GB2036894A - Shift control device for an automatic transmission - Google Patents
Shift control device for an automatic transmission Download PDFInfo
- Publication number
- GB2036894A GB2036894A GB7929605A GB7929605A GB2036894A GB 2036894 A GB2036894 A GB 2036894A GB 7929605 A GB7929605 A GB 7929605A GB 7929605 A GB7929605 A GB 7929605A GB 2036894 A GB2036894 A GB 2036894A
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- United Kingdom
- Prior art keywords
- shift
- oil
- pressure
- valve
- oil pressure
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
- F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
- F16H2061/0255—Solenoid valve using PWM or duty-cycle control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0485—Smoothing ratio shift during range shift from neutral (N) to reverse (R)
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H2061/0488—Smoothing ratio shift during range shift from neutral (N) to drive (D)
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Control Of Transmission Device (AREA)
Abstract
A shift control for an automatic transmission with means to minimize shock during shifts comprises a control circuit having means generating an electric signal according to the running condition of a vehicle, e.g. vehicle speed and engine throttle opening, and controlling logic means generating outputs to select each gear, and means controlling pressure oil supply to the servo unit 12, 19, 24, 25, 26, 27 of each gear. The logic means governs a solenoid valve 320 controlling 1-2 and 3-4 shift valves 220, 250; a solenoid valve 310 controlling 2-3 shift valve 230, and a solenoid valve 300 controlling a shift transition valve 260. When a selector 210 is positioned for forward drive closure of the valve 300 causes build up of pressure in a chamber 263 to displace the valve 260 and thereby regulate the pressure in a chamber 264, this regulated pressure acting through a restriction 266 on the opposite end of the valve. When reverse is selected pressure fluid passes from a passage 107 to a reverse clutch servo 25 through a flow control valve 330, pressure being controlled by a connection to a chamber 265 of the valve 260. <IMAGE>
Description
SPECIFICATION
Shift control device for an automatic transmission
This unit is equipped with a solenoid valve which installed on an oil passage and exhausts the oil pressure of the oil passage at certain frequency in accordance with the,output of an electric control circuit, and with a shift transition control valve having two independent oil chambers in which the oil pressures supplied to hydraulic servoes at forward and backward drives respectively are adjusted by, together with it controlled by said solenoid valve.Shift valves are installed between the shift transition control valve and hydraulic servoes and the oil pressure adjusted by the shift transition control valve is supplied to one of oil pressure servoes appointed through each shift valve during the interval from the start to the completion of shift, while the oil pressure supplied to the hydraulic servo is changed to line pressure after the shift is completed. The timing function always required for clutch to clutch shifts is controlled by the timing device composed of a pressure hold valve and a flow control valve.
The present invention relates to a shift control device for an automatic transmission for automobiles where the electric control system is used and, more in detail, a shift control device for an automatic transmission, whereby good timing of operation of hydraulic servo at shift is obtained and prevention of undesirable shock at the shift is possible.
At an automatic transmission with a torque converter, simultaneously with the performance of the hydraulic pressure adjustment in accordance with each gear stage by installing a variety of valves on a hydraulic circuit, car hydraulic pressure modulation due to speed and throttle opening is performed as shock control method at shifts and an accumulator is further equipped for the purpose of oil pressure adjustment at a transition stage from the start to the completion of shift. However, the pressure schedule controlled by the accumulator is limited, the optimum hydraulic adjustment is not obtained for the shock prevention for whole operation range, and a controller equipped with a number of accumulators and valves makes a hydraulic circuit complicated.On this account, as disclosed in USP 4,031,782 and so on, a controller for an automatic transmission equipping with a shock control device of electronic control system has been provided. Said shock control device is made simple for hydraulic circuit by the method where car speed, change in the torque of an output shaft and so on are detected electrically and hydraulic adjustment is performed by the operation of opening or closing of a solenoid valve installed on the appointed position of a hydraulic circuit so that the hydraulic oil may be exhausted. However, in the controller for an automatic transmission equipping with said shock control device in the prior art, any consideration or countermeasure has not been performed concerning the malfunction generated at a hydraulic circuit due to valve sticking and so on.In addition to this, a controller where this system of hydraulic adjustment mechanism is adopted was made complicated for the hydraulic circuit and electric control circuit, because plural solenoid valves adjusting oil pressure are required at each shift of N-D shift by manual operation, and 1-2 shift, 2-3 shift, 3H shift by automatic operation, for example, at a 4-speed automatic transmission. Oil supply and exhaust are further required to be performed at proper timing for a clutch to clutch shift achieved by engaging and disengaging hydraulic servoes, through no one way clutch, for the prevention of undesirable shift shock, and a timing valve so far has been used for the adjustment of this timing and oil pressure control.The timing valve was, however, insufficient in these timing function for shock prevention especially at low speed shift or power-off shift.
