JPH0212771B2 - - Google Patents
Info
- Publication number
- JPH0212771B2 JPH0212771B2 JP57088773A JP8877382A JPH0212771B2 JP H0212771 B2 JPH0212771 B2 JP H0212771B2 JP 57088773 A JP57088773 A JP 57088773A JP 8877382 A JP8877382 A JP 8877382A JP H0212771 B2 JPH0212771 B2 JP H0212771B2
- Authority
- JP
- Japan
- Prior art keywords
- shift
- engine
- automatic transmission
- time
- ignition timing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
- 230000005540 biological transmission Effects 0.000 claims description 27
- 230000035939 shock Effects 0.000 claims description 19
- 238000001514 detection method Methods 0.000 claims description 12
- 230000009467 reduction Effects 0.000 claims description 7
- 230000008859 change Effects 0.000 description 7
- 230000003111 delayed effect Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000004044 response Effects 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000116 mitigating effect Effects 0.000 description 1
Landscapes
- Control Of Transmission Device (AREA)
- Arrangement Or Mounting Of Control Devices For Change-Speed Gearing (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Electrical Control Of Ignition Timing (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Description
本発明は自動変速機搭載車の変速シヨツク軽減
装置に関するものである。
自動変速機は、これが油圧制御式であるか、電
子制御式であるかを問わず、シフトバルブのアツ
プシフト、ダウンシフト作動により作動油圧を動
力伝達系中の対応する摩擦要素に対し給排するこ
とで、これら摩擦要素を介し動力伝達経路を切換
えることにより、自動的に変速作用を行なう。そ
して、自動変速機搭載車はエンジンからの動力を
自動変速機を介し駆動輪に伝えて走行可能であ
り、この走行を上記自動変速作用により常時最適
変速段にて行なうことができる。
ところで、上記変速時は変速段（歯車減速比）
が切換わることから、自動変速機の出力軸トルク
が急変し、運転者はこの時シヨツク、所謂変速シ
ヨツクを感じ、このシヨツクの大小が自動変速機
搭載車の商品価値を大きく左右する。
そこで、従来種々の変速シヨツク軽減対策が考
えられたが、これらはいずれも自動変速機自体に
面倒な設計変更を加えたり、大がかりな部品を付
加して実現するものであつた。
本発明は、上記変速シヨツクが上述の如く変速
機出力軸トルクの急変に基づくもので、エンジン
出力をこの時小さくしてやれば、当該トルクの急
変度合が小さくなつて変速シヨツクを軽減できる
との観点から、エンジンの点火系に対策する型式
の変速シヨツク軽減装置を開発したもので、基本
的には本発明装置は自動変速機の変速時エンジン
の点火時期をエンジン出力が低下するよう通常と
異ならせる構成にしたものである。
ところで、この点火時期変更によるエンジン出
力低下制御は、変速検知（変速指令）から変速の
油圧応答遅れだけ遅れた時期、つまり変速が実際
に開始される時期に調時して、又実際の変速時間
の全体に亘つて実行しないと、充分な変速シヨツ
ク軽減効果が達成されない。そして、上記の変速
の油圧応答遅れ及び実際の変速時間は変速の種類
及びエジン負荷毎に異なる。
そこで本発明装置は特に、
変速及び変速の種類を検知する変速検知手段
と、
エンジン負荷を検出するエンジン負荷検出手段
と、
これら手段からの信号に応答して変速時、その
種類及びエンジン負荷に応じた時期に、又これら
に応じ時間だけ、エンジンの点火時期をエンジン
出力低下方向へ変更する点火時期変更手段とを設
けて構成したものである。かかる本発明装置はエ
ンジンの既存点火系を利用してこれに若干の部品
を付加するだけで安価に実現可能であり、又自動
変速機に施こす従来対策との併用により一層確実
に変速シヨツクを軽減できる。更に、点火時期変
更によるエンジン出力低下を、変速検知からの変
速の油圧応答遅れだけ遅れた実際の変速開始時期
に調時させて、又実際の変速時間の全体に亘つて
実行させ得ることとなり、狙い通りの変速シヨツ
ク軽減効果を達成することができる。
以下、図面につき本発明を詳細に説明する。
第１図は本発明装置の全体システムを示し、図
中１はエンジン、２はその吸気マニホルド、３は
気化器絞り弁、４はエヤクリーナ、５は自動変速
機のトルクコンバータを収納したコンバータハウ
ジング、６は自動変速機動力伝達部を収納した変
速機ケース、７は自動変速機の変速制御油圧回路
を収納したバルブボデー、８はリヤエクステンシ
ヨンである。
エンジン１は各気筒の点火栓にエンジンの運転
に調時して高電圧を配分するためのデイストリビ
ユータ９を具え、このデイストリビユータは一次
電流を断続するブレーカポイント１０及びブレー
カアーム１１を有する。エンジン１が４気筒機関
の場合、そのクランクシヤフトの1/2の速度で矢
印方向にエンジン駆動されるカム１２は、その４
個の隅角カム部によりブレーカアーム１１をブレ
ーカポイント１０から離間させて一次電流を断
ち、この時二次側に高電圧を発生させ、デイスト
リビユータ９はこの高電圧を各エンジン気筒の点
火栓に印加してエンジン１の運転を可能ならしめ
る。
デイストリビユータ９はエンジン１の負荷状態
に応じ点火時期（高電圧発生時期）を制御するバ
キユーム進角機能も有し、この目的のためブレー
カポイント１０及びブレーカアーム１１をブレー
カベース１３上に取付けると共に、このブレーカ
ベースをカム１２に同心に配してその周りに回転
