NL7906966A - TRANSMISSION CONTROL SYSTEM FOR AUTOMATIC TRANSMISSION. - Google Patents

Description

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Eorg-Waraer Corporation, in Chicago, Illinois, United States of America

Transmission control system for automatic transmission

In the automatic transmission art, considerable attention has long been focused on improving the quality of a shifting or change in gear ratio obtained from an automatic transmission system. Switching too short a duration gives the vehicle a great acceleration or deceleration, thereby producing an observable shock which is a drawback. If the shifting time extends for too long a period, the friction elements of the transmission are subjected to unacceptable wear and the shifting also gives an unpleasant feeling. In general, optimam switching quality is performed with a switching time between somewhere too long and too short switching. A treatment thereof has been described by F.J. Winchell and V.D. Boute in "Batio Changing the Passenger Car Automatic Transmission", Chapter 10 in the SAE publication "Design Practices - Passenger Car Automatic Transmissions, Copyright by the Society of 15 Automotive Engineers, Inc. 1973. In particular, Figures 21 and 25 of this discourse speed, torque, and pressure variations during an automatic upshift and an automatic downshift.

Considerable research has been conducted to effectively control the shifting itself, and in particular to increase the shifting quality by forming a closed loop system, using a torque signal to control the change in the gear ratio during the shifting up. Details of the feedback system using the torque transducer and associated logic signals are described in U.S. Pat. No. 4,031,782. Furthermore, this basic control system has been improved to form a friction to friction downshift control, outside of the upshift control, as indicated in the above patent specification. This improved device is seen in U.S. Pat. No. 4,102,222.

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Additional work has been performed on gear ratio change in an automatic transmission from the systems of the above-mentioned U.S. patents. Of course, the direct solution would be to implement the systems of those patents with a separate control device for each upshift and each downshift. This leads, however, to the arrangement of a large number of chains, each sheet being identical, but only being able to be used in a particular upshift or downshift. Thus, a considerable effort has been made to obtain an optimum ratio between the number of redundant chains and the increase in complex logic following the reduction in the number of chains.

Thus, it is a primary object of the invention to provide an efficient, inexpensive control system for controlling the gear ratio changes in an automatic transmission where many ratios are to be used and as much as upshifting as the downshifting is to be controlled.

Another important object of the invention is to provide a method for comparing the occurring gear ratio with the desired gear ratio and, if there is a difference between the actual and the desired ratios, to interrupt the comparison while a ratio change is performed, after which the comparing run again.

A further object of the invention is to provide such a system with greatest simplicity and efficiency, by assigning chains, which are then used to control a gear ratio change and then release the assigned chains and re-run the comparison function. to feed.

A transmission control system according to the invention is suitable for controlling transmission ratio changes in an automatic transmission with a number of ratios coupled between an engine and a mechanical output drive connection. The system includes a switching point computer connected to receive input information including required torque and at least an indication of an automatic transmission output parameter, such as a drivetrain torque, and to provide an output signal indicating the desired transmission 7906966 * * \ * 3 ratio of the transmission. A supervision control device is connected to receive the output signal from the shift point computer and to compare that output signal with a status signal for indicating the actual transmission ratio. When the status sig-5 sew is different from the desired gear ratio signal supplied by the shift point computer, the supervisory control device interrupts the comparison of signals, recommends certain components for use or not at this ratio change, and provides control signals to the automatic transmission to perform the desired change. jq of the gear ratio. A shift quality control chain is linked to the supervisory control chain. The shift quality control circuit supplies signals to the supervision control circuit for performing precise control of the gear ratio changes and also signals for terminating the gear ratio change. This signal allows the supervision control circuit to start again from comparing the desired gear ratio signal with the actual gear ratio signal. A transducer is placed near the output shaft of the automatic transmission to provide the indication of the torque or other transmission output parameter to the shift quality 2Q control circuit and to the shift point computer.

