JPS60132159A - Control device for electronically controlled automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To allow a smooth deceleration when turning left or right by causing an automatic shift down when the turn signalling device is operated with the shift lever in D range. CONSTITUTION:Upon turning a starter key to start an engine, sensor signals are inputted from a shift lever position sensor 501, vehicle speed sensor 502 and throttle opening degree sensor 503, and then, a control circuit makes a judgment as to the gear change and lockup based on the shift lever position, vehicle speed and throttle epening degree to perform the gear change of an automatic transmission. A judgment is then made as to the presence or lack of the operation signal of the turn signalling device. If a NO judgment is made, an output is made to solenoid valves S1, S2, S4 to perform a normal gear change, and if YES, a shift down is performed to a lowest possible gear as the behicle speed permits, followed by a return to the normal operation.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field] The present invention relates to a control device that controls an electronically controlled automatic transmission mounted on a vehicle such as an automobile in accordance with vehicle running conditions.

[Prior art] A control device for an electronically controlled automatic transmission for a vehicle that combines a conventional fluid coupling and a multi-stage automatic transmission (J, in Fig. 1)
[]-As shown in the picture, the vehicle speed sensor, throttle sensor, shift lever position @ Hinry, and the output information from the lock-up clutch lever are manually controlled by 901.
), the control circuit determines the current gear position A3 and the presence or absence of lock-up of the direct-coupled clutch (in the case of a vehicle with a direct-coupling clutch). 9
03>, the vehicle returned to (901), and the control of the automatic transmission that occurs when turning, such as turning left or right, is not fully integrated, and the desired reduction ratio cannot be obtained when making a first turn. I have a lot of anxiety.

[Object 1 of the invention] The object of the present invention is to shift gears lower than the vehicle speed when turning left or right with one shift lever installed in the driver's seat in the range. In order to do this, when the direction signal is activated, the gear is lowered when the accelerator is pressed. To provide a control device for an electronically controlled automatic transmission for a vehicle, in which when a steering wheel is turned beyond a predetermined value, the gear stage is automatically lowered by one level, resulting in a highly safe turn (j is C').

A control device for an electronically controlled automatic transmission for a vehicle according to the present invention is configured to control the vehicle speed, the throttle angle, the activation signal of the direction indicator, and at least the vehicle's running track 1'1 manually. a control device;
controlled by the electronic control device to change the automatic transmission)*
Making a C1 direction indicator in a control device for a vehicle electronic control 1J type automatic transmission consisting of a hydraulic control device 6
), the gear position of the white IJI transmission is shifted down to a lower gear position.

[Effect of the invention] The above configuration provides the following effects.

(b) When the turn signal is activated, it is assumed that it is time to turn left or to analyze, and it is possible to perform gear change control such as prohibiting shift 1-up and shifting 1-down.

0) You can smoothly decelerate when turning right or turning left at 11'+, so there is no need to slam on the brakes.

[Example] A control device for an electronically controlled automatic transmission for a vehicle according to the present invention will be described based on an example shown in the drawings.

Next, the present invention will be explained based on an embodiment shown in the drawings.

FIG. 2 is a schematic diagram showing an example of an automatic transmission for a vehicle, which is a combination of a hydraulic torque converter and a planetary gear transmission mechanism with four forward speeds and one reverse speed.

This automatic transmission consists of 1 to 10 lux converters, an overdrive mechanism 20, and a planetary gear transmission mechanism 3 with three forward speeds and one reverse speed.
0, and is controlled by the hydraulic control device of the present invention shown in FIG.

The 1-luke converter 10 includes a pump 55 and a turbine 56.
The pump 55 is connected to an engine crankshaft 58, and the turbine 56 is connected to a turbine shaft 59. The turbine shaft 59 serves as the output shaft of the torque-1 inverter 10, and also serves as the input shaft of the A-patrive mechanism 20.
It is connected to 0. Rotating on carrier 60
The planetary pinion 64, which is supported by the rotor, meshes with the ring gear 65. Between the sun gear 61 and the carrier 600, a multi-disc clutch CO and a one-way latch F0 are provided in series, and between the sun gear 61 and the overdrive case 6G that encloses the overdrive mechanism 20. is equipped with a multi-disc brake B0.