自在に取付ける。そして、ブレーカベース１３の
外周の一部をバキユームダイアフラム１４の作動
ロツド１５に連結し、バキユームダイアフラム１
４負圧室１４ａを管路１６により吸気マニホルド
２に接続して、バキユーム進角機構１７を構成す
る。
本発明においては、上記既存のエンジン点火系
に対し電磁弁１８を付加し、この電磁弁は常態で
図示の閉位置に抑止される弁体１８ａと、この弁
体を開弁位置に持ち来たすソレノイド１８ｂとで
構成し、管路１６に接続して設ける。そして、電
磁弁１８はその弁体１８ａが開弁位置になる時管
路１６をエヤフイルタ１９を経て大気開放とし、
室１４ａ内を大気圧になし得るものとするが、こ
の時吸気マニホルド２内の負圧が大きく希釈され
てエンジンの運転に支障をきたすことのないよう
管路１６中にオリフイス２０を設ける。
電磁弁１８の開閉、即ちソレノイド１８ｂのオ
ン、オフは制御回路２１により制御し、この制御
回路にアクセルペダル２２に応動するアクセルセ
ンサ２３からのアクセルペダル踏込み量（エンジ
ン負荷）に対応したエンジン負荷信号SLを入力す
ると共に、バルブボデー７に設けられた１−２シ
フトバルブ２４及び２−３シフトバルブ２５のス
プール位置に対応する１−２シフト信号S12及び
２−３シフト信号S23を入力する。制御回路２１
はこれら入力信号の演算結果から電磁弁１８のソ
レノイド１８ｂへ制御信号を出力するが、この制
御回路は第３図に示す如くに構成する。
なお、上記シフト信号S12及びS23を得るに当つ
ては、１−２シフトバルブ２４及び２−３シフト
バルブ２５に夫々、夫々の弁スプールがダウンシ
フト位置の時閉じ、アツプシフト位置の時開くよ
うな１−２シフトスイツチ２６及び２−３シフト
スイツチ２７（いずれも第３図参照）を設け、こ
れらスイツチを例えば特開昭56−127856号公報に
記載のような構成にすることができる。
第３図中Ａは自動変速機の変速及び変速の種類
を検知する変速検知手段、Ｂはエンジン負荷を検
出するエンジン負荷検出手段、Ｃは変速時にエン
ジン点火時期を変更するための点火時期変更手段
を夫々示す。先ず変速検知手段Ａを説明するに、
シフトスイツチ２６，２７は夫々第３図に示すよ
うに抵抗２８，２９を介して電源＋Ｖに接続する
ことにより、シフト信号S12、S13を出力し得るよ
うにする。かくて、両シフト信号S12、S23は各変
速段で下表に示すレベルの組合せとなる。
The present invention relates to a shift shock reduction device for a vehicle equipped with an automatic transmission. Automatic transmissions, whether hydraulically controlled or electronically controlled, supply and discharge hydraulic pressure to and from the corresponding friction elements in the power transmission system by upshifting and downshifting the shift valves. By switching the power transmission path through these frictional elements, a speed change action is automatically performed. A vehicle equipped with an automatic transmission can travel by transmitting power from the engine to the drive wheels through the automatic transmission, and can always maintain the optimum gear position through the automatic transmission. By the way, when changing the speed mentioned above, the gear position (gear reduction ratio)
As the automatic transmission switches, the output shaft torque of the automatic transmission suddenly changes, and at this time the driver feels a shock, a so-called shift shock, and the size of this shock greatly influences the commercial value of a car equipped with an automatic transmission. Therefore, various measures have been considered to alleviate the shift shock, but all of these measures have been implemented by making complicated design changes to the automatic transmission itself or by adding large-scale parts. The present invention is based on the viewpoint that the shift shock is based on a sudden change in the transmission output shaft torque as described above, and if the engine output is reduced at this time, the degree of the sudden change in torque will be reduced and the shift shock can be reduced. , has developed a type of shift shock mitigation device that takes measures against the engine's ignition system.Basically, the device of the present invention has a configuration in which the engine ignition timing is different from normal when changing gears in an automatic transmission so that the engine output is