An object of the present invention is to provide a controller for an automatic transmission with a shock control device preventable against malfunction due to valve sticking. A further object of the present invention is to provide a controller for an automatic transmission in which oil pressure supplied to hydraulic servoes at all shiftings is adjustable with a solenoid valve for oil pressure control, and simple hydraulic and electric control circuits are obtained.
A further and another object of the present invention is to provide a controller for an automatic transmission in which adjustment of timing of operation of hydraulic servoes at shift can be properly adjusted, engagement of a gear is smooth, and undesirable shift shock or cluck noise during light throttle or power-off shifts are positively preventable.
Fig. 1 is a skeleton diagram of the automatic transmission of four forward drives and one rearward drive controlled by a controller of the present invention;
Fig. 2 is an oil pressure circuit diagram of a hydraulic controller showing a preferred embodiment of basic concept of an controller for the automatic transmission of the present invention;
Fig. 3 is a block diagram of an electric controller of a controller for the automatic transmission controlling the hydraulic controller in Fig. 2;
Fig. 4 is a wave form diagram of output oil pressure of a preventive valve against shock;
Fig. 5 is an oil pressure circuit diagram of a hydraulic controller showing another embodiment;
Fig. 6 is a graph showing a change in oil pressure of a hydraulic servo at the hydraulic controller in
Fig. 5.
Fig. 1 is a skeleton diagram of an automatic hydraulic transmission of four foward drives and one backward drive with an overdrive device.
This automatic transmission is equipped with a torque convertor 1, an overdrive mechanism 2 and a speed change gear of three forward drives and one backward drive, and is made to be controlled by an oil pressure controller as shown in Fig. 2. The torque convertor 1 is a well known one including a pump 5, a turbine 6 and a stator i, the pump 5 is connected with a crank shaft 8 of an engine and the turbine 6 is connected to a turbine shaft 9. The turbine shaft 9 serves as an output shaft, which also becomes an input shaft of the overdrive mechanism 2, and is connected to a carrier 10 of a planetary gear. A planetary pinion 14 held by a carrier 10 in the possibility of rotation is engaged with a sun gear 11 and a ring gear 1 5.
A multiple disc clutch 12 and a one-way clutch 13 are installed between the sun gear 11 and the carrier 10, and moreover, a multiple disc brake 1 9 is installed between the sun gear 11 and a housing or overdrive case 1 Ibrincluding the overdrive mechanism 2.
A ring gear 1 5 of the overdrive mechanism 2 is connected to an input shaft 23 of the speed change gear 3. A multiple disc clutch 24 is installed between the input shaft 23 and an intermediate shaft 29, in addition to this, a multiple disc clutch 25 is installed between the input shaft 23 and an intermediate shaft 29, in addition to this, a multiple disc clutch 25 is installed between the input shaft 23 and a sun gear shaft 30. A multiple disc brake 26 is installed between the sun gear shaft and a transmission case 1 8. A sun gear 32 installed on a sun gear shaft 30 constitutes planetary gears of two rows, one of which is composed of a carrier 33, a planetary pinion 34 held by said carrier and a ring gear 35 engaging said pinion and the other is composed of another carrier 36, a planetary pinion 37, and a ring gear 38 engaging said pinion.A ring gear 35 at other planetary gears is connected with an intermediate shaft 29. In addition to this, the carrier 33 at this planetary gears is connected with a ring gear 38 at other planetary gears, and these carrier and ring gear are connected with an output shaft 39.
And a multiple disc brake 27 and a one-way clutch 28 are installed between a carrier 36 at said other planetary gears and a transmission case 1 8.
Such automatic and hydraulic transmission with an overdrive device forms a structure that engagement or disengagement of each clutch and brake is performed by oil pressure controller described in detail hereinbelow in accordance with engine output and vehicle speed, and speed change of four forward speed stages including an overdrive stage (O/D) or speed change of one rearward drive stage by manual change-over is performed.
Table 1 shows shift position and the operating conditions of the clutches and brakes.
Table I
Friction Clutch Clutch Clutch Brace Brake Brake One-way one-way engaging unit 12 24 25 19 26 27 clutch Clutch Shift position 18 28 Pardlng (P) 0 x x x x 0 Reverse (R) 0 x 0 x x 0 Lock Lock Neutral (N) 0 x x x x x 1st 0 0 x x x x Lock Lock D 2nd 0 0 x x 0 x Lock Lock Range 3rd 0 0 0 x x x Lock Lock 0.D x 0 0 0 x x Overrun Overrun 1st 0 0 x x x x Lock Lock 3 2nd 0 0 x x 0 x Lock Overrun Range 3rd 0 0 0 x x x Lock Overrun 2 1st 0 0 x x x x Lock Lock Range 2nd 0 0 x x 0 x Lock Overrun L Range 0 0 x x x 0 Lock Lock Wherein 0 shows that the clutch or brake is engaged and
X show that they are disengaged.