In other ways, the invention can be viewed as a method of controlling gear ratio changes in an automatic transmission, thereby providing output torque to an output drive shaft. The method includes supplying a first sig-2j sew in connection with the required torque on the transmission and supplying a second signal in connection with at least one parameter (such as the driveline torque) of the automatic transmission output, after which the first and second signals are processed to provide a signal to indicate the desired transmission ratio of the transmission.

2Q There is a comparison of the desired gear ratio signal with a signal for indicating the actual gear ratio.

Upon recognizing a difference between the desired and actual signal, the comparison is interrupted and a gear ratio change is started. Upon completing the gear ratio change, the comparison of the desired gear ratio 7906966 * k and the actual gear ratio signal is performed again.

The invention will be explained in more detail below with reference to the drawing.

Figure 4 shows a multi-speed transmission suitable for the invention.

Figure 2 shows in block diagram the control inputs and feedback signal devices for controlling transmission ratio changes according to the invention.

Figure 3 shows a block diagram with important subsystems according to the invention.

Figure k shows a block diagram, partially notated by Boole, with components of a subsystem of Figure 1.

Figure 5 provides a graphical explanation of the operation of the systems of Figures 3 and U.

Figures 6 and 7 show block diagrams, partly notated by Boole, and show certain components of other subsystems of Figure 3.

Figure 8 shows a graph and Figures 9A to 9L show time-20 diagrams in connection with Figure 8 for explanation of the invention.

Figure 40 shows a block diagram with additional components for completing a closed loop upshift.

Figures 41 and 42 are block diagrams notated by Boole in Figure 12 for indicating other subsystems generally according to Figure 3.

Figure 13 is a program card functionally showing the generation of logic signals used in controlling a downshift in the invention.

Figure 1U is a table for generating the required 30 control signals from the logic signals of Figure 13.

Figure 15 shows a circuit of a device for carrying out Figure 13.

A transmission mechanism will first be described in general terms to indicate the transmission elements controlled by the control system of the invention. Figure 1 shows a 7906965 4 »«. y * 5 simplified drawing of a transmission system as shown in Figure 1 of U.S. Pat. No. 3,7M.3MJ. This transmission generally includes an input shaft 50 connected to drive a hydraulic torque converter 51 on its back through planetary gear systems 52 and 53 to drive an output shaft 5.. The transmission has a number of frictional members for forming the various ratios through the transmission. The fries are a first or front clutch 55, a second or rear clutch 58, a first brake 57, and a second brake 58.

Clutch 55 is engaged when the system of Figure 1 is in drive. To form the first drive ratio, an electrical signal is supplied over a line 113 to actuate a valve VI, which turns on the steed 58 to provide a response through transmission system 52 to the transmission system 53 and an output drive. deliver over line 5b. To form the second gear ratio, the brake 57 is engaged by supplying a signal over the electrical line 11U to operate the slide V2 and the brake 58 is released. This provides a reaction against the annulus in the annulus 53 and thus provides the second gear ratio. To form the third drive ratio, the brake 57 is released and an electrical signal is passed over a line 115 for operating the slide V3 to engage the clutch 56.

This provides a direct drive via the wheelsets and provides the third ratio. Thus, the effective changes in gear ratio can be made by using electrical signals to control the three slides V1, V2 and V3, shown in simplified form in Figure 1, to control the operation of the brake 58, the brake 57 and clutch 58 respectively. The control system according to the invention, which supplies the electrical signals for controlling the slides V1, V2 and V3 will now be described with reference to Figure 2.

Figure 2 shows in block diagram the use of a closed loop control system for supplying electrical signals across conductors 113, 11 and 115 for controlling corresponding electro-hydraulic slides (not shown) in an automatic transmission 101 for making changes in the gear ratio of the trans-7906966