The ring gear 65 of the overdrive mechanism 20 is connected to the input shaft 23 of a planetary gear transmission mechanism 30 with three forward speeds and one reverse speed. A multi-plate clutch C1 is provided between the human power shaft 23 and the intermediate shaft 29, and the input shaft 23 and the sun gear shaft 8
Between 0 and 0, a multi-disc clutch C2 is engaged. A multi-disc brake Bl, a multi-disc brake B2eJ: and a clutch 1 are provided between the ring gear shaft 80 and the transmission case 68. A planetary pinion 84 supported by a carrier, a ring gear 85 meshed with the pinion, another kit rear 86,
The planetary binion 87 supported by the 11-rear
, and the ring gear 88 meshing with the binion 87 constitute a two-row single planetary gear jet. The ring gear 85 is connected to the intermediate shaft 29, the second row of carriers 83 is connected to the first row of ring gears 88, and these carriers 83, J and link gears 88 are connected to the output shaft 89. . A multi-disc brake B3 and a one-sided clutch F2 are installed in parallel between the first row of carriers 8G and the transmission coupe 68.

This planetary gear transmission mechanism uses a hydraulic control device, which will be explained below, to engage or release each clutch J3 and brake depending on the running conditions such as the throttle of the Jζ1 engine and the vehicle speed of the B1 car. A-Patribe (0/D>) automatic transmission with 4 forward speeds or manual 1III (mani),
Full) gear shifting and one reverse gear shift are performed using only manual gear shifting.

Table 1 shows the shift gear position and the operating state of the clutch and brake.Table 1 shows the shift position SP of the Zino 1 to lever during automatic shifting, the engagement state of each frictional engagement element, and the planetary gear transmission mechanism. Table 2 shows the relationship between shift positions SP, the engagement state of each frictional engagement element, and the gear position of the planetary gear transmission mechanism during manual shift driving.
゛.

In Table 1, ◯ indicates engagement of the Wire engagement element and blank indicates release.

Table 1 ○ of Sl, B2, B4 indicates solenoid ON, Sl,
The crosses in B2 and B4 indicate that the solenoid is OFF.J0 FIG. 3 shows the hydraulic circuit of the hydraulic lubrication control device for the automatic transmission shown in FIG.

The hydraulic circuit includes an oil strainer 700 installed in the oil reservoir. Hydraulic pump 1O1, pressure regulating valve (regulator valve) 130, second pressure regulating valve 15o1 cutback valve 1
60, cooler bypass valve 105, pressure relief valve 10G, reverse clutch sequence valve 110, direct clutch control valve (lockup control valve) 120, throttle valve 200. Manual valve 210.1-2 shift]-valve 2
20.2-3 Shift Valve 230. 3-4 shift valve 240
, an intermediate course (modulator valve 245) that adjusts the hydraulic pressure supplied to the brake B1 and also cuts off the hydraulic pressure supplied to the brake B'l during third gear, and a low coast [Schroeter valve] that adjusts the hydraulic pressure supplied to the brake B3. Accumulator 260 for smooth engagement of clutch C1, accumulator 270 for smooth engagement of clutch C2, accumulator 28 for smooth engagement of brake B2
゜CI, C2J5 (f7 Ray 4'-801Bl,
B2 (Flow control valve 301, 302, 303 with a check valve that controls the flow rate of pressure oil supplied to each hydraulic cylinder)
．． 304.305.30G, the first solenoid valve S1.1-2 shift] which is opened and closed by the output of the electric circuit (computer) described later and controls the 2-3 shift valve, both of the 1-2 shift valve and the 3-4 shift 1-valve. , a third solenoid valve S3 that controls the direct-coupled clutch control valve 120, a fourth solenoid valve S4 that controls J5 and the cup 1 to back valve 160, and a valve between each valve J3. It also consists of an oil passage that connects the ht+a cylinders of the clutch and brake.

The hydraulic oil pumped up from the oil level to the hydraulic pump 101 via the oil tank 100 is transferred to the pressure regulating valve 1.
The oil pressure is adjusted to a predetermined oil pressure (line pressure) at 30 and supplied to the oil path 1. The second pressure regulating valve 1 is connected to the oil channel 1 via the pressure regulating valve 130 and the A-refit 51.
The pressure oil supplied to 50 is the output J of throttle valve 200.
The pressure is regulated to a predetermined i-lux converter pressure, lubricating oil pressure, and circulating cooler pressure to the A-ile according to the stall pressure.