Fig. 2 is a diagram showing one embodiment of the oil pressure control circuit included in the oil pressure controller where the clutches and brakes 12, 19,24,25, 26 and 27 of the above-mentioned automatic transmission are operated selectively and at the same time, automatic or manual pressure regulation at speed change (referred to as shift hereinafter) is operated at the controller for an automatic transmission relating to the invention.
This oil pressure control circuit is composed of an oil reservoir 100, an oil pump 101, a pressure regulating valve 200, a manual shift valve 210, a 1-2 shift valve 220, a 2-3 shift valve 230, a 2-3 shift-auxiliary valve 240, a 3-4 shift valve 250, a shift transition control valve 260, a pressure regulating solenoid valve 300, a 2-3 solenoid valve 310, a 1-2 and 3-4 solenoid valve 320, a flow control valve 330, a relief valve 350 and the pressure hold valve 360 and flow control valve 340 of the present invention, and moreover oil passages connecting the interval between various valves.
The oil pump up by the oil pump 101 from the oil reservoir is fed to the oil passage 102 with it being regulated by the pressure regulating valve 200 to the appointed oil pressure.
The manual shift valve 210 is connected with a shift lever installed on a driver's seat and the speed change gear is shifted by the manual operation of the valve 210 to each position of P, R, N, D, 3, 2, L in accordance with the range of the shift lever.
When a shift lever is at the position N, an oil passage 102 is closed, and only the clutch 1 2 is engaged. When a shift lever is at the position D, the oil pasage 102 is connected to an oil passage 104; when the shift lever is at the positions of 3 and 2, the oil passage 102 is connected to the oil passages 103 and 104: when the shift lever is at the position L, the oil passage 102 is connected to the oil passages 103, 104, 105, and 106; when the shift lever is at the position R, the oil passage 102 is connected to the oil passages 103,105,106 and 107.
A pressure regul~ating solenoid valve 300 performs the operation of make-and-break at the appointed period by the pulse-shaped output at an electric control circuit mentioned later; when power to the solenoid valve 3GO is disconnected, oil pressure is allowed to generate in an oil passage 108 connected through an orifice 302 from the oil passage 102 by closing a hole 301; when the valve 300 is energized, oil pressure change of such pattern as shown in Fig. 4 is generated at the shift by exhausting the pressure oil in an oil passage 100 from an oil exhaust port 303 by opening the hole 301.
When power to the 2-3 speed shift solenoid valve 310 is disconnected, oil pressure is allowed to generate at an oil passage 109 connected through an orifice 312 from the oil passage 104 by closing a hole 311; when the solenoid valve 310 is energized, pressure oil in an oil passage 109 is exhausted from an oil exhaust port 313 by opening the hole 311.
When power to the 1-2 speed shift and 3- 4 speed shift solenoid valve 320 is disconnected, oil pressure is allowed to generate in an oil passage 110 connected through an orifice 322 from the oil passage 104 by closing a hole 321; when the solenoid valve is energized, pressure oil in the oil passage 110 is exhausted from the exhaust port 323 by opening the hole 321.
Table II shows the relation between the energized or deenergized mode of solenoid valves 310 and 320 and the respective shift condition.
Table Il
Shift Position N 1 2 3 4 Solenoid 310 X O O X X valve Solenoid 320 X O X 0 X valve Wherein 0 shows the energized mode and X shows the deenergized mode.
Ashifttransition control valve 260 has a spool 262 behind which a spring 261 is installed on one side, a hydraulic oil chamber 263 connected to an oil passage 108, the first pressure oil regulating
chamber 234, the second pressure oil regulating chamber 265, and the second hydraulic oil chamber 267, where the oil pressure of the first pressure oil regulating chamber was fed back through an orifice 266; tne valve 260 changes the oil pressure pattern generated in the hydraulic oil chamber 263 connected with the above-mentioned oil passage 108 at speed, shift into the position of the spool 262 moved by the oil pressure in said hydraulic oil chamber 263, the oil pressure in the second hydraulic oil
chamber 267 and the elastic force of a spring 261; at the forward drive, the valve 260 adjusts the opening area of an oil supply port connected to an oil passage 104 and an oil exhaust port and adjusts the oil pressure in an oil passage 111, in the first pressure oil regulating chamber 264; at the rearward drive, the valve 260 adjusts the opening area of an oil supply port connected with an oil passage 121 connected to an oil passage 107 through a flow control valve 330 and an oil exhaust port 271 and adjusts the oil pressure oftheoil passage 121,in the second pressure oil regulating chamber265; and the valve 260 makes the engagement of a clutch 25 and prevents the shock at the speed shift
In addition to this, the second hydraulic oil chamber 267 is not always indispensable to the present invention, but the regulating oil pressure pattern at the forward drive can be more positively controlled and the preventive effect against shock at the speed shift is raised, by feeding back the oil pressure in the first pressure regulating chamber 264 to the chamber 267.
