, the present invention employs the following configuration, as shown in FIG. 1, for example.

That is, an input member that connects a plurality of rotating elements of the planetary gear mechanism via clutches, an output member that connects to a predetermined rotating element of the planetary gear mechanism, and a lock that locks the appropriate rotating elements of the planetary gear. and a gear reduction mechanism that transmits the output from the output member to the differential section, the support member 1 of the rotating shaft 54 of the gear reduction mechanism 51
This is a speed sensor detection mechanism for an automatic transmission, in which an uneven groove 109 is provided on the outer circumferential surface of 07 and is used as a detection part of an electromagnetic coil pickup type speed sensor 110.

[Operations and Effects of the Invention] In the present invention, an uneven groove 109 is provided on the outer periphery of the rotating shaft support member 107 of the gear reduction V & mechanism 51, and this support member 107 is used as a detection part of the electromagnetic coil pickup type speed sensor 110. This allows effective use of existing parts that are essential to automatic transmissions, and eliminates the need to install special parts for speed detection.

Furthermore, the distance between the outer circumference of the rotating shaft support member 107 at one end of the rotating shaft 54 of the gear reduction mechanism 51 and the automatic transmission outer shell 17b is such that the input shaft detection section and the automatic transmission outer shell 17
If the distance is approximately equal to the distance between a and a, an electromagnetic coil pickup type speed sensor 110 of the same size can be used, and the speed sensor can be installed by work, and the installation of the automatic transmission outer shell of the same size can be done by forming a hole, etc. convenience will be improved.

Note that the numbers added to the above configurations are for comparison with the drawings, and the configurations of the present invention are not limited thereby.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 2, the automatic transmission to which the present invention is applied includes a torque converter section 50, a 4-speed automatic transmission mechanism section 1, a gear reduction mechanism section 51, and a differential gear mechanism section 52.

A schematic diagram of the gear mechanism of this automatic transmission is shown in Figure 3.
As shown in the figure.

It has a torque converter 50 with a lock-up clutch L/C, a 4-speed gear changer side 1, a speed reduction mechanism 51, and a differential device 52.

The 4-speed gear machine lateral 1 has a planetary gear unit 12 formed by combining a single planetary gear 10 and a dual planetary gear 11, and the sun gears SL and 32 of the gear unit 12 are integrally formed, for example, with the same number of teeth. It is composed of an integrated gear S. Furthermore,
Binions Pi and Pi° that mesh with the sun gear are also integrated,
For example, a carrier CR that is made of one long binion and supports a binion P2 that meshes with the binion and a ring gear (hereinafter referred to as large ring gear) R2 of the dual planetary gear 11 is also integrally constructed.

The input shaft 15 extending from the output member of the torque converter 50 is connected to the connecting member 16 via the first clutch C1.
It is connected to the sun gear S via the second clutch C2.

Furthermore, a third clutch C3 and a second one-way clutch FO are connected between the connecting member 16 and the ring gear (hereinafter referred to as small ring gear) R1 of the single planetary gear 10.
is interposed, and the connecting member 16 and the large ring gear R
A fourth clutch CO is interposed between the clutch 2 and the clutch 2. In addition, the sun gear S is a first brake B1 consisting of a band brake.
A second brake B2 and a first one-way clutch F1 are interposed between the large ring gear R2 and the case 17. Further, the carrier CR is connected to an output gear 13 located approximately in the center of the transmission gear machine tllll.

Further, the speed reduction mechanism 51 has a counter shaft 54 that is rotatably supported by the case 17, and a large gear 53 and a small gear 55, which are always in mesh with the output gear 13, are fixed to the counter shaft 54. has been done. The differential device 52 also includes differential gears 5 that mesh with each other.
6 and left and right side binions 57a and 57b, and the left and right side binions 57a and 57b are fixed to left and right front axles 59a and 59b, respectively. Further, the differential gear 56 is supported by a differential carrier 60 that is rotatably supported by the case 17, and a ring gear 61 that is constantly meshed with the small gear 55 is attached to the differential carrier 60.

Although not shown, the first brake B1 has one end 6
2a has a band 62 fixed to the case, and the band 62 wraps around a drum 63 that is integrally connected to the sun gear S, and its tip 62b connects to a piston rod 69a of a hydraulic servo B-1, which will be described later. It is placed facing the.

On the other hand, the hydraulic control device, as shown in FIG.
Hydraulic servos C-1, C-2, and C-3 that operate the
, C-0, B-1, B=2, and among these hydraulic servos, the first clutch hydraulic servo C-1, the second clutch hydraulic servo C-2, and the fourth clutch hydraulic servo C-0 and first brake hydraulic servo B-1
are each equipped with an accumulator 22□ in parallel with each servo,
2. ．． 2. is installed. Furthermore, the manual valve 58, whose oil passages are switched by the driver's shift operation to each range, switches the line pressure oil passage PL to D range in D boat, D3 boat in range 3, D boat in range 2, Switch to 3.2 port, lunge, 3, 2.1 boat, and R range to communicate with R boat. In addition, the primary regulator valve 3 and linear solenoid valve, which generate line pressure by appropriately regulating the hydraulic pressure from the pump 64 using the throttle pressure and hydraulic pressure from the R range boat, etc., are controlled by electrical signals based on the throttle opening, etc. and the predetermined throttle pressure (P
, ) is provided.