reduced. This is what I did. By the way, the engine output reduction control by changing the ignition timing is timed to a time that is delayed by the hydraulic response delay of the shift from the shift detection (shift command), that is, the time when the shift actually starts, and is timed to the time when the shift is actually started. If this is not done over the entirety of the steps, a sufficient shift shock reduction effect will not be achieved. The above-described hydraulic response delay and actual shift time differ depending on the type of shift and engine load. Therefore, the device of the present invention particularly includes a shift detection means for detecting the shift and the type of shift, an engine load detection means for detecting the engine load, and a shift detecting means for detecting the engine load. The engine is configured to include an ignition timing changing means for changing the ignition timing of the engine in the direction of lowering the engine output at the same time and for a corresponding amount of time. Such a device of the present invention can be realized at low cost by simply adding a few parts to the existing ignition system of the engine, and can also be used in combination with conventional measures for automatic transmissions to more reliably shift gears. It can be reduced. Furthermore, the reduction in engine output due to changing the ignition timing can be timed to the actual shift start time delayed by the shift hydraulic response delay from shift detection, and can be executed over the entire actual shift time, It is possible to achieve the desired shift shock reduction effect. The invention will be explained in detail below with reference to the drawings. FIG. 1 shows the entire system of the device of the present invention, in which 1 is an engine, 2 is its intake manifold, 3 is a carburetor throttle valve, 4 is an air cleaner, 5 is a converter housing housing the torque converter of the automatic transmission; 6 is a transmission case that houses the automatic transmission power transmission section, 7 is a valve body that houses the shift control hydraulic circuit of the automatic transmission, and 8 is a rear extension. The engine 1 includes a distributor 9 for distributing high voltage to the spark plugs of each cylinder in time with engine operation, and this distributor has a breaker point 10 and a breaker arm 11 for intermittent primary current. . If the engine 1 is a four-cylinder engine, the cam 12, which is driven by the engine in the direction of the arrow at half the speed of the crankshaft, is
The breaker arm 11 is separated from the breaker point 10 by the corner cam part to cut off the primary current, and at this time a high voltage is generated on the secondary side, and the distributor 9 transfers this high voltage to the spark plugs of each engine cylinder. is applied to enable the engine 1 to operate. The distributor 9 also has a vacuum advance function that controls the ignition timing (high voltage generation timing) according to the load condition of the engine 1, and for this purpose, a breaker point 10 and a breaker arm 11 are installed on the breaker base 13. , this breaker base is arranged concentrically with the cam 12 and rotatably attached around it. Then, a part of the outer circumference of the breaker base 13 is connected to the actuation rod 15 of the vacuum diaphragm 14, and the vacuum diaphragm 1