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% 6% mission. The automatic transmission receives the input drive over a shaft 102 from an engine (not shown). The mechanical output drive train of the transmission is shown as a drive shaft or propeller shaft 103 on which a torque transducer 10b is mounted. This transducer 5 operates to provide a torque-handled signal (drivetrain torque) on line 405 and a speed-related signal on line 106. Where a single line is shown in the drawing, it will, of course, be understood that often two electrical conductors are used to supply a voltage difference for indicating T0 a certain parameter. A suitable transducer for this device is seen in U.S. Patent No. 100.79. The control system receives other input signals, including position selector information on a line 407 from a switch position selector switch 108. Such a switch or lever is generally mounted on or near the handlebar -T5 column in a vehicle equipped with an automatic transmission and movable in Parke, Reverse, Neutral, Drive, 2, and 1 modes. Control system 100 also receives required torque information on a line 410, which is indicated as a throttle position signal derived from a potentiometer 141. As shown, the movable contact arm of the potentiometer is mechanically connected to a movable throttle plate of a carburettor 142, but of course the potentiometer arm can also be adjusted by moving the accelerator pedal or other suitable device to provide the required torque signal on line 110. Alternative the required torque signal can be derived from changes in manifold pressure. The control system 100 also receives additional input information on a line 116 from an engine control information chain 117. This additional input information may be stored information, such as a map or information matrix, which contains information suitable for obtaining maximum economy for given operating conditions. Other types of engine control information may be provided, such as a signal indicating the percentages of the various components in the engine exhaust or a desired fuel-to-air ratio of the mixture supplied to the engine or other desired parameter. The control system operates with these input signals to provide selective output signals on the output lines 113, 11¾ and 115 for controlling selected members (such as 7906966 * * τ separate sliders, not shown) in the automatic transmission 101 to provide the desired change of the gear ratio. The operation of such valves for controlling the engaging or disengaging chip elements in such a transmission is known. Thus, it will only be necessary to explain the operation of the control system for supplying the required control signals on lines 113 to 115 for an understanding of the change ratio of the transmission ratio.

According to Figure 2, the control system 100 has three main-30th sub-systems namely the supervision control circuit 118, the shift quality control circuit 119 and the switch point computer circuit 121. The switch point computer receives input information including the required torque, motor control, dec speed of the output shaft 103 and (via supervision control 118) mode select information. In a highly simplified sense, the control rule circuit 118 can be considered as testing input information to tell it in what gear ratio the transmission is to explore. The supervision control circuit 118 knows the aforementioned transmission transmission ratio. When the monitoring control circuit 118 determines that the actual ratio is different from the desired transmission ratio, it interrupts its operation of input information testing and operation of the siphon valence control circuit 119 begins.

The shifting is then completed under the control of the shifting quality control circuit and supervision control circuit, thereby providing the correct operating signals at the correct times along the selected conductors 113 to 115 to cause change of the transmission ratio. When shifting has been performed, this is indicated by a signal from the shifting quality control circuit 119 back to the supervision control circuit, which then returns to its previous mode of operation, testing the desired ratio signal to ensure that it corresponds to the actual gear ratio of the transmission. With this in mind, a further explanation of the closed loop control system 100 will now be given.

Figure 3 shows the main subsystems of the control system, shown in Figure 2 as a single block. In addition, Figure 3 shows a selector switch anti-shock circuit 120, which is not a pre-790696? Main system is only a conventional electronic buffer circuit used to prevent accidental or multiple control signal outputs due to a single, generally mechanical input signal. For example, a driver may accidentally shake the control lever when moving the shift selector from neutral to driving, which could generate several trigger impulses. The anti-shock circuit 320, however, ensures that only a single logic command signal is provided to indicate the mechanical operation of the selection lever. The anti-shock circuit together with the logic supervision circuit 123 and logic route chain 12b is shown as a single block 118 for supervision regulation in Figure 2.

A switching point computer 121 receives several of the logic signals from the anti-shock circuit 120 of FIG. 3. One skilled in the art will appreciate that the switching point computer 121 is a special part of a transmission ratio command means, operating to provide a ratio change command signal or desired ratio signal, when it receives the correct input information signals. In this embodiment, the switchpoint computer receives position selector information displayed by the four conductors for passing the logic signals LJ, L2, LD and LB, required torque information displayed by the throttle position signal received over the line 110 and speed information indicated by the signal passed over lines 106 and 122 to the switch point computer 121. The output of the switch point computer 121 is a ratio change command signal, represented by the two logic signals LA and LB. The individual conductors for converting the logic signals are not shown in Figure 3, so as not to make them too complicated. The logic signals LA and LB provide the desired ratio information, and together LA and LB are to be considered a ratio change command signal.