The pressure regulating valve 130 has a spool 132 with a spring 131 installed in front of one end, and a plunger 138 that is connected in series in contact with the spool 132.
The throttle pressure and spring load from the spring 131 are applied from the oil passage 9 to the small-diameter land (lower land in the figure) of the plunger 138 from one side, and the line pressure applied to the plunger 11138 from the oil passage 5 is further applied during reverse movement. and is displaced in response to feedback pressure of line pressure applied from the other side to the illustrated upper land 133 of the spool,
The communication area between the oil passage 1, the oil passage 1A, and the drain boat 135 is adjusted to output line pressure to the oil passage 1 according to vehicle running conditions.

The manual valve 210 is connected to shift levers 1 to 1 provided on the driver's seat, and is manually operated to shift to P, R, N, D, S, or L depending on the range of the shift lever.
Move to each position. Table 2 shows the communication status between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever.
゜○ indicates that the lines are connected and line pressure is not supplied.
× indicates a state in which the pressure is exhausted. Through the spring 203 between the spool 202 and the C-spool 2
02, the line pressure supplied from the oil passage 1 is regulated to a torque of 1,000 liters according to the pressure of the sloler mill 11, and outputted to the oil passage 9.

The first solenoid valve S1 applies high-level solenoid pressure (
When energized, the pressure oil in the oil passage 2G is discharged and a solenoid pressure of 1 level is generated.

When the second solenoid valve S2 is de-energized, the A refit 33
A high-level solenoid pressure is generated in the oil passage 2F which communicates with the oil passage 2 through the oil passage 2, and when energized, the pressure oil in the oil passage 21- is discharged to generate a low-level solenoid pressure.

The third solenoid S3 is connected to the oil path 1 and the A liner f.
Oil passage 11-1 communicated via! , :, Controls the oil pressure of the contact point 121 of the control valve 120. When the solenoid valve 83 is not energized, it applies high-level solenoid pressure to the oil chamber 121 (LI!'') together with a spring 123 installed in front of it and pushes the spool 122 in the direction F in the figure. It is located at the lower side in the figure, and when energized, the oil chamber 121 is evacuated and the solenoid pressure is reversed to the I level.

The solenoid valves S1, S2, and S4 controlled by the electronic circuit described later in Table 1 are energized (○) and de-energized (X>
and the relationship between the shift position of the shift lever and the shifting status of the automatic transmission.

1-2 Shift 1 to valve 220 are equipped with a spring 221 and an I-spool 222 on the left side in the figure, and when the solenoid valve 82 is de-energized and high-level solenoid oil pressure is generated in the oil path 21: The high-level solenoid pressure enters the oil chamber 224 at the right end in the figure, and the spool 222
2 is set to the left in the figure as shown in the lower half of FIG. When this happens, the spool 222 is set to the right in the figure as shown in the figure to obtain the 2nd speed position.In the 3rd and 4th speeds, a5 is shifted to Line pressure enters the left end oil chamber 223 from the C oil passage 2C, and the spool 222 is fixed in the 1 small position regardless of the solenoid pressure.

2-3 Shift 1 to valve 230 are equipped with a spool 232 with a spring 231 arranged on the left side in the drawing, and the togi spool 232, in which the solenoid valve S1 is energized and the oil passage 2G is at low level solenoid pressure, is a spring. Due to the action of 231, the solenoid valve S1 is set to the right side in the figure and becomes the 1st and 2nd speed position, and when the solenoid valve S1 is de-energized, a high level solenoid J is applied to the oil passage 2G through 41- to the oil chamber 234. Due to the action of this solenoid pressure, the spool 232 is set to the left in the figure and reaches the 3rd and 4th speed positions. When the line pressure is supplied to the oil passage 4, the line pressure is supplied to the left end oil chamber 233, and the spool 232 is locked to the right in the drawing, which is the first and second speeds.

3-4 shift 1~valve 240 is equipped with a spool 27I2 with a spring 241 on one side, and in the first speed when the solenoid valve S2 is de-energized, a high level is supplied to the right end oil chamber 243 via the oil path 2F. The solenoid pressure is applied, and the spool 242 is fixed to the left side in the drawing, where 4th gear <-A-Patrive) is energized, and the solenoid valve S2 is energized, and the oil passage 2F is pressurized to the low level oil pressure. 3rd speed is spring 241
As a result, the spool 242 is set to the spool 242 (right side)), and in the fourth speed, the solenoid valve S2 is de-energized and the spool 242 is set to
is set to the right in the figure. Manual valve 210. When line pressure is supplied to the left end oil chamber 244 via oil passage 2.2-3 shift 1 to valve 230 and oil passage 2B, the spool 24
2 is locked to the right in the figure (toward third gear) by the action of the line pressure and spring 241.

