CN1003360B - Automatic transmission control system - Google Patents
Automatic transmission control system Download PDFInfo
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- CN1003360B CN1003360B CN85107050.7A CN85107050A CN1003360B CN 1003360 B CN1003360 B CN 1003360B CN 85107050 A CN85107050 A CN 85107050A CN 1003360 B CN1003360 B CN 1003360B
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Abstract
An automatic mechanical transmission (10) is preferably configured to the present invention which acts as an improved control system for an automatic transmission. The improved control system comprises a controller which can select motion (drive) modes and is suitable for driving vehicles in an off-road motion state and other high-resistance motion states. Under the off-road motion mode, a central processing unit (30) produces an upshifting command according to the distribution pattern of upshifting points. If the speed of an output shaft and the position of a gasoline throttle are constant, with the upshifting, the output power of an engine (12) at least equals to the output power of the engine before the upshifting.
Description
The present invention relates to a kind of automatic power driving device (for example automated mechanical transmission) and used control system thereof that can guarantee numerous gear reduction ratios.Present invention is specifically related to and be applicable to the vehicle control system that engine throttle control and automatic transmission with hydraulic torque converter are housed, be there according to measure and/or calculate parameter (such as the output shaft speed of vehicle or change speed gear box, input shaft or engine speed, class parameters such as throttle position) make and carry out that gear is selected and the gear shift judgement.More particularly, the present invention relates to a kind of automatic transmission control system, its operating mode can be selected by chaufeur, high resistant is moved, only in selected throttle position, for example, under throttle position at that time, when equaling gear shift front engine horsepower output at least after the gear shift of requirement engine output, just upshift is to the higher gear that travels.
With regard to prior art, adopting the automation type of non-friction (rigidity) power-transfer clutch and adopting this automatic transmission with hydraulic torque converter of two types of planetary gear type of friction clutch has been well-known, and its used control system also is like this.The electronic control system that is used for automatic transmission with hydraulic torque converter, its gear select and the gear shift judgement be measure according to some and/or calculate parameter make, these parameters have such as the speed of a motor vehicle, engine speed, vehicle speed variation rate, the engine speed rate of change, throttle position, throttle position rate of change, throttle high-fall (being gear down), stop mechanism activates, engaging speed ratio or the like at that time all is that prior art is known, and this class is used for the automatic transmission control system example of vehicle, can learn by consulting following american documentation literature: 4,361,060; 4,073,203; 4,253,348; 4,038,889; 4,226,295; 3,776,048; 4,208,929; 4,039,061; 3,974,720 and 3,942,293-combines the whole circumstances thus.
Though above-cited automatic transmission control system and similar system, by selecting a desirable speed ratio to control automatic transmission with hydraulic torque converter is actv.: this moment is by taking into account detected parameter, order is suspended on the gear of selected * speed ratio then, makes its fuel-economizing and/or vehicle performance be tending towards best; But this control system can not be entirely satisfactory: decide program if be used to produce giving of one or more shift patterns (being also referred to as the shift point distribution graph usually), then be to take all factors into consideration fuel efficiency control and desirable vehicle performance manipulation at the most only, and fail to be provided for cross-country high rolling resistance trailer reversing with optional automatic mode and/or fail to provide the shift pattern of cross-country service mode to chaufeur, to guarantee concerning certain given throttle position this moment, behind the shift to a higher gear (acceleration), engine output should equal the engine output before the shift to a higher gear at least.
According to of the present invention, can overcome or make that the shortcoming of prior art is contracted to minimum level: control system provided by the present invention, preferably an electronics and/or based on the control system of microprocessor, be used for automatic transmission with hydraulic torque converter, for example during automated mechanical transmission, make wherein and carry out that gear is selected and the basis of gear shift judgement is the parameter that measures and/or calculate.These parameters have engine speed, the output shaft speed of change speed gear box, and throttle position, and will make chaufeur can discern selected high resistant vehicle operating condition by the shift pattern that its giving of forming is decided program and provided, and revise the shift pattern that has produced, thereby provide the best vehicle performance under this condition of service.