The throttle pressure control valve 5 is controlled by a control section (
It has a solenoid 5a, an input/cover boat 5b, and an output boat 5c that are operated by an electric signal from a valve (not shown), and the throttle pressure P from the output boat 5c is supplied to the throttle pressure boat 3a of the primary regulator valve 3. It is also supplied to the input port 20a of the accumulator control valve 20. Note that a solenoid modulator valve 65 is provided that adjusts the line pressure as appropriate and supplies it to the input port 5b of the throttle pressure control valve 5. Further, the accumulator control valve 20 includes an input boat 20a, a pressure regulation boat 20b, a feedback boat 20c, and a 4-speed supply boat 20d, so that the hydraulic pressure from the pressure regulation boat 20b is applied to the accumulator 2. ~2. back pressure chamber 71172
．． 71+74. In addition, these accumulators 2. ... has a piston 6, ...,
In front of the piston, an accumulator chamber 9 communicates with each hydraulic servo. . . . and a relatively short spring 66 . and a relatively long spring 67 on the back of the piston.
・is installed. In addition, these accumulators 7j
...all have the same shape and share the same parts. In addition, the hydraulic servo C for the third clutch
-3 has a modulator valve 68 interposed therebetween, and the second brake hydraulic servo B-2 is directly supplied with line pressure, and both of these hydraulic servos C-3 and B-2 have an accumulator interposed between them. do not have.

On the other hand, 1-2 shift valve 36.2-3 shift valve 3
7 and 3-4 shift valves 39 are arranged;
-2 shift valve 36 and three 3-4 shift valves are controlled by a second solenoid valve So2, and
-3 shift valve 37 is the first solenoid valve SL,
1. For details, see 1-2 Shift Valve 3
6 is a 111fffl oil chamber 36d to which the control oil pressure from the solenoid valve SL2 acts, a line pressure supply boat 36a communicating with the D range boat, an output boat 36b,
The drain boat 36C2 further includes a B2 boat 36e, a low modulator boat 36f, an R boat 36h, and a restraint control oil chamber 36g, which are located in the lower half position at 2°3.4 speed and in the upper half position at 1st speed. The position can be switched. In addition, the 2-3 shift valve 37 is a solenoid valve SL1.
Control oil chamber 37d on which the control oil pressure from 1-2 acts
An input boat 37a that communicates with the oil passage a from the output boat of the shift valve 36, an output boat 37b that communicates with the fourth clutch hydraulic servo C-0 via the oil passage, and a drain boat 37C5 for lunge restraint. control oil chamber 37e,
It has a line pressure supply boat 37f, a boat 37h communicating with the restraining control oil chamber 36g of the 1-2 shift valve, a boat 37i, and a drain boat 37j, 1,
It is in the lower half position when in 2nd gear, and is switched in the upper half position when in 3.4 gear. Further, the 3-4 shift valve 39 is a control oil chamber 3 on which the control oil pressure from the solenoid valve SL2 acts.
9f, Co boat 39a, BL release port 39b and drain boat) 39e, restraint control oil chamber 39g communicating with the boat 37i, 3-range restraint control oil chamber 39h, C3 boat 391, drain boat 39j
is in the lower half position at 1st, 2nd, and 3rd speeds, and is in the lower half position when in 4th gear.
Switched to upper half position at speed.

The Bl modulator valve 30 also includes a line pressure supply boat 30b, a pressure regulating boat 30a, and a pressure regulating boat 30a, which are connected to the oil passage a from the output boat 36b of the 1-2 shift valve 36.
Feedback boat 30d, and restraint control oil chamber 30
c and a control oil chamber 30e that communicates with the pressure regulating boat 20b of the accumulator control bag 20, and when the control oil pressure is not acting on the control oil chambers 30c and 30e, the line pressure supply boat The line pressure from 30b is reduced at a predetermined rate and output to the pressure regulating boat 30a. Furthermore, the B1 modulator control valve 32
The first input boat 32d communicates with the oil passage g from the boat 37i of the 2-3 shift valve 37, and the 3-4
A second input boat 32a that communicates with the oil path from the boat 39c of the shift valve 39, an output boat 32b that communicates with the restraint control oil chamber 30c of the B1 modulator valve 30, and a hydraulic servo C-0. The first input boat 32 has a control oil chamber 32c communicating with the first input boat 32 via an oil passage C.
d and the output boat 32b, and when hydraulic pressure is being supplied to the control oil chamber 32c, the second input boat 32a and the output boat 32b are communicated.