The cut-back valve 160 receives the spring load of a stepped spring 161 from one side (lower side in the figure), and receives the line pressure of the oil passage 2J from the other side via the A-genus 165 (lower side in the figure).
When the displacement spool 162 is turned to the right and line low is supplied to the oil passage 2△, the spool 162 is set downward in the figure and the oil passage 9 where throttle pressure is generated and the cutback pressure output oil The stroke valve 20 is connected to the passage 9Δ to output the stroke pressure as the cup 1-back pressure.
0 illustration of spool 202 - [Cut 1 to back pressure applied to second end land 207] Stroke 1 occurring in V1 oil passage 9
By lowering the throttle pressure level, the spool 132 of the regulator valve 130, which uses the throttle pressure as the input oil pressure, moves downward in the figure, and the line pressure of the oil passage 1 is lowered to the level. The so-called line pressure is cut back.

Next, the operation of the hydraulic control device by manual shift 1 of manual valve 210 will be explained.

When the manual valve 210 is shifted to the N range.

As shown in Table 2, oil passage 1 does not communicate with either oil passage 2 or 5, and as shown in Table 3, the first and second solenoid valves S
1 and S2 are both de-energized. For this reason 1-
2 Shift valve 220.2-3 Shift valve 230.3-4 The spools of shift 1 to valve 240 are all positioned to the right in the figure by the action of springs. 3-4 Only clutch 0 (), which is in direct communication with shift l~valve 240, oil passage 1J, and flow control valve with check valve 301, is engaged, and the six manual valves 210 are set to D or 3 range. It has shifted.

As shown in Table 2, oil pressure is supplied to the oil passage 2, and line pressure is thereby supplied via the check valve 302 and the oil passage 2F to engage the clutch C1.

When the vehicle starts, as shown in Table 1, solenoid valve S1 is energized, solenoid valve S2 is de-energized, and 1-2 shift valve 220 is activated.
The spool 222 is located on the left side of the figure, and the brake [31,
Oil passages 3G and 21-1 connected to brake B2 are depressurized, and oil y1 is not supplied to oil F4C connected to brake B3. A run is made. In the automatic transmission 11, the fourth solenoid valve S4 is energized by the computer output when the vehicle speed reaches a preset value as shown in Table 1, and the solenoid pressure applied to the oil chamber 224 is reversed to low level. Therefore, spool 2 of valve 220 to 1-2 shift 1
22 moves to the right 7'J in the figure, and oil passage 2.1-2 shift valve 220, oil passage 2A, check valve 30G, oil passage 2H7a-
Afterwards, hydraulic pressure is supplied, and play 4:B2 is engaged, causing an upshift to second gear.

For upshifting to 3rd speed, the solenoid valve S1 is de-energized by the output of the Togi Combi Coater when the vehicle speed, throttle level, etc. have reached a predetermined value, and the spools 232 of the 2-3 shift 1 to valve 230 are moved to the left in the illustration. Move toward the oil passage 2.2-3 shift valve 2
30, oil passage 2C, ji] - oil pressure is supplied through the oil passage 2C, oil passage 2D, and the clutch C2 is engaged, and at the same time, the spool 222 of the 1-2 shift valve 220 is connected to the oil passage 2C.
It is fixed to the left side (toward 2nd gear) in the figure by the line pressure supplied from the oil chamber 223 to the left end oil chamber 223.

When upshifting to 4th gear 1-, as described above, the solenoid valve $2 is de-energized by the output of the combiner 7-, and the solenoid pressure that was being supplied from the oil passage 2F to the right-end oil chamber 243 is reversed to a high level. The spool 242 of the 3-4 shift valve moves in the direction shown in the figure, the pressure in the oil passage 1J is exhausted and oil pressure is supplied to the oil passage 1L, and the clutch CO is released and the brake BO is engaged. .

When manual valve 210 is in S or 2 range.

In addition to oil passage 2, line pressure is supplied to oil passage 3.

1st, 2nd and 3rd gears are the same shift 1- as in the D range above.
is done, but oil passage 3, oil passage 2B (!-Mei-U 3-4
Shift] - Line pressure enters the left end oil chamber 244 of the valve and the spool 242 is fixed to the left in the figure, so shift 1 to 4th gear
~ does not live.