Above-mentioned task realizes by a control system of speed variator is provided, this system comprises a central process unit, in order to produce each P PARK Position P figure of change-speed box based on engine speed that detects or calculate and throttle position, and aspect shift pattern, at least thereon the engage a gear line of shift to a higher gear all is appointment, concludes chaufeur because vehicle operating requires to move with automated manner in high-impedance state changes according to treater.
The applicant measured: be under the high resistant moving condition at vehicle: for example, heavy vehicle load, in climbing, under condition like that such as in sand or the mud, suitable operation requirements is adjusted the position to a given throttle, makes its engine output behind shift to a higher gear the same big with engine output before the shift to a higher gear at least.Therefore, in optional high resistant (" cross-country ") operation scheme, treater is to the output shaft speed (being the speed of a motor vehicle) of certain detected throttle position and change speed gear box, only when engine speed is in the engine output that makes engine output be less than or equal to next higher speed ratio, and be to adjust under the output shaft speed situation of position and change speed gear box at same throttle, just order shift to a higher gear.
Treater also can provide other method, for example adopt the formula look-up table to determine engine power output under same throttle position and the next higher speed output shaft speed in comparing, if when the horsepower output measured equals engine output before the shift to a higher gear at least, just order shift to a higher gear.
Like this, under optionally high resistant or the cross-country service mode, unless start function the next one than high transmission ratio in, with identical throttle position towing vehicle load, otherwise change-speed box is a shift to a higher gear not.
Therefore, one object of the present invention is to provide a kind of novelty and improved control system that is used for automatic transmission with hydraulic torque converter, this system can detect the selected cross-country or high resistant travel condition of vehicle of chaufeur, and can correspondingly change consequent shift pattern.
Another object of the present invention be to provide a kind of improved have the automatic transmission with hydraulic torque converter control of the selectable cross-country or high resistant operation scheme of chaufeur and also have only when driving engine under output shaft speed and throttle position at that time, have one under than the high transmission ratio situation when equaling its horsepower output that engaged speed ratio at that time at least at the next one, change-speed box could shift to a higher gear.
Above-mentioned purpose of the present invention and other purpose and advantage thereof can be read the explanation to most preferred embodiment in conjunction with the accompanying drawings, can see clearlyer.
Now as follows to Brief Description Of Drawings:
Fig. 1 is explanation its parts of automated mechanical transmission control system of the present invention and the scheme drawing that connects each other.
Fig. 2 is a table, and a representative type automated mechanical transmission is described, is under the gear at its multiple transmitting ratio, and its drive shaft speed is with respect to the ratio of the output shaft speed of speed change phase.
Fig. 3 is a kind of graphical representation, is commonly referred to a width of cloth " engine combustion figure " of a typical Throttle Opening Control diesel motor, and engine output and engine speed under different fuel degree of utilization (throttle position) are described.
Fig. 4 is the engine fuel figure that a width of cloth is similar to Fig. 3, is decorated with shift to a higher gear and shift to a lower speed distributing line when travelling on the highway on it, also is decorated with shift to a higher gear distribution graph when cross-country.
The most preferred embodiment of explanation invention now.
Fig. 1 illustrates an automatic multi-speed gear box 10 briefly, and by the driving engine 12 of a table oil gate control, for example a well-known diesel motor drives by master friction clutch 14.The output of automatic transmission with hydraulic torque converter 10 is output shafts 16, and axle 16 is applicable to and drives connected corresponding vehicle parts, the diff of axle drive shaft for example, parts as be known in the art like that such as part-time case.Above-mentioned power train part all will be subjected to the effect and the supervision of some devices, and its each device will describe in detail below one by one.These devices comprise that a throttle position or accelerator open degree monitoring component 18 are used to detect the position of controlled vehicle accelerator controller or other petroleum economizer; An engine speed sensor 20 is used for the rotating speed of detection of engine; A clutch controller 22 is used for connecting or holdback clutch 14; A transmission input speed sensor 24; A gearbox controller 26 makes and can shift on the selected transmitting ratio effectively to change-speed box 10; Also has an output shaft of gear-box speed sensor 28.