The vacuum advance mechanism 17 is configured by connecting the four negative pressure chambers 14a to the intake manifold 2 through a conduit 16. In the present invention, a solenoid valve 18 is added to the existing engine ignition system, and this solenoid valve includes a valve body 18a that is normally held in the closed position shown in the figure, and a solenoid that brings the valve body to the open position. 18b, and is connected to the conduit 16. Then, when the valve body 18a of the solenoid valve 18 is in the open position, the conduit 16 is opened to the atmosphere via the air filter 19,
Although the inside of the chamber 14a can be brought to atmospheric pressure, an orifice 20 is provided in the conduit 16 so that the negative pressure inside the intake manifold 2 will not be diluted to a large extent and interfere with engine operation. The opening/closing of the solenoid valve 18, that is, the on/off of the solenoid 18b, is controlled by a control circuit 21, and this control circuit receives an engine load signal corresponding to the accelerator pedal depression amount (engine load) from an accelerator sensor 23 that responds to the accelerator pedal 22. Input S L and input the 1-2 shift signal S 12 and 2-3 shift signal S 23 corresponding to the spool positions of the 1-2 shift valve 24 and 2-3 shift valve 25 provided on the valve body 7. do. Control circuit 21
outputs a control signal to the solenoid 18b of the electromagnetic valve 18 from the calculation results of these input signals, and this control circuit is constructed as shown in FIG. In order to obtain the shift signals S12 and S23 , the valve spools of the 1-2 shift valve 24 and 2-3 shift valve 25 are closed when they are in the downshift position and open when they are in the upshift position. A 1-2 shift switch 26 and a 2-3 shift switch 27 (both shown in FIG. 3) may be provided, and these switches may be configured as described in, for example, Japanese Patent Laid-Open No. 127856/1983. In Fig. 3, A is a shift detection means for detecting the shift and the type of shift of the automatic transmission, B is an engine load detection means for detecting the engine load, and C is an ignition timing changing means for changing the engine ignition timing when shifting. are shown respectively. First, to explain the gear change detection means A,
Shift switches 26 and 27 are connected to the power supply +V via resistors 28 and 29, respectively, as shown in FIG. 3, so that they can output shift signals S 12 and S 13 . Thus, both shift signals S 12 and S 23 have the combination of levels shown in the table below at each gear stage.