Further, a 2-3 timing valve 33 is interposed by branching into an oil path that communicates between the output boat 37b of the 2-3 shift valve 37 and the fourth clutch hydraulic servo C-0. The timing valve 33 has an input port 33a that communicates with an output boat 37b, an output port 33b that communicates with the boat 39a of the 3-4 shift valve 39, and a first port that communicates with the hydraulic servo C-O through an orifice 43. It has a second control oil chamber 30d that communicates with the control oil chamber 33c and the pressure regulating boat 20b of the accumulator control valve 20, and when the oil pressure of the hydraulic servo C-0 rises to a predetermined pressure, the input port 33a and Output boat 33b
communicate. Furthermore, a check ball 40 that allows flow from the servo C-0 to the boat 39b is interposed in an oil passage d that communicates the hydraulic servo C-0 and the boat 39b, and a check ball 40 that allows flow from the servo C-0 to the boat 39b is interposed. Boat 3 is connected to oil channel e that communicates with
A check ball 41 is interposed to allow oil to drain from boat 37b from boat 37b.

Although not shown, the first brake hydraulic servo B-1 has a piston fitted in a cylinder case in an oil-tight manner, and there is a gap between one side of the piston and the case. The end plate forms a hydraulic chamber for releasing the brake and is compressed with a return spring, and is fitted between the piston boss portion and the case in an oil-tight manner and prevented from moving in the axial direction. A brake locking hydraulic chamber is formed between the piston and the other side of the piston. Further, one end of the case is closed with a cover, and a rod fixed to the piston protrudes from the other end of the case and comes into contact with the tip of the band of the first brake B1. The hydraulic chamber for brake release is the 3-4 shift valve 3.
It communicates with the boat 39b of No. 9, and also has a locking hydraulic chamber 3.
1 is the pressure regulating boat 30 of the B1 modulator valve 30
It communicates with a via an oil passage f.

In FIG. 4, 75 is a lock-up clutch control valve, 76 is a lock-up clutch modulator valve, and SL3 is a solenoid valve for the lock-up clutch 11. controlled. Further, 77 is a secondary regulator valve, 79 is a low modulator valve, and 80 is a C3 timing valve.

Next, the effects of this embodiment will be explained.

1 with manual valve 58 operated to D range
5, the first solenoid valve S
Only solenoid valve SL1 is on and in the drain state, and the second solenoid valve SL2 is off and in the supply state. In this state, the 1-2 shift valve 36 is in the upper half position based on the hydraulic pressure supplied to the control oil chamber 36d, and the 2-3 shift valve 36 is in the upper half position.
7 is in the lower half position based on the hydraulic pressure release of the control oil chamber 37d, and the 3-4 shift valve 39 is supplied with hydraulic pressure to the control oil chamber 39f, but the line pressure supply boat 37f of the 2-3 shift valve 37 is The line pressure from is supplied to the restraint control oil chamber 39g, and the restraint control oil chamber 39g is restrained in the lower half position. Therefore, line pressure is only supplied from the D range port D of the manual valve 58 to the first clutch hydraulic servo C-1, and no other hydraulic servos are supplied with hydraulic pressure.

At this time, the throttle pressure control valve 5 is operated as appropriate based on the signal from the control section to set the predetermined throttle pressure P,
occurs. Furthermore, the throttle pressure is supplied to the signal boat 20c of the accumulator control valve 20,
The line pressure supplied to the input port 20a is reduced to a predetermined rate by the feedback pressure, and the reduced hydraulic pressure is supplied from the output boat 20b to the back pressure chambers 7I of each accumulator 21. As a result, hydraulic servo C-
1, an accumulator communicating with 2. is the first clutch C
A back pressure chamber 7 corresponding to the engagement characteristics of 1. The oil pressure of the clutch C1 is appropriately controlled based on the throttle pressure control valve 5, and the clutch C1 is smoothly engaged. Note that, based on the throttle pressure control valve 5, the line pressure by the primary regulator valve 33 and the other accumulators 22-2. The back pressure chambers 7□ to 74 are also pressure regulated at the same time,
The other clutches C2 to CO and brakes B1 and B2 are in a disengaged state and are not similarly affected.

In the first speed state in which the first clutch C1 is engaged and the first and second one-way clutches F1 and FO are engaged, the rotation of the input shaft 15 is controlled by the first clutch C1 and the second one-way clutch F1, FO. The transmission is transmitted to the small ring gear R1 via the second one-way clutch FO, and since the rotation of the large ring gear R2 is prevented by the first one-way clutch F1 on this shaft, the sun gear S and the drum 63 integrated therewith are moved in the self-locking direction. The carrier CR is rotated at a significantly reduced speed while idling, and the reduced rotation is taken out from the output gear 13. The rotation of the gear 13 is decelerated by the deceleration mechanism 51, and further transmitted to the left and right axle shafts 59a59b by the differential device 52.