Above-mentioned each device provides information and/or receives order from central process unit to central process unit 30.Central process unit 30 can comprise that simulation and/or digital and electronic calculate and decision circuit, and they are preferably based on microprocessor, and their peculiar setup and structure are not to be component part of the present invention.Central process unit also receives the information from gear shift control assembly 32, and the selectable vehicle operating mode of chaufeur has thus: reverse gear (R), neutral gear (N), highway are advanced (D) or the cross-country (D that advances
i).For providing selectable location D with another kind of method
1, can be equipped with an independent highway/cross-country select switch.A power supply (not shown) is or/and charging fluid source (not shown) provides electric power and/or aerodynamic force for various detections, operation and/or processing equipment.The above-mentioned type power train part and control system thereof are well known in the prior art, and the american documentation literature 3,776,048 by carrying above the reference; 4,038,889; 4,226,295 and 4,361,060 just can be understood in more detail.
As everyone knows, the direct input that receives of central process unit 30 has: represent throttle position at that time from sensor 18; Represent engine speed at that time from sensor 20; Represent transmission input speed at that time from sensor 24; Represent speed change degree output shaft speed at that time from sensor 28 and expression by vehicle control device or the selected operation scheme of chaufeur from sensor 32.Except that these were directly imported, central process unit 30 was also configurable: to carrying out the circuit of differential from the incoming signal of sensor 20, so that the calculating signal of an expression engine acceleration is provided; Be used for the discriminator of comparison, engaged speed ratio at that time so that calculate certain from the incoming signal of sensor 24 and 28; Be used for to engaging speed ratio and the circuit arrangement that compares from the signal of sensor 28 at that time, so that certain calculation engine speed to be provided; Also be useful on detecting device high-fall to throttle or that ejected position detects.Central process unit also comprises a memory device, be used to store certain input and/or calculate information; Remove the device of memory device, prepare against when giving the material incident and use.In addition, central process unit can comprise a timer device, and for example the cond with the known speed decay also can be put " zero " when giving the material incident, gives fixed time gap to measure one.Being used to the private circuit of above-mentioned functions is provided is that prior art is known, and the example then can be joined the american documentation literature of carrying above examining 4,361,060, just can understand.
Certainly, supposing the system locking (master clutch is non-slip), then drive shaft speed and engine speed equate.In addition, when incoming signal is represented driving engine (or input shaft) speed, the output shaft speed of change speed gear box and engaged any two signals in the transmitting ratio at that time just can make treater can detect and/or calculate all these three parameters.Moreover, suppose a known transmission system, then output shaft speed can be represented car speed and vice versa.
Be configured in memory devices in the central process unit 30 and can store direction (being shift to a higher gear or shift to a lower speed) such as last gear shift, throttle position, throttle position rate of change, suchlike information such as car speed.When particular event occurring, exceed to give as driving engine or the speed of a motor vehicle and decide the limit, throttle wide, controller throttle are adjusted the position and are exceeded to give and decides the limit, and when gear shift etc. took place, this memory device can be put " zero ".
A purposes of central process unit be according to a program and at that time or institute's stored parameter select best transmitting ratio, change-speed box should be when this transmitting ratio with regard to action and order speed change to shift into where necessary according at that time and/or stored information and on the selected best transmitting ratio.
It is the shift point distribution graph that a main purpose of central process unit program or logic rules is to produce a shift pattern as shown in Figure 4.Whether will be determined by the shift point distribution graph that central process unit produced: whether change-speed box will maintain engaged on the transmitting ratio at that time, shift to a higher gear to the high speed ratio of the next one, still want shift to a lower speed to next than the low speed ratio.The shift point distribution graph by one at that time or giving of working of stored information decide program and determine, and normally obtaining to provide between operation that maximum fuel efficiency may speed ratio and the operation that makes vehicle acquisition best effort characteristic transmitting ratio one to take all factors into consideration to come the shift point distribution graph is made one's options.The shift point distribution graph that explains through diagrams shown in Figure 4 is the throttle position (percentage of often also representing maximum throttle position) of expression fuel utilization and a function of engine speed.Direct detection of engine speed, or calculation engine speed preferably, promptly calculate and be equivalent to the engine speed under the transmission system lock-out state and be that to multiply by speed ratio by output shaft of gear-box speed determined, just as be known in the art, engine speed is a unmodified in gear shift moment.