In the second speed, line pressure is supplied from the oil passage 2 to the oil passage 2△ through the 1-2 shift 1-valve 220, and from the oil passage 3/J) as in the second speed of the D range. 2-3 Zino 1 to valve 230, oil path 3△, 1-2 shift 1 to valve 220 to f
Since the b line pressure is supplied to the l'C oil passage 3B, the line pressure is supplied to the oil passage 3C, and the brake 132,
and brake B1 are engaged)] 2nd speed is achieved,
In the second speed of the S range, engine braking is applied during coasting and the transmission 1-lux capacity increases.

In addition, when the manifold valve 210 is in the D position and a D-3 shift is performed manually during running in 4th speed, the line to the left end oil chamber 244 of the 3rd-4th speed valve is connected as described above. The introduction of the pressure immediately causes a downshift 1 to 3rd gear, and when the speed has been reduced to the scheduled speed, the computer output energizes the solenoid valve S1, causing a 3-2 downshift.
2nd gear with effective engine braking can be obtained.

When manual valve 210b'iL1c is in lunge.

In addition to the oil passages 2 and 3, line pressure is also supplied to the oil passage 4. 1st and 2nd gears are the same shift as in the D range above.
is done, but the oil passage 4 is 2-3 shift 1 to the left end oil chamber 2 of the valve.
Since line pressure is applied to 33 and the spool is fixed to the right in the figure, the shift 1 to the third speed does not occur. In addition, the 1st speed is oil path 4.2-3 shift 1 to valve 230, oil path sweep, low coast modulator valve 250, oil path 4B, 1-2 shift valve 22o
The brake B3 is engaged by the hydraulic pressure supplied through the first oil passage 4c, and the engine brake is activated. Further, in the second speed, it is the same as when the 72-1 AL valve is shifted to the S range. Also, while driving in 3rd gear [
- When manually shifting to range, shift from 2-3 shift 1 to
By introducing line pressure into the oil chamber 233 at the 7T end of the valve, a downshift is immediately made to the second speed, and when the speed has been reduced to the expected speed, the computer output is transferred to the solenoid valve S2.
energized! , 2-1 down to Zino 1.

The 1-1 shift valve 210 is shifted to each range D or 3, S or 2.1 or 1, line pressure is generated in the circuit 2, and the 1-2 shift valve 220 is shifted to the 2nd speed range. direction) is set (if it is, a line L[ is generated in the oil passage 2△, and the lower shaft of the lock-no-tube control valve 120: j oil chamber 12
4 will be paid. The third solenoid valve S3 is energized by this line pressure, and when the oil pressure in the upper oil chamber 121 reaches the CI level, the lock-up control is activated. 12
The spool 122 of No. 0 is moved upward in the drawing, and the oil passage 1A and the oil passage 1D are connected, and the torque converter 10 is engaged with the torque converter 10, and the torque converter 10 is in a directly connected state. becomes. If no line pressure is generated in the oil passage 2A, or if line pressure is generated in the oil passage 2A, the noid valve S3 is de-energized and high-level solenoid pressure is generated in the oil chamber 121, then the spring 123 or Spring 1
23 and the action of high level solenoid pressure [Spool 12
2 is located at the bottom in the figure. If the spool 122 is located at the bottom in the figure, the oil passage 1A is connected to the oil passage 1C.
I: The converter direct clutch 50 is released. To energize the solenoid pressure S3, use the combination coater described below.
It is done when

An electronic control device (electronic control device) that opens and closes the first to fourth solenoid pressures S1, S2, S3, and S4 according to the vehicle running line 1'1.
As shown in FIG. 4, the shift lever position range 501 detects the shift lever shift 1 to position, the vehicle speed sensor 502 detects the vehicle speed, the throttle opening sensor 503, and the direction indicator. Actuation signal sensor 504, input ports from these, I10 board 1-, output terminal board 1- to solenoids S1-S4, medium heat itch processing device CPU, random access memory RAM, lead A Consists of an online ROM.

Next, the operation of the electronic control device 500 according to the first embodiment of the present invention will be explained based on the flowchart p-1- shown in FIG.

Turn the starter key to start the ONL engine! (601)
, shift 1 to lever 1 position sensor 501, medium speed sensor 502
, input the range signal from the throttle position 5O3 (602), then change the shift 1 to lever position, vehicle speed,
, ] Tips 1 to 1; From Kadoma, the control circuit determines gear shift and lock-up, performs gear shift control processing for the automatic transmission (603), and later determines whether there is a turn signal activation signal or not. Do (604), If 'No, output to solenoid valve 600), Solenoid valve S1, S
2. In S4, convert to oil pressure No. 131 and control the oil pressure control circuit, and if Y [E S, the vehicle speed is 7J, lower the gear as low as possible.
5), output to solenoid valves S1, S2, and S4.
O6,), and then returns to (602,). (6
In step 06), the output was sent to the solenoid valve, but the output may be sent to the actuator.