In addition, in the second speed state, the first solenoid valve 8
．． In addition to solenoid valve 1, the second solenoid valve SL2 is turned on. Then, the 2-3 shift valve 37 and the three 3-4 shift valves are held in the lower half position, and the 1-2 shift valve 36 is switched to the lower half position by releasing the hydraulic pressure in the control oil chamber 36d. In this state, the line pressure from the D range boat is supplied to the oil passage a via the line pressure supply boat 36a and the output boat 36b, and is further supplied to the line pressure boat 30b of the B1 modulator valve 30.

Further, the 2-3 shift valve 37 communicates the line pressure supply boat 37f from the D range with the boat 371, and the line pressure from the line pressure supply boat 37f from the D range is transferred to the boat 37i and the oil passage g. is supplied to the first input boat 32d of the B1 modulator control valve 32 through
The hydraulic pressure 2d is supplied to the restraint control oil chamber 30C of the B1 modulator valve 30 via the output boat 32b. Therefore, the modulator valve 30 is restrained in the left half position, and the line pressure of the line pressure supply boat 30b is directly output to the pressure regulating boat 30a, and the line pressure is transferred to the first Brake hydraulic servo B-
It is supplied to the brake locking hydraulic chamber 31 of No. 1. As a result, the piston 69 expands and presses the band tip 62b, tightening the band 62 of the first brake B1 with a strong force based on the line pressure. At this time, the sun gear S and the drum 63 integrated with it are rotating in the self-locking direction A, and the band brake B1 stops the sun gear S by its self-boosting function based on the rotation in the self-locking direction even with the above-mentioned relatively weak tightening force. However, the sun gear S is reliably locked with a large capacity based on the above-mentioned line pressure.

In addition, in the same way as when shifting to the D range mentioned above, when shifting from 1st to 2nd speed, the throttle pressure control valve 5 is appropriately regulated by an electric signal from the control section, and the line pressure is further controlled by the accumulator control valve by the throttle pressure. The pressure is regulated by the valve 20 and each accumulator 21...
Back pressure chamber 7. ...is supplied to... This causes the B1 brake hydraulic servo B-1 to operate its accumulator 2. By appropriately controlling the back pressure, the first brake B1 is appropriately adjusted in accordance with the engagement characteristics of the brake B1, and the first brake B1 is smoothly engaged. In addition, at this time, other Clans C1, C
2. CO accumulator 2. ．． 2. ．． 23 is also controlled by back pressure, but the second clutch and the fourth clutch CO are in the released state and are not equally affected, and the first clutch C1 is not affected by changes in line pressure based on changes in throttle pressure. The oil pressure of hydraulic servo C-1 changes accordingly,
The clutch C1 is already in an engaged static friction state, and the engagement oil pressure is at a fairly high value relative to the torque load of the clutch, so the clutch C1 does not slip.

In addition to the first clutch C1, the first brake B1
In the 2nd speed state in which the C1 is engaged and the second one-way clutch FO is engaged, the rotation of the input shaft 15 is transmitted to the small ring gear R1 and the second one-way clutch FO through the first clutch C1 and the second one-way clutch FO. and the first brake B
1, the sun gear S is stopped, so the rotation of the small ring gear R1 is taken out from the carrier CR as second speed rotation while the large ring gear R2 is idling. In addition, corresponding 1 →
During two-speed shifting, the first one-way clutch F1 overruns to prevent shift shock from occurring due to clutch change.

Furthermore, in the third speed state, the second solenoid valve S
L2 is maintained in the on state, and the first solenoid valve SL1 is switched to the off state.

In this state, with the 1-2 shift valve 36 and the 3-4 shift valve 39 held in the lower half position, the 2-3
The shift valve 37 is switched to the upper half position by hydraulic pressure supplied from the control oil chamber 37d. As a result, the line pressure of the oil passage a, which is supplied through the boats 36a and 36b of the 1-2 shift valve, is communicated with the oil passage A through the input boat 37a and the output boat 37b, and further to the fourth clutch. hydraulic servo C-0 and its accumulator 2,
is supplied to the accumulator chamber 93 of. In addition, the boat 371 of the 2-3 shift valve 37 is switched from being in communication with the line pressure supply boat 37f from the D range to the drain boat 37c, and thereby connected to the first input boat 32d of the B1 modulator control valve 32. The hydraulic pressure is drained. Further, the oil pressure supplied to the hydraulic servo C-0 passes through the oil path C and acts on the restraint control oil chamber 80a of the 03 timing valve 80, switching the valve 80 to the upper half position. Then, the line pressure of the 3-4 shift valve 39 and the line pressure from the boat 39d are supplied to the input boat of the 03 timing valve through the boat 39i, and further through the output boat and the modulator valve 68 to the third timing valve.
is supplied to the clutch hydraulic servo C-3. and,
Fourth clutch hydraulic servo C-0 and its accumulator 2. When the oil pressure increases to a predetermined value, the oil pressure increases to 2-
3. Based on the action on the first control oil chamber 33C of the timing valve 33, the valve 33 is switched to the upper half position,
Hydraulic pressure from the oil pressure tank is quickly supplied to the oil passage d via the line pressure supply boat 33a, the output boat 33b, and the check valve 40, and then to the boat 39a of the 3-4 shift valve 39.