A 2-3 speed shift valve has a spool 232 behind which a spring 231 is installed on one side; at the first speed and the second speed, as a solenoid valve 310 is energized and oil pressure is not generated in an oil passage 109, a spool 232 is set by a spring on the left side shown in the figure; at the third speed and the fourth speed, the solenoid valve 310 is deenergized, oil pressure is generated in the oil passage and an oil chamber 233, and the spool 232 is set on the right side shown in the figure.
A 1-2 speed shift valve 220 has a spool 222 behind which a spring 221 is installed on one side; at the first speed and the third speed, a solenoid valve is energized and oil pressure is not generated in an oil passage, so that a spool 222 is set by the spring 221 on the right side shown in the figure; at the second speed and the fourth speed, the solenoid valve 320 is deenergized, oil pressure is generated in the oil passage 110 and an oil chamber 223, and the spool 232 is set on the left side shown in the figure.
A 2-3 speed shift auxiliary valve 240 has a spool 242 behind which a spring 241 is installed; at the first speed and the second speed, oil pressure in an oil passage 102 is supplied to an oil chamber 243, and the spool 242 is set on the left side shown in the figure; at the third speed and the fourth speed, the oil pressure in an oil passage 1 22 connected with the oil passage 102 enters an oil chamber 244 and the spool 242 is fixed on the right side shown in the figure.
A 3-4 speed shift valve 250 has a spool 252 behind which a spring 251 is installed; at the first speed and the second speed, oil pressure is supplied to an oil chamber 253 from an oil passage 1 33 connected with the oil passage 102 and the spool 252 is fixed to the left side shown in the figure; at the third speed, the oil passage is connected with an oil passage 113 by the travelling of the spool 242 of the 2-3 speed shift auxiliary valve 240, and if a manual valve 210 is at the position D, the oil pressure of an oil chamber 253 is exhausted; at the fourth speed, the solenoid valve is deenergized, oil pressure is generated in the oil passage 110 and an oil chamber 254 and the spool 252 is set to the right side shown in the figure.
A pressure hold valve 360 has a spool 362 behind which a spring 361 is installed on one side, and is equipped with a pressure oil accumulating chamber connected to an oil passage 116 connecting with a 1-2 speed shift valve 220 and a brake 26 and with an oil chamber 364 connected with an oil passage 104.
A flow control valve 340 is equipped with an orifice 341 with a check valve and a small orifice 342; is connected with the 2-3 speed shift valve 230 through an oil passage 114 and is connected with the 1-2 shift valve 220 through an oil passage 115.
The action of the above-mentioned oil pressure circuit shall be described as follows.
At the position N of a manual valve, solenoid valves 300, 310 and 320 are deenergized, and the line pressure of the oil passage 102 engages a clutch 1 2 through oil passages 11 7 and 118. When the manual valve is manually shifted to the position D, at the first speed, pressure oil is supplied to a clutch 24 and the pressure hold valve 360 through the oil passage and the pressure suitable for smoothly engaging the clutch 24 is held for a constant hour until the pressure accumulation in an oil chamber 364.At a 1-2 speed shift, a solenoid valve 300 performs make-and-break operation at the appointed period for a constant hour, for example, two seconds and oil pressure in the oil chamber 263 changes as shown in Fig. 4; the pressure oil, the pressure of which was regulated in the first pressure oil regulating chamber 264 in accordance with this change in oil pressure, engages a brake 26 through oil passages 111,114 a flow control valve 340 of the present invention, oil passages 115, 11 6. In this case, the supply of pressure oil is performed quickly through both of an orifice 341 and orifice 342 of the flow control valve 340.Simultaneously with the engagement of'the brake 26, pressure accumulation is commenced in the pressure oil accumulating chamber 363 of the pressure hold valve 360 connected to the oil passage 116 and a spool 362 is transferred by a spring 361 and the oil pressure of an oil passage 116 to the right side shown in the figure.
At a 2-3 speed shift, firstly the solenoid valve 310 is deenergized, the spool 232 of the 2-3 speed shift valve is transferred to the right side shown in the figure, the oil passage 111 connects to an oil passage 119 and the oil passage 107. The 2-3 speed shift is the shift through no one-way clutch tc a clutch from a brake, and it is required to prevent the idling of gears and the shock at the speed shift that the engaging condition of the brake 26 is held for a constant hour until the commencement of engagement of a clutch.The area of the small orifice 342 of the flow control valve 340, the volume of the pressure oil accumulating chamber 363, the elastic modulus of the spring 361 is set to suit the shock relief at the speed shift, thus the disengagement of the brake 26 is performed by the process that the engaging condition is held by the small orifice 342 of the flow control valve 340 and the spring 361 and the oil pressure of the oil passage 104 at the pressure hold valve 360 for an optimum hour, for example, 0.5 sec; after that the solenoid valve is energized, the spool 222 of the 1-2 speed shift valve is shifted to the right side shown in the figure and the oil passage 11 6 connects with an oil exhaust port 224. A graph in Fig. 5 shows the change in the oil pressure of each oil pressure servo of a brake 26 and a clutch 25 at the 2-3 speed shift.