Certainly, other detection or the supervision speed that calculates, such as drive shaft speed, the output shaft speed of change speed gear box, class speed such as car speed can replace the engine speed in the shift point distribution graph shown in Figure 4.
Automatic transmission with hydraulic torque converter 10 preferably belongs to the automation type.Fig. 2 is illustrated in 1 representative type to have in the automatic transmission with hydraulic torque converter of one or two reverse gear of 16 D Drives, and drive shaft speed is to the ratio of the output shaft speed of change speed gear box.Differential percent 20(20% that all is approximately equal to of D Drive wherein).For the purpose of explanation, all D Drives are differential, i.e. speed ratio variation is all regarded as equal.Therefore, during shift to a higher gear (shifting into very high transmission ratio of the next one), for keeping an equal speed of a motor vehicle (i.e. constant output shaft speed), the drive shaft speed behind the shift to a higher gear (engine speed) is than little percent 20(20% of shift to a higher gear precontract).Certainly, suppose that the speed of a motor vehicle is constant, then because shift to a lower speed is about to shelves changes to the next one than low speed than last, engine speed will increase about percent 20(20%).
Press this paper word, the transmitting ratio of " higher " is meant that one has drive shaft speed to the output shaft speed of the change speed gear box transmitting ratio than low ratio.For example, the 10th grade is higher than the 9th grade, then from the 9th grade change to the 10th grade be exactly shift to a higher gear.
As everyone knows, to a specific combustion engine, for example be used for the controlling diesel engine that is subjected on the heavy-duty truck, each fuel Occupation coefficient (being determined by throttle position) all has an engine speed (to use the revolution of per minute usually, or " RPM " represents), or engine speed range, driving engine fuel efficiency at this moment is the highest.The running state of this optimal fuel efficient is represented by A-A line on Fig. 3.The rotative speed of driving engine 12 during with power-transfer clutch 14 full engagements is recently to be determined by the speed of a motor vehicle and the power drive system transmission that engaged, in the power drive system that in Fig. 1, schematically shows, it is variable having only transmission ratio, and the increment with regulation can make things convenient for and conversion selectively usually.
Fig. 3 represents a width of cloth " engine fuel figure " of an exemplary diesel engine speed limit to 2100 rev/min.With the engine output (brake horse power) of figure explanation under various engine speeds and specific consumption of fuel.Line 40,42,44,46,48,50 and 52 approximately respectively are equivalent to 30%, 40%, 50%, 60%, the constant fuel consumption rate of 70%, 80% and 90% constant throttle position, line 54 is equivalent to 100% or the maximum throttle position.Line 56 is then represented the governor performance sloping portion of fuel map.
In brief, as in common knowledge in the prior art, under above-mentioned speed governing situation, along with engine revolution/minute increase, the fuel of supply engine is restricted, and causes that engine output descends.As seen, concerning each constant fuel utilization, under given engine speed (line A-A), engine output is maximum, and except that the maximum output power engine speed, horsepower output increases with engine speed and reduces.
Fig. 4 is the engine fuel figure that a width of cloth is similar to Fig. 3, is decorated with a road travel shift to a higher gear distributing line HU on it, a road travel shift to a lower speed distributing line HD and a cross-country service shift to a higher gear distributing line OHU.Concerning Fig. 4, suppose all transmitting ratios of change-speed box 10 differential be equate or equate substantially, then concerning each transmitting ratio, just do not need independent shift to a higher gear and/or shift to a lower speed distribution graph.Certainly, a simple shift point distribution graph can be used for whole transmitting ratios of a change-speed box, or each was engaged transmitting ratio at that time, can produce an independent gear shift distribution graph.Usually, the transmitting ratio between gear is differential big more, need be applicable to more that then each engaged the independent shift point distribution graph of transmitting ratio at that time.
Promptly by the running state of highway, when just vehicle was in the state of kinematic motion of lower drag, " highway " of chaufeur selection advancing operation i.e. " D " mode to highway.Brief, as the road travel state that has selected, in the spacing range of demarcating with shift to a lower speed line HD and shift to a higher gear line HU, do not need gear shift, on operating in shift to a higher gear line HU or the running state on its right, then require shift to a higher gear to the high transmission ratio of the next one, when be in that shift to a lower speed line HD goes up or its left area in running state the time, then need shift to a lower speed to next than the underneath drive ratio.