【表】
この表から明らかなように、第１速から第２速
へのシフトアツプ時信号S12がＬからＨに立上が
り、第２速から第１速へのシフトダウン時信号
S12がＨからＬに立上がり、第２速から第３速へ
のシフトダウン時信号S23がＬからＨに立上がり、
第３速から第２速へのシフトダウン時信号S23が
ＨからＬに立下がる。
制御回路２１の第３図に示す変速判断回路３０
はこれら信号S12、S23の立上がり、立下がりに
個々に応動するエツジトリガ回路を具え、信号
S12が立上がる１→２変速時はゲートのみから
Ｈレベル信号S1を、信号S12が立下がる１←２変
速時はゲートのみからＨレベル信号S2を、信号
S23が立上がる２→３変速時はゲートのみから
Ｈレベル信号S3を、又信号S23が立下がる２←３
変速時はゲートのみからＨレベル信号S4を出力
し、これらをタイマ回路３１に供給する。
次に、エンジン負荷検出手段Ｂをを説明する
に、アクセルセンサ２３からのエンジン負荷信号
SLは制御回路２１の第３図に示すスロツトル判別
回路３２に供給する。スロツトル判定回路３２は
入力信号SLからアクセルペダル踏込量、即ちエン
ジン負荷を或る値と比較し、それ以下の時ゲート
ｅからＨレベル信号SL1を、又それ以上の時ゲー
トからもＨレベル信号SL2を出力し、これをタ
イマ回路３１に供給するものとする。
タイマ回路３１は電磁弁１８及びトランジスタ
３３と共に点火時期変更手段Ｃを構成するので、
Ｈレベルの入力信号S1〜S4の存否により自動変速
機が変速を行なつているか否かを先ず判別し、変
速動作中でなければトランジスタ３３のベースに
Ｈレベル信号を供給せず、このトランジスタを非
導通にする。この時、ソレノイド１８ｂが電源＋
Ｖにより付勢され得ず、電磁弁１８は第１図に示
す閉状態を保つ。従つて、変速時以外バキユーム
ダイアフラム１４は室１４ａ内に吸気マニホルド
２内のエンジン吸入負圧を導入され、ブレーカベ
ース１３の回転角θをエンジン吸入負圧に応じ大
きくして点火時期を早くする通常の点火時期制御
を行なうことができる。
ところで、変速動作中で信号S1〜S4のどれかが
Ｈレベルになると、タイマ回路３１はこれを受け
てトランジスタ３３のベースにＨレベル信号を供
給し、このトランジスタを導通する。この時、電
源＋Ｖからソレノイド１８ｂ及びトランジスタ３
３のエミツターコレクタ通路を経て電流が流れ、
ソレノイド１８ｂが付勢される結果、電磁弁１８
は第２図に示すように開弁状態になる。従つて、
変速時バキユームダイアフラム１４は室１４ａ内
にエヤフイルタ１９からの大気圧を導入され、上
記ブレーカベース１３の回転角θをエンジン吸入
負圧に応じ制御できなくなり、この回転角θを零
にしてしまう。これがため、エンジンの点火時期
は運転に支障をきたさない極限まで遅れ、エンジ
ンの出力が低下して変数シヨツクを軽減すること
ができる。
一方、この時タイマ回路３１は入力信号S1〜S4
のうちどの信号がＨレベルになつているかにより
変速の種類を判別し、又入力信号SL1、SL2のうち
信号SL1のみがＨレベルか、両信号SL1、SL2共Ｌ
レベルかによりエンジン負荷が小さいか大きいか
を判断する。これら判別結果からタイマ回路３１
は、トランジスタ３３に供給すべきＨレベル信号
の出力時期及び出力時間を変速の種類及びエンジ
ン負荷毎に制御する。従つて、変速の種類及びエ
ンジン負荷により微妙に異なる変速シヨツク発生
時期及び変速シヨツク発生時間に上記点火時期制
御の開始時期及び実行時間を正確にマツチさせる
ことができ、変速シヨツクをいかなる変速時及び
エンジン負荷の基でも適確に軽減することが可能
である。
かくして、本発明装置は上述の如く、自動変速
機の変速動作時エンジンの点火時期をエンジン出
力が低下するよう通常と異ならせる構成にしたか
ら、エンジン出力の増大につれ大きくなる傾向に
ある変速シヨツクを確実に軽減でき、自動変速機
搭載車の商品価値を高め得る。
又本発明装置は上述の如く、上記の点火時期制
御の開始時期及び実行時間を変速の種類及びエン
ジン負荷毎に異ならせる構成としたから、これら
時期及び時間をいかなる変速時及びエンジン負荷
のもとでも変速シヨツクの発明時期（実際の変速
開始時期）及び変速シヨツク発生時間（実際の変
速時間）に正確に合致させ得て、変速シヨツクを
確実に防止することができる。
なお、上述した例では本発明装置を接点式点火
時期制御装置に適用したが、電子制御式点火時期
制御装置にも容易に用い得ることは言うまでもな
い。[Table] As is clear from this table, the signal S12 rises from L to H when shifting up from 1st speed to 2nd speed, and the signal S12 rises from L to H when shifting down from 2nd speed to 1st speed.