At the 2-3 speed shift, the spool 242 of the 2-3 speed shift auxiliary valve 240 is set to the left side shown in the figure, with the line pressure in the oil passage 102 being supplied to the oil chamber 243; the oil passage 11 9 engages the clutch 25, with the oil passage 119 being connected to the oil passage 120, and moreover the oil passage 102 engages the clutch 1 2 through the oil passage 118 together with the fixing of the spool 252 of the 3-4 speed shift valve 250 to the left side shown in the figure, with the oil passage 102 being connected to the oil passage 113 and 11 7. The regulated pressure becomes a line pressure with the rise of pressure when the 2-3 speed shift is completed, and at that time the spool 242 is allowed to travel to the right side shown in the figure by the oil pressure of the clutch 25 and the action of the spring 241. Hereby oil pressure is supplied to the oil chamber 244 from the oil passage 122, so that the spool 242 is fixed to the right side shown in the figure, the oil passage 11 9 connects with the oil passage 11 7 and the oil passage 11 3 connects with the oil passage 117 and the oil passage 11 3 connects with the oil passage 1 03. At the 3-4 speed shift, as the solenoid valve 320 is deenergized, a spool 254 of the 3-4 speed shift valve 250 is shifted to the right side in the figure, the clutch 12 is disengaged, with the oil passage 118 being connected to the oil exhaust port 255, and at the same time the oil passage 1 23 allows to perform the smooth engagement by supplying an oil brake 1 9 with oil pressure regulated in the first pressure oil regulating chamber 264 through the oil passages 11 7 and 119.
At the 4-3 speed shift, the action reverse to the above is performed, and at the 3-2 speed shift, the transmission is shifted down to the 2nd speed stage. With the solenoid valve 320 being deenergized and the solenoid valve 310 being energized and the rotations of an engine and a transmission are synchronized, with oil pressure being regulated by the shift transition control valve 260. Besides, the action reverse to the 1-2 speed shift is performed at the 2-1 speed shift.At the position 3 of the manual valve 210, the shift to the fourth speed stage is abstructed, as the spool 252 of the 3-4 speed shift valve 250 is fixed to the left side shown in the figure, with the line pressure being supplied to the oil chamber 253 through the oil passages 103 and 113, and at the position L of the manual valve 210, the shifts to the 2nd, 3rd and 4th speed stages are not generated, as the spool 232 is fixed to the left side shown in the figure, with the pressure oil is supplied by the oil passage 105 to the oil chamber 234 of the 2-3 speed shift valve.At the position R of the manual valve 210, oil pressure does not enter the oil passages 108 and 109 connected to the solenoid valves 310 and 320, because the pressure oil is not supplied to the oil passage 104, and moreover, oil pressure enters the oil passage 105 and the 2-3 shift valve is set to the left side shown in the figure.As to the oil pressure entering the oil passage 107, the one part enters the oil passage 122, while the other part enters the first piston of the clutch 25 through the oil passage 1 21, with the oil pressure being regulated in the second pressure oil regulating chamber 265 of the shift transition control valve 260 through the flow control valve 330 and the oil passage 121, and at the same time, smoothly engages the clutch 25 while entering the second piston of the clutch 25 through the oil passages 119 and 120. In addition to this, the oil passage 102 and 106 are connected each other, and the brake is engaged before the clutch is engaged.
In We Inti- next place, an electric control circuit performing the operation of the make-and break of the solenoid 300, 310 and 320 shall be described on the basis of one preferred example shown in Fig. 3.
The electric control device is composed of a power supply 420 and a computer circuit 400 to the driving devices of solenoid valves 300, 310 and 320 from the detecting device of vehicle speed and throttle opening. The power supply 420 sets the positions of D, 3, 2, and L through a wiring 520 from a position switch 422 installed on a manual lever, with the power supply 420 being connected to a battery through a switch 421; and a power supply 423 - constant voltage power supply - is conducted by a wiring 521, constant pressure being supplied to each component of the computer circuit 400 through a wiring 523 from said power supply 423.
The computer circuit 400 is composed of a vehicle speed detecting device 401, a waveform amplifying, shaping circuit, a D-A (Digital-Analog) conversion circuit 403, a throttle position switch 413, a throttle opening pressure generating circuit 414, a 1-2 speed shift discriminating circuit 404, a 2-3 speed shift discriminating circuit 406, a 3-4 speed shift discriminating circuit 408, hysteresis circuits 405,407 and 409, a decision circuit 410 of make-and-break of a solenoid valve 310, a timer 411, a decision circuit 412 of make-and-break of a solenoid valve 320, a decision circuit 415 of pressure regulating waveform, amplifiers 416,417 and 418, and solenoid valves 300, 310 and 320.