It is supplied to the brake release hydraulic chamber 35 of the first brake hydraulic servo B-1 via 39b.

Furthermore, in this state, the oil pressure of the hydraulic servo C-0 acts on the control oil chamber 32c of the B1 modulator valve 32 through the oil passage C, switching the valve to the lower half position;
-4 shift valve 39 bo) 39C is drain boat 3
9e, the second input port 32a of the B1 modulator control valve 32 is in the drain state as well as its first input port 32b, and therefore the 81 modulator valve 30 is in the pressure regulating state. Then, the line pressure of the line pressure supply boat 30b is reduced at a predetermined rate by the feed pump pressure of the feedback boat 30d, and the modulator pressure is applied to the brake of the first brake hydraulic servo B-1 via the oil path f. Locking hydraulic chamber 31
It acts on As a result, the hydraulic servo B-1 moves the six pistons by the line pressure acting on the brake release hydraulic chamber 35 overcoming the modulator pressure acting on the brake locking hydraulic chamber 31, and moves the band brake. Release B1. At this time, accumulator 2. The hydraulic pressure of the hydraulic servo C-0 communicating with increases, and in this state, the 2-3 timing valve 33 is switched to release the brake release hydraulic pressure chamber 35.
Hydraulic pressure is promptly supplied to the first brake B1, thereby preventing the first brake B1 from being released prior to the engagement of the fourth clutch CO, and preventing even a momentary return to the first speed state.

Furthermore, when shifting from 2nd to 3rd speed, the thrower I/
The line pressure control valve 5 is appropriately controlled by an electric signal, and the line pressure is regulated by the throttle pressure via the accumulator control valve 20, and the regulated oil pressure is transferred to the accumulator 2. ...2. The oil is supplied to the back pressure chambers 7bi, . . . and the second control oil chamber 33d of the 2-3 timing valve 33. As a result, as described above, the oil pressure of the hydraulic servo C-0 is adjusted by the accumulator back pressure control based on the throttle pressure control valve 5 to correspond to the engagement characteristics of the clutch CO, and the clutch CO is smoothly engaged. At the same time, the switching timing of the timing valve 33 is appropriately adjusted, and the timing of engagement of the fourth clutch CO and release of the first brake B1 are appropriately aligned. At the same time, the output boat 20 of the accumulator control valve is also connected to the control oil chamber 30e of the B1 modulator valve 30.
Hydraulic pressure is supplied from the modulator valve 30, and the pressure is appropriately adjusted in the direction of increasing the modulator oil from the modulator valve 30.

The regulated hydraulic pressure is then supplied to the brake release hydraulic chamber 31 via the oil passage f, and the above-mentioned timing valve 33
In conjunction with the control, the release time of the brake B1 is appropriately adjusted.

Furthermore, when upshifting from the 2nd to 3rd speed, even if the 1st
The timing of supplying hydraulic pressure to the brake release hydraulic chamber 35 of the brake hydraulic servo B-4 is delayed, and the fourth clutch CO is occasionally engaged while the first brake B1 is engaged, resulting in a 4th speed state. appears on the surface, in the 4th gear state, the sun gear S rotates in the opposite direction, and the capacity of the first brake B1 based on the modulator pressure is
The capacity is insufficient to lock the rotation in the opposite direction B and shift to the 4th speed state, and the drum 63 will slip.

This reliably prevents a shift state from 2nd to 4th to 3rd speed from occurring during the 2nd to 3rd speed shift.

In addition to the first clutch C1, a third clutch C
In the third speed state in which the third and fourth clutches CO are engaged and the first brake B1 is released, the rotation of the input shaft 15 is controlled via the second one-way clutch FO and the third clutch C3. is transmitted to the small ring gear R1, and is also transmitted to the large ring gear R2 via the fourth clutch CO, and the integral rotation of the planetary gear unit 12 is taken out from the carrier CR to the output gear 13.

At this time, the fourth clutch CO and the first brake B1
However, as described above, appropriate timing is taken and shifting via other gears is prevented, so no shift shock occurs. Further, the third clutch C3 is also engaged at the same time;
Since the clutch C3 is connected in parallel with the second one-way clutch FO, the engagement timing of the clutch C3 may be delayed.