S 12 rises from H to L, signal S 23 rises from L to H when downshifting from 2nd speed to 3rd speed,
When shifting down from third speed to second speed, the signal S23 falls from H to L. Shift determination circuit 30 shown in FIG. 3 of control circuit 21
is equipped with an edge trigger circuit that responds to the rise and fall of these signals S 12 and S 23 individually, and
When shifting from 1 to 2 when signal S 12 rises, the H level signal S 1 is sent only from the gate, and during 1←2 shifting when signal S 12 falls, the H level signal S 2 is sent from only the gate.
When shifting from 2 to 3 when S 23 rises, H level signal S 3 is sent only from the gate, and when signal S 23 falls 2←3
When changing gears, an H level signal S4 is output only from the gate, and these signals are supplied to the timer circuit 31. Next, to explain the engine load detection means B, the engine load signal from the accelerator sensor 23 will be explained.
S L is supplied to a throttle discrimination circuit 32 shown in FIG. 3 of the control circuit 21. The throttle judgment circuit 32 compares the accelerator pedal depression amount, that is, the engine load, from the input signal S L with a certain value, and when it is less than that value, an H level signal S L1 is sent from the gate e, and when it is more than that, an H level signal is sent from the gate. It is assumed that a signal S L2 is output and supplied to the timer circuit 31. Since the timer circuit 31 constitutes the ignition timing changing means C together with the solenoid valve 18 and the transistor 33,
First, it is determined whether or not the automatic transmission is changing gears based on the presence or absence of H-level input signals S1 to S4 . Makes the transistor non-conductive. At this time, the solenoid 18b is connected to the power supply +
It cannot be energized by V and the solenoid valve 18 remains closed as shown in FIG. Therefore, the engine suction negative pressure in the intake manifold 2 is introduced into the chamber 14a of the vacuum diaphragm 14 except during gear shifting, and the rotation angle θ of the breaker base 13 is increased in accordance with the engine suction negative pressure to advance the ignition timing. Normal ignition timing control can be performed. By the way, when any one of the signals S 1 to S 4 becomes H level during the speed changing operation, the timer circuit 31 receives this and supplies an H level signal to the base of the transistor 33, thereby making this transistor conductive. At this time, from the power supply +V, the solenoid 18b and the transistor 3
Current flows through the emitter collector passage of 3,
As a result of the solenoid 18b being energized, the solenoid valve 18
The valve becomes open as shown in FIG. Therefore,
Atmospheric pressure from the air filter 19 is introduced into the chamber 14a of the vacuum diaphragm 14 during gear shifting, making it impossible to control the rotation angle θ of the breaker base 13 according to the engine suction negative pressure, and the rotation angle θ becomes zero. As a result, the ignition timing of the engine is delayed to the limit that does not interfere with operation, and the output of the engine is reduced, making it possible to reduce the variable shock. On the other hand, at this time, the timer circuit 31 receives input signals S 1 to S 4
The type of shift is determined based on which signal is at H level, and whether only signal S L1 among input signals S L1 and S L2 is at H level, or both signals S L1 and S L2 are at L level.