Vehicle speed detached by the vehicle speed detecting device 401 becomes a sinusoidal waveform signal, which is shaped and amplified by the waveform amplifying and shaping circuit 402 to a position rectangular wave signal and is converted into a positive DC voltage signal according to the vehicle speed by the D-A conversion circuit 403; the throttle position switch 41 3 detecting the condition of engine load is composed by variable resistance according to the throttle opening and the signal according to the throttle opening is converted into DC voltage by the throttle opening voltage generating circuit 414; the positive DC voltage signal and the DC voltage enter the 1-2 speed shift discriminating circuit 406, and the 3-4 speed shift discriminating circuit 408, respectively. Each discriminating circuit sets any conditions of the 1-2 shift, the 2-3 shift and the 3 4 shift by the comparison of the size of a vehicle speed voltage signal and a throttle opening voltage signal, for example, at a differential amplification circuit.
Hysteresis circuits 405,407 and 409 are the ones for the purpose of giving the condition of each shiftdown of 2-1, 3-2 and 4-3, respectively, and they prevent the hunting at the speed change area, with the shiftdown being performed at the side slightly lower in vehicle speed than the speed change point at the respective shiftup.The decision circuit 410 of make-and-break of a solenoid valve aliows to perform the operation of the make-and-break of the solenoid valve 310 through an amplifier 416; the decision circuit 412 by making the output of O (OFF) or 1 (ON) by the output of a 2-3 speed shift discriminating circuit; the decision circuit 412 of make-and-break of a solenoid valve allows to perform the operation of make-and-break of the solenoid valve 320 through the amplifier 417, by making the output of O or 1 by the output of the 1-2 speed shift discriminating circuit 404 and the 3-4 speed shift discriminating circuit 408, and by the output of the 2-3 speed shift discriminating circuit 406 through the timer 411.The decision circuit 415 of pressure regulating waveform allows to perform the operation of make-and-break of the pressure regulating solenoid valve 300 at the appointed period through the ampiifier 418, by sending the appointed pulse for a constant hour up to the shift completion by the output of each speed shift discriminating circuit of 1-2, 2-3 and 3-4.
Since oil pressure regulation for the purpose of the shift transition control valve 260 against shock in the respective separated pressure regulating chambers 265 and 264 at the forward drive and the rearward drive, oil passage where oil pressure is transmitted at the forward drive and the rearward drive, is separated, for example, it can be positively prevented by valve stick and others that the oil pressure regulation for the prevention against shock to be performed at the rearward drive is performed at the forward drive, the malfunction of an oil pressure circuit is prevented, and the oil pressure regulation effective to the prevention against shock is easy to be performed.Moreover, oil pressure regulation can be performed more precisely at the forward drive and the preventive effect against shock is more raised by having the second hydraulic oil chamber 267 to which the oil pressure of the first pressure regulating chamber 264 was fed back.
The holding of oil pressure of an oil pressure servo to be exhausted for the appointed hours at shift by the pressure hold valve 360 and the flow control valve 322 makes the prevention against idling of gears possibiy, and makes the relaxation of shock at shift also effective due to the smoothness of the shift.
Fig. 6 shows the oil pressure circuit of an oil pressure controller showing other preferred embodiment concerning the control device of the automatic transmission of the present invention.
This oil pressure controller is that the N-D speed shift auxiliary valve 280 and the oil passage connecting said valve with other valve are applied to the oil pressure control device shown in Fig. 2.
The N-D shift control valve 28D is connected with an oil passage 104 through a spool 282 behind which a spring 281 is installed on one side of the valve, an oil chamber 283 connected with an oil passage separated from an oil passage 111, and an orifice 284 and the valve 281 has a hydraulic chamber 285 directly connected with the oil passage 104 through an oil passage 1 04A separated from the oil passage 104 when the spool 282 was set on left side shown in the figure; the oil chambers 283 and 285 are connected to the servo of a clutch 24 through an oil passage 124. The spool 282 is set on the right shown in the figure when the manual valve 210 is at the position N (range), and is set on the left side shown in the figure when the valve 210 is at the position D.
At the position N of the manual valve 210, solenoid valve 300,310 and 320 are deenergized, and the line pressure of the oil passage engages the clutch 12 through the oil passage 11 7 and 11 8. When the valve 210 is manually shifted to the position D, pressure oil is supplied to thue clutch 24 and the accumulator 360 through the oil passage 104 at the first speed stage, and the accumulator holds the pressure suitable for the smooth engagement of a clutch 24 for constant hours until the accumulation of pressure in the oil chamber 363 is completed.In addition to this, the oil passage 104 and the clutch 24 are connected with each other through the orifice 284, the N-D shift control valve 280 and the oil passage 1 24 and at the same time, they are connected with the shift transition control valve 260 and the oil passage 111 through the N-D shift control valve 280 and the oil passage 1 24. The sequence where the pressure oil of the oil passage 104 is supplied to the clutch 24 is as follows.