In order to reach maximum combustion efficient, change-speed box is gear shift as quickly as possible at every turn, and the speed of keeping driving engine makes it as far as possible near maximum fuel efficiency line A-A.This purpose can realize by following approach: make shift to a higher gear line HU and shift to a lower speed line HD approaching as far as possible, can keep simultaneously the hysteresis phenomenon of a minimum at least, fluctuate for its corresponding speed of appropriate speed ratio that reaches maximum fuel efficiency line A-A avoiding.
Another relates to the problem of selecting desirable transmitting ratio is vehicle performance when producing the shift point distribution graph.Vehicle performance may be defined as: quicken to avoid simultaneously gear shift up and down excessively continually with a given speed at least, promptly avoid the ability of unnecessary gear shift.Usually, best vehicle performance requriements: shift to a higher gear line and shift to a lower speed line place on optimal fuel efficient line A-A position far away.
People may know that the maximal efficiency of fuel-economizing and vehicle usually is a contradiction to greatest extent.Therefore, the position of shift to a higher gear and shift to a lower speed line HU and HD is an optimal compromise position of managing to reach between fuel efficiency and the vehicle performance in the shift point distribution graph.Because the relative importance of fuel efficiency and vehicle performance is different in different running statees, so by central process unit 30 according to a program when determining action at that time and/or under the canned data condition, shift to a higher gear and shift to a lower speed line preferably are not static but dynamic.Dynamic mobile gear shift line is known, and what mention in the above number is to have done more detailed argumentation in 4,361,060 the U.S. Patent application.Generally, the gear shift line according at that time and/or canned data and mobile, these information have: last time gear shift direction, vehicle acceleration, engine acceleration, throttle position rate of change, vehicle brake action or the like.
Understand so a bit very important: the shift point distribution graph is decided on throttle position and engine speed.Except selecting " reverse gear " of vehicle operating by handling finder (shifter bar) 32, outside one grade of " neutral gear " or various progression, chaufeur only is that he is to Das Gaspedal or depend on the circumstances to the manipulation of other fuel control units to the input of change-speed box.Therefore, by adjusting the gear shift distribution graph and partly should scheming according to the throttle position correction, if determined the optimum speed ratio that change-speed box will be handled, then the wish of chaufeur just is responsible for finishing by central process unit.
At this used " throttle " this term, be meant a kind of like this device or mechanism: the vehicle driver can express the fuel quantity that he wishes supply engine whereby.Usually, chaufeur can be selected to close throttle from the 0%(of maximum fuel supply) to the 100%(standard-sized sheet or say and set up in a wide range throttle) any fuel supply.The actual controlled device can be a carburetter, suchlike device such as fuel injector and oil spout frame.Be subjected to the throttle position of governor domination to determine the fuel Occupation coefficient, as press this paper word, mean the selection of chaufeur to the supply engine ideal fuels: a percentage with the maximum fuel supply is recently represented.One " maximum-minimum " or automatic type regulating control on the goods carrying vehicle diesel engine are representational.
When highway gear shift distribution graph HD and HU have been done to move according to certain logic rules by central process unit 30, it is compromise when very desirable to optimal dynamic between fuel efficiency and the vehicle performance is provided, then highway shift to a higher gear distribution graph is not very suitable just to some overland vehicle running state.When vehicle operating under certain high-impedance state: for example slope (gradient surpass 15%), the heavy-duty vehicle load moves in sand, mud, snow etc., then may cause undesirable travel condition of vehicle according to HU distribution graph shift to a higher gear.
When vehicle operating under some high-impedance state, if the result of shift to a higher gear make engine output new when engaging transmitting ratio less than the engine output before the shift to a higher gear, then big inertia of vehicle can make it slow down soon and/or make engine overload flame-out.