Depending on the level, it is determined whether the engine load is small or large. Based on these determination results, the timer circuit 31
controls the output timing and output time of the H level signal to be supplied to the transistor 33 for each type of speed change and engine load. Therefore, it is possible to accurately match the start timing and execution time of the ignition timing control to the shift shock occurrence timing and shift shock occurrence time, which differ slightly depending on the type of shift and engine load, and the shift shock can be adjusted at any shift time and engine. It is possible to appropriately reduce even the base of the load. Thus, as described above, the device of the present invention is configured so that the ignition timing of the engine is different from normal when the automatic transmission is changing gears so that the engine output decreases, so that the gear shift shock which tends to increase as the engine output increases This can definitely be reduced and the product value of vehicles equipped with automatic transmissions can be increased. Furthermore, as described above, the device of the present invention is configured to vary the start timing and execution time of the ignition timing control according to the type of shift and engine load, so these timings and times can be changed at any shift time and under any engine load. However, the timing of the invention of the shift shock (the actual shift start time) and the time of occurrence of the shift shock (actual shift time) can be precisely matched, and the shift shock can be reliably prevented. In the above example, the device of the present invention is applied to a contact type ignition timing control device, but it goes without saying that it can be easily applied to an electronically controlled ignition timing control device.
第１図は本発明装置のシステム図、第２図は同
じくその作用説明図、第３図は本発明装置の制御
回路図である。
１……エンジン、２……吸気マニホルド、５…
…コンバータハウジング、６……変速機ケース、
７……バルブボデー、９……デイストリビユー
タ、１０……ブレーカポイント、１１……ブレー
カアーム、１２……カム、１３……ブレーカベー
ス、１４……バキユームダイアフラム、１６……
負圧管路、１７……バキユーム進角機構、１８…
…電磁弁、１９……エヤフイルタ、２０……オリ
フイス、２１……制御回路、２２……アクセルペ
ダル、２３……アクセルセンサ、２４……１−２
シフトバルブ、２５……２−３シフトバルブ、２
６……１−２シフトスイツチ、２７……２−３シ
フトスイツチ、３０……変速判断回路、３１……
タイマ回路、３２……スロツトル判定回路、３３
……トランジスタ、Ａ……変速検知手段、Ｂ……
エンジン負荷検出手段、Ｃ……点火時期変更手
段。
FIG. 1 is a system diagram of the apparatus of the present invention, FIG. 2 is a diagram explaining its operation, and FIG. 3 is a control circuit diagram of the apparatus of the present invention. 1...Engine, 2...Intake manifold, 5...
...Converter housing, 6...Transmission case,
7... Valve body, 9... Distributor, 10... Breaker point, 11... Breaker arm, 12... Cam, 13... Breaker base, 14... Vacuum diaphragm, 16...
Negative pressure pipe, 17... Vacuum advance mechanism, 18...
... Solenoid valve, 19 ... Air filter, 20 ... Orifice, 21 ... Control circuit, 22 ... Accelerator pedal, 23 ... Accelerator sensor, 24 ... 1-2
Shift valve, 25...2-3 Shift valve, 2
6...1-2 shift switch, 27...2-3 shift switch, 30...speed change judgment circuit, 31...
Timer circuit, 32... Throttle judgment circuit, 33
...transistor, A...speed change detection means, B...
Engine load detection means, C...Ignition timing changing means.