In the first place, the pressure oil to which the oil pressure was regulated by the shift transition control valve 260 according to the oil pressure pattern shown in Fig. 4 is supplied to the clutch through the oil passages 111 and 112, the oil chamber 283 of the N-D shift control valve 280 and the oil passage 124, and engages the clutch 24 smoothly in such a way that the shock due to the shift can be prevented.During this period, the hydraulic oil chamber 285 of the N-D shift control valve 280 connected with the oil passage 104 through the oil passage 124 and the orifice 284, is gradually raised in pressure and the spool 282 is moved to the left side shown in the figure: the hydraulic oil chamber 285 cut off the connection between the oil passages 112 and 124 by aligning itself with the completion of the engagement of the clutch 24 and at the same time, connects the oil passage 1 04A with 124.
Hereby the line pressure is supplied to the clutch 24 and this condition is maintained while the manual valve 210 is at the position D.
The control device of such automatic transmission is equipped with one pressure regulating solenoid valve 300, the shift transition control valve 260 amplifying the oil pressure pattern regulated by said pressure regulating solenoid valve and speed shift control valves 240 and 280 where oil pressure regulated by said shift transition control valve is supplied to the appointed oil pressure servo during the time from the start of shift to the completion of shift, then pressure oil supplied to the oil pressure servo is converted into the line pressure oil not through the shift transition control valve; since the oil pressure regulated by the shift transition control valve 260 is provided to be supplied to an oil pressure servo required to perform the following shift when one shift is completed, one pressure regulating solenoid valve is sufficient, and an oil pressure circuit and an electric control circuit are made simple.
In addition to this, the present invention is utilizable for the control devices for an automatic transmission of three forward drives and other electronic control systems, besides the automatic transmission of four forward drives of the abovementioned preferred example, and it is natural that the maintainance of oil pressure for constant hours by a pressure hold valve and a blow control valve is applicable without limit to the 1-2 speed shift or the 2-3 speed shift at the speed change where other friction elements are engaged while disengaging one fraction element at the shift besides the case where the above maintenance of oil pressure is performed at the 2-3 speed shift.
Claims (7)
1. A control device for an automatic transmission equipping with a shock control device, which comprises an electric control circuit having means generating an electric signal according to the running condition of a vehicle and having logic means generating the output according to each gear by the input from said means and equipped with oil pressure control device having an oil pressure circuit, hereby pressure oil of the source is supplied to the oil pressure servo unit of each gear, and having a solenoid valve installed in such a way that the oil pressure of an oil passage is exhausted to the proper place wherein a solenoid valve opened and closed at an appointed frequency according to the output of the electric control device and a shift transition control valve having oil pressure regulating chambers controlled said solenoid valve at an appointed pattern, are equipped with said shock control device and the shock at shifts is minimized by performing the regulation of oil pressure supplied to oil servoes at the shifts by the respective separated pressure regulating chambers at the forward drive and the rearward drive.
2. The control device for an automatic transmission equipping with the shock control device, according to Claim 1, wherein the shift transition control valve has the first pressure regulating chamber regulating the oil pressure at forward drive and the second pressure regulating chamber regulating the oil pressure at rearward drive.
3. The control device for an automatic transmission equipping with a shock control device according to Claim 1, wherein oil pressure regulated by a shift transition control valve is supplied to the appointed oil pressure servo to obtain the operation of gear engagement at each shift through a shift valve, the gear engagement kept, with line pressure being supplied to the oil pressure servo by the oil passage change-over action of a shift control valve after the appointed time required for the completion of an operation of the gear engagement and the oil pressure which passed through a shift transition control valve at this condition is planned to be supplied to an oil passage connected to the oil pressure and-break is operated by the output of an electric control circuit at the appointed period at the shift, and-break is operated by the output of an electric control circuit at the appointed periuod at the shift, with a shift transition control valve at the shift, equipped with a hydraulic oil chamber where oil pressure is regulated by said solenoid valve and with a pressure oil regulating chamber where the oil pressure supplied to each oil pressure servo is regulated according to the oil pressure in said hydraulic oil chamber, and with a shift control valve which is equipped with a hydraulic oil chamber where the pressure oil which passed through said shift transition control valve is supplied and which the chamber-over of an oil passage is performed by the travelling of a spool according to the raised pressure of said hydraulic oil chamber.
4. The control device for an automatic transmission equipping with the shock control device according to Claim 2, wherein the shift transition control valve is equipped with the oil chamber to which the oil pressure in the first pressure regulating chamber is feed back and the regulation of oil pressure at the forward drive is performed by the balance of solenoid-controlled oil pressure and the feed back pressure in said chamber.