Another important subsystem is the logic supervision circuit 123, drawn to receive various input signals, including the ratio change recommendation signal (LA and LB) and position selector information (LD). The dash (}. Above a signal notation as with LD indicates the logical opposite of the signal ("not LD").

35 The output of the logic supervision chain includes switching initiation signals 7906966% 9 «* and similar transmission ratio (or status) signals. The switching lead-in signals are indicated by the logic signals LUS-R and LDS-R. The UR "generally means a reset or lead-in reset for initiating a gear ratio change-cycle, including other subsystems such as logical route chain 124 and either upshift control circuit 129 or downshift control circuit 126.

The upshift initiating signal LUS-R is supplied to as many the upshift control circuit 125 as the logical route chain 124 and the downshift initiating signal LDS-R is supplied to as many the downshift control circuit 126 as the logical route chain 124. The status signals LC and LD

for indicating the actual transmission positions, both are supplied to the logic route circuit 124, the status signal LC also being applied to the upshift control circuit 125 and the status signal LD also being supplied to the downshift control signal 126.

The upshift control circuit 125 receives the status signal LC, the drivetrain torque signal over the line 105 and upon receipt of the upshift lead-in signal LUS-R, it supplies two control signal to the logic route circuit 124. These control signals are LUS-H for controlling the engaged friction element and LUS-F for controlling the disengaging friction element. These two signals will be directed through the logic route circuit 124 to supply the appropriate signals over two of the three conductors 113, 114 and 115 to control switching. The logic route circuit 124 also receives both status signals LC and LD and that of the switching lead-in signals (LUS-R or LDS-R) supplied by the logic supervision circuit 123. Similarly, the downshift control circuit 126 receives the status signals and the link signals and provides the TV signals LDS-F and LDS-N to the logical route circuit for supplying signals over two of the three conductors 113 to 115 for controlling the switching off and switching on elements during reverse shifting.

At the end of a gear ratio change sequence, a shift completion signal is returned from the upshift or downshift control circuit to the logic supervision circuit 123.

This means that the upshift control circuit provides an end signal LUS-0 to the logic supervision circuit 123 at the end of an upshift sequence 7906966

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10 and the downshift control circuit 126 supplies a shift complete signal LDS-0 to the logic supervision circuit 123 at the end of a downshift transmission ratio change sequence.

The above concerning Figure 3 includes much simplification of the actual operation of the system. For example, each of the upshift and downshift control chains includes so much a closed loop calculation circuit as a reaction torque calculation circuit, analogous to the closed loop controller 1 7 and reaction torque calculation chains 60 in Figure 5 of U.S. Patent No. 0,031,782. However, these simplifications help to understand the overall system and will be useful in understanding the individual subsystems described below.

Main components of the switching point computer subsystem 121 are shown in Figure 1 *. It is seen there that a required torque signal 15 is supplied to the input conductor 110 and the velocity trigger signal is supplied across the input conductor 122. A first logic signal List is applied across conductor 131 when the transmission is in first gear and a second logic signal L2nd applied across conductor 132 before the transmission is in second gear. The other 20 input signals are reference voltage level signals, each for indicating a special torque or speed requirement required. For example, a voltage level signal is provided on the line 133, which means 85% of the maximum torque required, which can be indicated by the throttle position signal on the line 110. This torque signal is set 25 (filtered) in a stage 13 to be on a line 135 to provide a conditioned required torque signal. Thus, the output of comparator 136 on a line 137 provides a logic signal, indicating whether the required torque is greater than 85% of the maximum available torque. * This is often referred to as a ratchet or impact signal obtained when the accelerator pedal is depressed. driver is stepped on the bottom to obtain a large gear.