For improving the problem of this respect, can select cross-country service mode (D by chaufeur
1).In the cross-country service mode, shift to a higher gear is to carry out according to the line OHU that the cross-country shift to a higher gear shift point that can see among Fig. 4 is formed, this cross-country shift to a higher gear line OHU selects like this, make that (promptly equaling at that time at engine speed, engine speed multiply by next than the ratio of drive shaft speed under the high transmission ratio to the output shaft speed of change speed gear box after engaging the transmitting ratio shift to a higher gear at that time, divided by the ratio of drive shaft speed under the transmitting ratio at that time) to the output shaft speed of change speed gear box, car speed (being that output shaft speed is constant) at that time and at that time the engine output under the throttle position (being that the fuel Occupation coefficient is constant) be equal to or greater than engine output at that time, preferably big at least percent 10(10%).
As an example, referring to Fig. 4, suppose to operate under the 14th transmitting ratio of throttle 60% aperture (fuel Occupation coefficient line 46), when then shift to a higher gear can appear at engine speed and is 130 brake horse powers near 2250 rev/mins and engine output, suppose that car speed and throttle position are constant, behind shift to a higher gear, promptly the engine speed under the 15th transmitting ratio will for:
(2250 rev/mins) * the 15th transmitting ratio/the 14th transmitting ratio
Promptly
2250 rev/mins * (1.00/1.2)
Promptly
1875 rev/mins
As seen in Fig., be under 1875 rev/mins the situation at throttle 60% and engine speed, engine output will be near 162 brake horse powers, thereby guarantee that driving engine will make vehicle continue to run after hanging a top grade under the constant situation of throttle position.Even the supposition vehicle is in gearshift procedure, and speed is slow 10%, and promptly behind the shift to a higher gear, when engine speed approximated 1690 rev/mins greatly, then the engine output behind the shift to a higher gear was approximately equal to 165 brake horse powers.
Cross-country shift to a higher gear distribution graph OHU can select like this: suppose that the speed of a motor vehicle and throttle position are constant, make engine output exceed a given percentum (preferably surpassing 10% at least) at the engine output of hanging a high-grade back when engaging transmitting ratio at that time, " cross-country " shift to a higher gear distribution graph OHU also can select like this: make constant the making simultaneously of throttle position hang between the high working days speed of a motor vehicle given value (this value preferably is at least 10%) that descends, hang the engine output at that time that engine output after high one grade equals to engage at that time transmitting ratio at least.
On the other hand, be that chaufeur is selected D under the cross-country service mode
1During mode, can be amended as follows control simply: unless next the same big with engine output before the shift to a higher gear at least than the engine output under the high transmission ratio (seeing line 54 and 56) under output shaft speed at that time and throttle wide situation, otherwise do not order shift to a higher gear.As an example, supposing that transmitting ratio is differential is 20%, because when engine speed is 2200 rev/mins, maximum power output is approximately 215 brake horse powers, and is 1850 rev/mins at engine speed, and shift to a higher gear is to next constant than the output shaft speed of high transmission ratio and change speed gear box, during throttle wide, engine output is approximately 225 brake horse powers, so be that any shift to a higher gear all allows under 2200 rev/mins of situations at engine speed.
Be understood that cross-country shift to a higher gear distribution graph OHU can produce by the logic rules that combination proposes above.
Therefore, under the selected cross-country service mode of chaufeur, unless shift to a higher gear distribution graph OHU guaranteed the next one than the high transmission ratio situation under, with identical or be not more than maximum throttle and adjust the position, start the function powered vehicle, otherwise, do not carry out shift to a higher gear.
Operation under the high-drag state also can require with a lower speed ratio starting.Generally, for " D " mode, vehicle is the 5th grade of starting, and at " D
1" this vehicle will be the 1st grade of starting under the mode.
Clutch controller 22 preferably by central process unit control, as american documentation literature 4,081, described in 065, can engage with master clutch and separate, and mentions for reference at this.Change-speed box 10 can comprise synchronous device, for example mentions american documentation literature for reference 3,478 at this, an accelerometer and/or the stop mechanism described in 851.As mention american documentation literature for reference 3,105 at this, the change-speed box 10 that belongs to two tween drive shaft types shown in 395 is best, but dispensable.
Though proposed characteristic of the present invention in front in more detail, must think not break away from the present invention's described spirit and scope of claim in the back that it is possible doing different changes.