5. The control device for an automatic transmission equipping with the shock control device according to Claim 3, wherein said shift control valve is a 2-3 shift control valve which has a hydraulic oil chamber connecting with an oil pressure servo to obtain the gear engagement of 3-speed and the regulated oil pressure of said shift transition control valve is supplied to said 2-3 shift control valve at the 2-3 shift through 2-3 shift valve, and line pressure is supplied to the above mentioned oil pressure servo by the change-over action of an oil passage after the completion of gear engagement of 3-speed and atthe same time, the regulated oil pressure of a shift transition control valve is supplied to a 3-4 shift valve.
6. The control device for an automatic transmission equipping with the shock control device according to Claim 3, wherein said shift control valve is a N-D shift control valve which has a hydraulic
oil chamber connecting with the oil pressure servo to obtain the gear engagement of 1-speed and the regulated oil pressure of a shift transition control valve is supplied to said shift control valve at the N-D shift, and said N-D shift contdrol valve performs the change-over of an oil passage so that line pressure may be supplied to an oil pressure servo after N-D shift was smoothly performed by oil pressure regulated by a shift transition control valve after the shift to the position D.
7. A control device for an automatic transmission substantially as hereinbefore described with reference to and as shown by the accompanying drawings.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP10465678A JPS5533911A (en) | 1978-08-28 | 1978-08-28 | Shock preventive device at speed change in automatic transmission |
| JP12110278A JPS5547041A (en) | 1978-09-30 | 1978-09-30 | Controller for automatic speed change gear |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2036894A true GB2036894A (en) | 1980-07-02 |
| GB2036894B GB2036894B (en) | 1983-04-13 |
Family
ID=26445085
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB7929605A Expired GB2036894B (en) | 1978-08-28 | 1979-08-24 | Shift control device for an automatic transmission |
Country Status (2)
| Country | Link |
|---|---|
| DE (1) | DE2934596A1 (en) |
| GB (1) | GB2036894B (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP0050944A2 (en) * | 1980-10-29 | 1982-05-05 | Automotive Products Public Limited Company | Control means for rotary power transmission |
| US4485695A (en) * | 1979-05-10 | 1984-12-04 | Aisin-Warner Kabushiki Kaisha | Control apparatus for automatic transmissions |
| EP0209075A1 (en) * | 1985-07-19 | 1987-01-21 | Ford-Werke Aktiengesellschaft | Control valve system for a four speed automatic power transmission transaxle |
| US4903550A (en) * | 1986-07-01 | 1990-02-27 | Aisin-Warner Kabushiki Kaisha | Hydraulic control device for automatic transmission |
| EP3098450A1 (en) * | 2015-05-29 | 2016-11-30 | Mitsubishi Heavy Industries, Ltd. | Method and apparatus for diagnosing a hydraulic machine, power generating apparatus of renewable-energy type, and method of diagnosing the same |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5786650A (en) * | 1980-05-23 | 1982-05-29 | Toyota Motor Corp | Controller for automatic transmission of vehicle |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS4842130B1 (en) * | 1970-03-18 | 1973-12-11 | ||
| JPS4836496B1 (en) * | 1970-08-06 | 1973-11-05 | ||
| US3754482A (en) * | 1971-05-28 | 1973-08-28 | Gen Motors Corp | Method and apparatus for controlling torque capacity in torque transmitting devices |
-
1979
- 1979-08-24 GB GB7929605A patent/GB2036894B/en not_active Expired
- 1979-08-27 DE DE19792934596 patent/DE2934596A1/en active Granted
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4485695A (en) * | 1979-05-10 | 1984-12-04 | Aisin-Warner Kabushiki Kaisha | Control apparatus for automatic transmissions |
| EP0050944A2 (en) * | 1980-10-29 | 1982-05-05 | Automotive Products Public Limited Company | Control means for rotary power transmission |
| EP0050944B1 (en) * | 1980-10-29 | 1985-12-27 | Automotive Products Public Limited Company | Control means for rotary power transmission |
| EP0209075A1 (en) * | 1985-07-19 | 1987-01-21 | Ford-Werke Aktiengesellschaft | Control valve system for a four speed automatic power transmission transaxle |
| EP0211485A1 (en) * | 1985-07-19 | 1987-02-25 | Ford Motor Company Limited | Control valve system for a four-speed automatic power transmission transaxle |
| US4903550A (en) * | 1986-07-01 | 1990-02-27 | Aisin-Warner Kabushiki Kaisha | Hydraulic control device for automatic transmission |
| EP3098450A1 (en) * | 2015-05-29 | 2016-11-30 | Mitsubishi Heavy Industries, Ltd. | Method and apparatus for diagnosing a hydraulic machine, power generating apparatus of renewable-energy type, and method of diagnosing the same |
| EP3242029A1 (en) * | 2015-05-29 | 2017-11-08 | Mitsubishi Heavy Industries, Ltd. | Method and apparatus for diagnosing hydraulic machine, power generating apparatus of renewable-energy type, and method of diagnosing the same |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2036894B (en) | 1983-04-13 |
| DE2934596A1 (en) | 1980-04-24 |
| DE2934596C2 (en) | 1992-01-30 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19980824 |