Then, in the 4th speed state, the first solenoid bar SL
In addition to turning off the second solenoid valve SL2, the second solenoid valve SL2 is also turned off. In this state, the 2-3 shift valve 37 is held in the upper half position, and the control oil pressure is supplied to the control oil chamber 39f of the three 3-4 shift valves.
The upper half position is switched, and the 1-2 shift valve 36 is
The line pressure of the line pressure supply boat 37f of the 2-3 shift valve 37 is supplied to the control oil chamber 36d through the boat 37h, and is supplied to the restraint control oil chamber 36g.
It is maintained in the lower half position. As a result, the B1 relief boat 39b of the 3-4 shift valve 39 communicates with the drain boat 39e, and the first brake hydraulic servo B-
The first brake release hydraulic chamber 31 is drained. In addition, the fourth clutch hydraulic servo C-0 in the third speed
Based on the hydraulic pressure supplied to the B1 modulator control valve 32, hydraulic pressure is supplied to the control oil chamber 32c of the B1 modulator control valve 32 through the oil passage C, and the valve 32 is connected to the lower half of the B1 modulator control valve 32 with which the second input boat 32a and the output boat 32b are in communication. In this state, the 3-4 shift valve 39 is switched in 4th gear, and the line pressure supply boat 39
When d communicates with boat 39C, the line pressure is
d, 39c, and the boats 32a and 32b of the B1 modulator control valve to the restraint control oil chamber 30c of the 81 modulator valve 30, and the pressure is adjusted to the lower half position of the valve 30, that is, the line pressure boat 30b. The line pressure supply condition is switched to the one that runs directly through the boat 30a. Therefore, the line pressure from oil passage a is
The hydraulic pressure supplied to the brake locking hydraulic chamber 31 of the first brake hydraulic servo B-1 is changed from the modulator pressure to the line pressure.

At this time, as described above, the back pressure chamber 7 of the accumulator 2 is controlled based on the electrical control of the throttle pressure control valve 5.
．． Although it is possible to achieve smooth shifts by controlling the hydraulic pressure supplied to the brake release hydraulic chamber 35, as shown in FIG.
83c etc., the engagement of the first brake B1 is controlled by adjusting it. In addition, in this state, the sun gear S and the drum 63 integrated therewith are
Since it locks rotation in the opposite direction, self-boosting action cannot be expected, but the hydraulic chamber 3 for brake locking of hydraulic servo B-1
Based on the line pressure acting on the band brake B1, the band brake B1 has a large capacity and reliably locks against rotation in the opposite direction. Furthermore, C3 of the 3-4 shift valve 39
Timing boat) 39i is drain boat 39j
By communicating with the third hydraulic servo C-3, the hydraulic pressure of the third hydraulic servo C-3 is controlled by the check ball 85 and the C3 timing valve 80.
．． 3-4 shift valve 39 boats 39i and 39j
is drained through. In addition, in the 4th gear state,
The throttle pressure control valve 5 is regulated to a high level by an electric signal from the control section, and the accumulator back pressure, which is the output pressure from the accumulator control valve 20, is set to a high level.

Then, the first clutch C1 and the fourth clutch CO
In the fourth speed state in which the first brake B1 is switched to the locked state and the third clutch C3 is switched to the released state, the rotation of the input shaft 15 is as follows.
Since the fourth clutch is transmitted to the large ring gear R2 via the CO, and the sun gear S is locked by the first brake B1, the rotation of the large ring gear R2 causes the carrier CR to rotate at high speed while causing the ring gear R1 to idle. The rotation is then transmitted to the output gear 13. At this time, the third clutch C3 is released while the first brake B1 is engaged, but even if the third clutch C3 is released early, the third speed state is maintained by the second one-way clutch FO. Therefore, the first brake B1 is locked through the orifice 83...
By performing control on a late date, the occurrence of shift shock due to changing grips can be prevented.

On the other hand, when downshifting from 4th to 3rd gear, the three shift valves 3-4 are switched to the lower half position as described above.
Hydraulic pressure is supplied to the brake release hydraulic chamber 35 of the first brake hydraulic servo B-1 through the boats 39a and 39b, and the line pressure of the line pressure supply boat 39d is increased (39i). It is supplied to the third clutch hydraulic servo C-3 via the C3 timing valve 8o and the C3 modulator valve 68. At this time, the release hydraulic pressure of the hydraulic servo B-1 to the brake release hydraulic chamber 35 is controlled via the orifices 83b, 83c, etc., and thereby the switching function of the second one-way clutch FO from overrun to locking is performed. Together, they create smooth shifts.