Claims (8)
1, a kind of automatic transmission control system, has an engine throttle control (12), the controller of a control node flow control device (18), with a plurality of transmitting ratios combinations of a change-speed box (10)-have, can be selectively between an input shaft and a transmission output shaft (16), engage, described input shaft and described driving engine are by being operatively connected, described transmission system comprises a message handler (30), it has the device that receives a plurality of incoming signals, these signals comprise that (1) shows an incoming signal (18) of described accelerator control device position, (2) incoming signal (28) of the output shaft rotating speed of an incoming signal (20) of the described engine speed of expression and the described change speed gear box of (3) expression, described treater comprises the device by a described incoming signal of routine processes, to the given incoming signal of each group, can produce a predetermined transmitting ratio output signal (26), promptly, described transmission system is to carry out work according to described program with the device relevant with described change-speed box, so that according to the joint of finishing one of described transmitting ratio from the described output signal of described treater, this automatic transmission with hydraulic torque converter system is characterised in that:
By the selecting arrangement (32) of vehicle driver operation, it is irrelevant with the throttle of vehicle, at least two kinds of pattern (D that can make chaufeur advance and move from vehicle
1, D
2) one of select the operation of vehicle and provide the expression controller to select vehicle operation (have at least the two kinds optional) mode (D that advances
2, D
1) one of incoming signal, described program as described optional one of operation scheme of advancing, should guarantee to be in that engine output is not more than is next during than the calculation engine power under the high transmission ratio at engine speed, just make described change-speed box shift to a higher gear to next than on the high transmission ratio, and described calculation engine horsepower output, be constant, obtain by engine combustion figure under the transmission output shaft speed unmodified condition in the supposition throttle position.
2, by the improvement system of claim 1, it is characterized in that described engine throttle control is a diesel engine, have a combustion control device,, reduce fuel supply driving engine so that when engine speed surpasses certain given value.
3, press the improvement system of claim 1, it is characterized in that the described program that is used for described optional one of operation scheme of advancing, only being at engine speed makes engine output at least than the little given percentum of engine output under the next higher speed ratio, and be under the output shaft speed situation of throttle position and change speed gear box at that time, just produce the output signal that makes described change-speed box shift to a higher gear.
4,, it is characterized in that described predetermined percentage is at least percent 10 by the improvement system of claim 3.
5, press the improvement system of claim 2, it is characterized in that the described program that is used for described optional one of operation scheme of advancing, only engine speed be in make engine output at least than the next one than the little given percentum of the horsepower output under the high transmission ratio, and under the output shaft speed situation of throttle position and change speed gear box at that time, just produce the output signal that makes described change-speed box shift to a higher gear.
6,, it is characterized in that described predetermined percentage is at least percent 9 by the improvement system of claim 5.
7, press the improvement system of claim 1, it is characterized in that the described program that is used for described optional one of operation scheme of advancing, only engine speed be in make next higher speed than under engine output horsepower output was the same when big at that time with driving engine at least, produce the output signal that makes described change-speed box shift to a higher gear in throttle position at that time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN85107050.7A CN1003360B (en) | 1985-09-26 | 1985-09-26 | Automatic transmission control system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN85107050.7A CN1003360B (en) | 1985-09-26 | 1985-09-26 | Automatic transmission control system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN85107050A CN85107050A (en) | 1987-04-08 |
| CN1003360B true CN1003360B (en) | 1989-02-22 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN85107050.7A Expired CN1003360B (en) | 1985-09-26 | 1985-09-26 | Automatic transmission control system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN1003360B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101445102A (en) * | 2007-11-30 | 2009-06-03 | 卡特彼勒公司 | Power train control system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013012782A1 (en) * | 2013-07-31 | 2015-02-05 | Volkswagen Aktiengesellschaft | Method for controlling and / or regulating a two-stage reduction gear of a motor vehicle |
-
1985
- 1985-09-26 CN CN85107050.7A patent/CN1003360B/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101445102A (en) * | 2007-11-30 | 2009-06-03 | 卡特彼勒公司 | Power train control system |
| CN101445102B (en) * | 2007-11-30 | 2014-10-29 | 卡特彼勒公司 | Power train control system |
Also Published As
| Publication number | Publication date |
|---|---|
| CN85107050A (en) | 1987-04-08 |
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