Claims (1)
輪に伝えて走行可能な車両において、 前記自動変速機の変速及び変速の種類を検知す
る変速検知手段と、 前記エンジンの負荷を検出するエンジン負荷検
出手段と、 これら手段からの信号に応答して自動変速機の
変速時前記エンジンの点火時期を変速の種類及び
エンジン負荷に応じた時期に、これら変速の種類
及びエンジン負荷に応じた時間だけエンジン出力
が低下されるよう変更する点火時期変更手段とを
具備してなることを特徴とする自動変速機搭載車
の変速シヨツク軽減装置。[Scope of Claims] 1. A vehicle capable of traveling by transmitting power from an engine to drive wheels via an automatic transmission, comprising: a shift detection means for detecting a shift and a type of shift of the automatic transmission; and a load on the engine. engine load detection means for detecting the engine load; 1. A shift shock reduction device for a vehicle equipped with an automatic transmission, comprising ignition timing changing means for changing the engine output so that the engine output is reduced for a corresponding amount of time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088773A JPS58207556A (en) | 1982-05-27 | 1982-05-27 | Speed change shock reducing device for vehicle on which automatic transmission is mounted |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP57088773A JPS58207556A (en) | 1982-05-27 | 1982-05-27 | Speed change shock reducing device for vehicle on which automatic transmission is mounted |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58207556A JPS58207556A (en) | 1983-12-03 |
| JPH0212771B2 true JPH0212771B2 (en) | 1990-03-27 |
Family
ID=13952166
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP57088773A Granted JPS58207556A (en) | 1982-05-27 | 1982-05-27 | Speed change shock reducing device for vehicle on which automatic transmission is mounted |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58207556A (en) |
Families Citing this family (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3582785D1 (en) * | 1984-11-22 | 1991-06-13 | Nissan Motor | DEVICE FOR SWITCHING CONTROL IN AN AUTOMATIC TRANSMISSION. |
| DE3512604A1 (en) * | 1985-04-06 | 1986-10-16 | Daimler-Benz Ag, 7000 Stuttgart | DEVICE FOR REDUCING THE ENGINE TORQUE WHEN CHANGING A GEAR CHANGE GEAR GEAR ADDITIONAL TO AN INTERNAL COMBUSTION ENGINE |
| JPS61268536A (en) * | 1985-05-22 | 1986-11-28 | Toyota Motor Corp | Speed change control method for automatic transmission |
| JPS61271133A (en) * | 1985-05-24 | 1986-12-01 | Toyota Motor Corp | Shift controlling method for automatic transmission |
| JPH07109230B2 (en) * | 1985-10-24 | 1995-11-22 | トヨタ自動車株式会社 | Shift control device for automatic transmission for vehicle |
| JPS62228740A (en) * | 1986-03-28 | 1987-10-07 | Aisin Seiki Co Ltd | Driving device using fluid pressure |
| JP2778703B2 (en) * | 1988-09-26 | 1998-07-23 | マツダ株式会社 | Control device for engine with automatic transmission |
| JPH023545A (en) * | 1989-01-10 | 1990-01-09 | Toyota Motor Corp | Speed change control device for automatic speed change gear for vehicle |
| JP2917027B2 (en) * | 1989-05-26 | 1999-07-12 | マツダ株式会社 | Control device for vehicle with automatic transmission |
| JP3017900B2 (en) * | 1993-03-15 | 2000-03-13 | アイシン・エィ・ダブリュ株式会社 | Shift control device for automatic transmission for vehicle |
| JP3365105B2 (en) * | 1994-12-26 | 2003-01-08 | 日産自動車株式会社 | Control device for automatic transmission |
| JP2001050379A (en) | 1999-08-05 | 2001-02-23 | Hitachi Ltd | Control device of automobile |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS506895A (en) * | 1973-05-31 | 1975-01-24 | ||
| JPS54137560A (en) * | 1978-04-17 | 1979-10-25 | Nissan Motor Co Ltd | Automatic speed changing method of manual transmission loading car |
| JPS569089U (en) * | 1979-07-02 | 1981-01-26 | ||
| JPS5639925A (en) * | 1979-09-06 | 1981-04-15 | Bosch Gmbh Robert | Controller for driving device of automobile |
| JPS5780927A (en) * | 1980-11-07 | 1982-05-20 | Komatsu Ltd | Speed change gear controlling device |
-
1982
- 1982-05-27 JP JP57088773A patent/JPS58207556A/en active Granted
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS506895A (en) * | 1973-05-31 | 1975-01-24 | ||
| JPS54137560A (en) * | 1978-04-17 | 1979-10-25 | Nissan Motor Co Ltd | Automatic speed changing method of manual transmission loading car |
| JPS569089U (en) * | 1979-07-02 | 1981-01-26 | ||
| JPS5639925A (en) * | 1979-09-06 | 1981-04-15 | Bosch Gmbh Robert | Controller for driving device of automobile |
| JPS5780927A (en) * | 1980-11-07 | 1982-05-20 | Komatsu Ltd | Speed change gear controlling device |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58207556A (en) | 1983-12-03 |
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