Also, when downshifting from 3rd to 2nd speed, the 2-3 shift valve 37 is switched to the lower half position as described above, and the C
The O boat 37b is communicated with the drain boat 37c. Then, first, the brake release hydraulic chamber 3 of the hydraulic servo B-1
5 is drained from the drain boat 37c through the boats 39a, 39b, oil passage d, check ball 41, oil passage e, oil passage and boat 37b, and the oil pressure of the third clutch hydraulic servo C-o is drained from the drain boat 37c. is accumulator 2. Accumulator chamber 9. The water is drained from the drain boat 37c through the oil passage and the boat 37b along with the hydraulic pressure of the drain boat 37c. As a result, the release of the fourth clutch CO is delayed compared to the engagement of the first brake B1, and the shift goes through the first speed state in which both the fourth clutch CO and the first brake B1 are released. In other words, the shift operation from 3rd to 1st to 2nd speed is prevented. Furthermore, even if the brake release hydraulic chamber 35 of the first brake hydraulic servo B-1 drains too quickly, the 4th gear state in which both the fourth clutch CO and the first brake B1 are engaged may be superficially Even if it appears, in this state, the shift valve 36 is already switched to the upper half position in the third speed state, and the output port 36b is switched so as to communicate with the drain boat 36C.

Therefore, the oil pressure in the brake locking hydraulic chamber 31 of the first brake hydraulic servo B-1 is in the oil path f, the boats 30a and 30b of the Bl modulator valve 30, and the oil I! t a and is discharged from boat 36b to drain boat 36c.

When kicking down from 4th to 2nd speed, the 3-4 shift valve 39 is switched to the lower half position, and the 2-3 shift valve 37 is also switched to the lower half position. As a result, the hydraulic pressure of the fourth clutch hydraulic servo C-0 is discharged from the drain boat 37c through the oil passage and the boat 37b, and at the same time, the hydraulic pressure of the fourth clutch hydraulic servo C-0 is discharged from the brake release hydraulic chamber of the first brake hydraulic servo B-1. 35 oil pressure is boat 39b 3
9a, oil passage d, check ball 41, oil passages e and a, and boat 37b, and is discharged from drain boat 37c. At this time, B1 modulator control valve 3
2, when the hydraulic pressure in the control oil chamber 32c based on the hydraulic servo C-0 is released and switched to the upper half position, the first input boat 32a is drained, and the 81 modulator valve 30 is temporarily restrained. The restraint pressure in the control room 30c is released,
The valve 30 generates a modulator pressure, but immediately
-3 Line pressure is supplied to the boat 32d of the control valve 32 via the boat 37i of the shift valve 37,
Further, the line pressure is supplied to the restraint control oil chamber 30c via the boat 32b, and restrains the B1 modulator valve 30 in the line pressure supply state. As a result, the first brake B1 is maintained in the engaged state without undergoing a release operation,
- Downshifts quickly and smoothly in action.

On the other hand, when the manual valve 58 is operated to the R range, the line pressure from the R range boat is supplied to the second clutch hydraulic servo C-2 and its accumulator 22. At this time, as described above, the throttle pressure control valve 5 is appropriately regulated by an electric signal from the control section, and further acts on the accumulator control valve 2o, so that the oil pressure that has reduced the line pressure is applied to the accumulator 21.22.
... is supplied to the back pressure chambers 71+ 72..., and by controlling the back pressure of the accumulator 2□, the hydraulic servo C
-2 oil pressure is controlled in accordance with the engagement characteristics of the second clutch C2, and a smooth shift is achieved when switching from N to R or D-4R.

Furthermore, if the vehicle is in the reverse range and is substantially stopped at a predetermined speed, for example, 7 kn+/H,
-2 shift valve 36 is in the upper half position, and the line pressure from the R range boat is applied to the 2-way check valve boat 36.
Second brake hydraulic servo B via f and 36e
-2.

Then, the second clutch C2 and the second brake B2
is engaged, the rotation of the input shaft 15 is transmitted to the sun gear S via the second clutch c2, and is further transmitted to the large ring gear R2 by the second brake B2.
is stopped, the rotation of the sun gear S is transmitted as reverse rotation to the carrier CR while causing the small ring gear R3 to idle in the reverse direction, and the reverse rotation is taken out from the output gear 13.

In addition, when the vehicle is coasting at a predetermined speed or higher in the reverse range, the second solenoid valve SL2
is turned on and the 1-2 shift valve 36 is switched to the lower half position. In this state, the second brake hydraulic servo B
Hydraulic pressure is not supplied to -2, and the above-mentioned situation does not occur or the reverse state does not occur.

On the other hand, when the manual valve 58 is operated to the 3rd range,
Line pressure is supplied from the 3-range boat to the restriction control oil chambers 39h of the three 3-4 shift valves, and the valves 39 are prevented from reaching the upper half position, that is, the 4th speed position.

Also, when the manual valve 58 is operated to the 2nd range,
Line pressure from the 2-range boat is supplied to the restraint control oil chamber 80b of the C3 timing valve 80, and the valve 80
in the right-hand position, and press the third clutch hydraulic servo C.
-3 is constantly supplied with hydraulic pressure. As a result, the input shaft 15 and the small ring gear R1 are connected via the third clutch c3, and the second one-way clutch PO is activated during coasting.
This eliminates coasting caused by overrunning and activates engine braking.