Flowchart 1 art in FIG. 6 explains the operation of the electronic control device 500 according to the second embodiment of the present invention.

Input the range signal from the starter key ONL/ (701), shift 1 to lever 1 position ii °sen 501, vehicle speed sensor 1J5O2, switch 503.70
2), then change the shift lever position, vehicle speed, and throttle position.
From a, the control circuit determines gear shift d3 and lockup,
Performs speed change flil control processing for the automatic transmission (703)
, further determines whether there is an activation signal for the turn signal (704), and if No, solenoid valve S1;
Output to S2, S4 JL (707), Solenoid valve S
1.82, in S4, the signal is converted into a hydraulic signal and the hydraulic control circuit is controlled to control the automatic transmission.

If YES, it is determined whether or not the accelerator is depressed (705), and if No, the platform is solenoid valve Sl,
Output to S2, S4 (707), if YES, shift to the next lower gear as long as the vehicle speed is 1~down control process J
! 11 to 7 (1G >, solenoid valves S1, S2
, output $4 (707), and then return to (702).

Section 1 of FIG. 7 explains the operation of the electronic control device according to the second embodiment of the present invention.

In this embodiment, a steering wheel turning angle sensor 9 is provided in place of the sensor 9 in the first embodiment, the starter key is set to 0NL (801), the shift 1 to lever 1 position is 1J''501, and the vehicle speed is Ron 1no!i0.
2, from Sloramiru Monmaro 503 to Hinza Shin 8 manually (802), then shift I lever line 401, vehicle speed, shift 1 to shift lever 802), the control circuit changes gears and [
J travel is determined, and the automatic transmission gear change control processing is performed (803). Furthermore, it is determined whether or not there is a turn signal activation signal (804), and if NO, the solenoid valves S1, S2, and S4 are activated. output to 807 ), y 1
．． ES If S, determine whether the steering angle is large or small 805), If No, output to solenoid valves S1, S2, S4 807), YES
In this case, if the steering angle is J, the downshift control process should be performed to the next lower gear as long as the middle speed is ♂ 1 - 806.
), solenoid valves S1, S2, S4 are turned off JL, (
807) Then return.

[Brief explanation of the drawing]

Fig. 1 shows the flowcharts of a conventional electronically controlled automatic transmission control system for vehicles, and Fig. 2 shows a hydraulic torque inverter and 3! ? FIG. 3 is a schematic skeletal diagram showing an example of an automatic transmission for a vehicle in which a star-gear transmission mechanism is combined, and FIG. The hydraulic circuit diagram, FIG.
Figure 5 shows the electronically controlled automatic transmission for vehicles of the present invention (70-zip-l-1 of the first embodiment of the control device); Figure 6 shows the electronically controlled automatic transmission for vehicles of the present invention. Flowchart of Second Embodiment of Control Device for Transmission] to FIG. There is. In the figure 10...1 ~ Lux converter 20...A-
Hard drive mechanism 30... Planetary Yamanaka transmission mechanism Sl
, S2, S3, S4... Solenoid valve 500...
・Electronic control device! I01...Sif 1~Leva 1st UaI
? 502... Vehicle speed 503... Throttle control 504... Turn signal activation signal Kenji Ishiguro Fig. 5 Fig. 6 Fig. 7

Claims (1)

[Claims] 1) Electronic control of at least vehicle driving conditions such as vehicle speed, speed, direction indicator activation signals, etc. by human power.
A control device for an electronically controlled automatic transmission for a vehicle, which is comprised of a hydraulic control device controlled by the electronic control device and a hydraulic control device that changes gears of the automatic transmission, is controlled by the electronic control device. A control device for an electronically controlled automatic transmission for a vehicle, which is characterized by shifting the gear position of the vehicle from 1 to down to a lower gear position. An electronic control system for a vehicle comprising an electronic control device that inputs at least vehicle driving conditions such as an operating signal and a steering angle, and a hydraulic control device that is controlled by the electronic control device and changes gears of an automatic transmission. A control device for an automatic transmission, characterized in that the gear of the automatic transmission is downshifted to a lower gear based on an activation signal of a direction indicator and a turning angle of a steering wheel. Control device for automatic transmission.