Furthermore, when the manual valve 58 is operated in a lunge manner, the line pressure of the lunge boat is supplied to the restraining control oil chamber 37e of the 2-3 shift valve 37, and the valve is placed in the upper half position, that is, in the 3rd and 4th speed positions. thwarted. Further, the line pressure of the lunge boat is reduced by seven low modulator valves, and the modulator pressure is supplied to the boat 36f of the 1-2 shift valve 36 via a two-way check valve. At the first speed, modulator pressure is supplied to the second brake hydraulic servo B-2.

Note that, although the above-described embodiment uses the B1 modulator control valve 32, a configuration may be adopted in which the control valve is not necessarily required.

That is, it communicates with the boat 37i of the 2-3 shift valve 37 and one input port 90a of the two-way check valve 90,
Also, the boat 39c of the 3-4 shift valve 39 is communicated with the other direction input boat 90b of the check valve 90, and the output boat 90c of the valve 90 is communicated with the restraint control oil chamber 30c of the 81 modulator valve 30. .

As a result, in 2nd gear, the line pressure from the line pressure supply boat 37f of the 2-3 shift valve 37 is transferred to the boat 371.
．． B1 modulator valve 30 via input port 90a and output port 90c of two-way check valve 90
In addition, in 4th gear, the line pressure from the line pressure supply boat 39d of the 3-4 shift valve 39 is supplied to the control oil chamber 30C for restraint, and maintains the valve in the line pressure supply state. It is supplied to the restraint control oil chamber 30c via the input boat 90b and output boat 90c of the two-way check valve 90,
B1 modulator valve 30 is maintained in the line pressure supply state.

In 3rd gear, the boat 3 of the 2-3 shift valve 37
7i communicates with the drain boat 37c, and the boat 39c of the 3-4 shift valve 39 also communicates with the drain boat 39e.
The restraint control oil chamber 30c is in an open state, communicating with
The B1 modulator valve 30 is connected to the line pressure supply boat 3
The line pressure of 0b is appropriately regulated and output from the pressure regulating boat 30a.

Next, FIG. 1 shows a gear reduction mechanism 5 which is a characteristic part of the present invention.
Let me explain 1.

The gear reduction mechanism 51 is connected to the transmission case 17b.
, has a countershaft 54 rotatably supported by roll bearings 101 and 102 between the converter housing 17c, and one end of the countershaft 54 is supported in the thrust direction between the converter housing 17c and the converter housing 17c. It is done with thrust bearing 103,
The other end is a thrust bearing 104 disposed between the outer race 105 of the roll bearing 101 supported by the transmission case 17b and the counter gear 53. The lock nut 107 positions the counter gear 53 in the axial direction via the inner race 106.

As shown in FIG. 1(b), the outer circumferential surface of the lock nut 107 is provided with four equally spaced arms 109a for transmitting the fastening force, which are normally engaged with the fastening member. Therefore, in this embodiment, a large number of banks 109a having the same shape are arranged so that the banks 109a at the four locations are equally spaced from each other.
9 will be provided.

Therefore, the lock nut 107 having a tooth-shaped outer circumferential portion similar to that of a spur gear can be obtained, so that it can be used as a detection part of the rotational speed sensor 110. Here, the output shaft rotation speed sensor 110
is the lock nut 10 of the transmission case 17b.
It is attached at a position opposite to the outer periphery of 7.

The input shaft rotational speed sensor 111 is attached to the rear cover 17a at a position facing the outer periphery of the clutch drum (FIG. 2).

As shown in the figure, the rear cover 17a and the transmission case L to which the rotation speed sensors 110 and 111 are attached are shown.
Since the distance between 7b and the gear tooth-like detection portion of the transmission component is approximately equal, it is possible to use electromagnetic coil pickup type speed sensors of the same size as both the output shaft rotation speed sensor 110 and the input shaft rotation speed sensor 111. There is an advantage of sharing parts.

[Brief explanation of the drawing]

Fig. 1 is a sectional view of the gear reduction mechanism of the present invention, Fig. 2 is an overall structural diagram of the automatic transmission, Fig. 3 is a schematic diagram of the transmission gear mechanism, and Fig. 4 is the entire hydraulic control device. FIG. 5 is an explanatory diagram of the operation of the transmission gear mechanism.

Claims (1)

[Claims] An input member that connects a plurality of rotating elements of a planetary gear mechanism via clutches, an output member that connects to a predetermined rotating element of the planetary gear mechanism, and a locking means that locks appropriate rotating elements of the planetary gear. , a gear reduction mechanism that transmits an output from an output member to a differential section, and an uneven groove is provided on the outer peripheral surface of a rotating shaft support member of the gear reduction mechanism, and an electromagnetic coil pickup type speed sensor is provided. A speed sensor detection mechanism for an automatic transmission, characterized in that the detection unit is a detection unit.