Each of the three function generators 1 ^ 0, 1M and 1 ^ 2 also receives the required torque signal on the line 135 and provides an analog output on the respective conductors 1 ^ 3, 1M and 1 ^ 5. Ders 1 ^ 3 to 115 are all analog signals. These functional signals 7906966 * * 11 are compared in comparators 146, iVf and 1 ^ 8, with the velocity display signal received on lines 122 and 150. The digital outputs of comparators 1 ^ 6 to 1b8 are shown in Figure 5 · Figure 5 shows that comparator 1U6 on line 151 provides a functional signal 5 as shown by curve 152 in Figure 5. The output of comparator 1 ^ 7 passed over line 153 is shown by dotted line 15 ^ in Figure 5. The functional output of comparator 1U8 over a line 155 is shown by curve 156 in Figure 5

Figure 5 generally shows the shaft speed in rpm. along the jq vertical axis and the gas tilt position along the horizontal axis. Clearly, another indication of the required torque, such as the manifold pressure, can be selected and displayed along the horizontal axis without altering the functional curves of Figure 5 «

There are three additional comparators 157, 158 and 159 in Fig. U, and each receives as an input signal the rate indicating signal on a line 150. In additional comparator 157, a voltage level signal is received over a line 160, which is a rate of 350./ min. indicates.

Comparator 158 receives a voltage level signal for indicating 1800 rpm. over the line 161 and comparator 159 it receives its 2q input line 162 a voltage level signal for indicating an axis speed of 3U50 rpm. The output of comparator 157 is passed over a line 163 to an input connection of process stage 16k and the output of comparator 158 is passed over a line 165 to the same process stage. The output of comparator 159 is fed over a line 166 to an input connection of a process stage 167, which stage also receives the first and second acceleration signals over lines 131 and 132, the output signal from comparator 136 and the output signal from comparator 1HT. A process stage 168 receives the List and L2nd logic signals and receives the output signal from the comparator 1 ^ 6. Process stage 170 receives the logic signal related to the first gear on conductor 131 and also receives the output signal from comparator 1U8. The respective outputs from process steps 16k and 170 are coupled to the R and S connections of a flip-flop 171, which produces an LA digital signal 25 on its output conductor 172, drawn as an output from the switching point computer 121 in 7906965 V 'r Figure 3. The outputs of the other two process steps 167 and 168 are respectively connected to the δ and § input connections of the other flip-flop 173, which supplies the LB signal from the switching point computer on the output conductor 17 ^. While certain mathematical operations are indicated in each of the process steps 16U, 167, 168 and 170, one skilled in the art will appreciate that different chain configurations can be used to obtain the mathematical processes symbolized by the notation in these stages The term "process stage" refers to a logical chain for performing mathematical operations, according to Boole's notation within the rectangle indicated as a certain staircase.

Figure 6 shows the supervisory logic subsystem 123, generally indicated in Figure 3. According to Figure 6, the LA and LB signals are received on conductors 172 and 17 to indicate the desired transmission ratio. Output signals LC and LD are supplied on conductors 180 and 181 and these signals show the actual transmission ratio of the system. In addition, the system of Figure 6 supplies the switch initiation signals over either conductor 182 or 183 to initiate upshifting or downshifting and receives a LUS-0 or LDS-0 20 signal back on conductor 18h- or 185 when the particular switching operation is completed .

In detail, the ratio change recommendation signal or desired acceleration signal is supplied as the two digital signals LA and LB across conductors 172 and 17¾ on the input side of the logic control controller of Figure 6. The signal LA on conductor 172 is supplied directly through conductor 186 to an input section of a NAND gate 187 and the same signal is supplied through an inverter stage 188 to an input connection of another NAND stage 190. This NAND gate 390 also receives a feedback signal over a line 191, which is also fed over a line 192 to another NAND gate 193 and the NAND gate 190 receives a different feedback signal over lines 19¾ and 195. Yet another feedback signal is provided over a line 196 to the last input connection of the NAND gate 190. The output of this NAND gate is passed through a delay stage 197, which is of the type which is only the negative going transition of an imp uls delay, 7906966 13 and the leading edge or positive going edge of a pulse pass with practical. No delay. In turn, this delay signal from stage 197 is fed to the 3 input of a flip-flop 198. The NAHD gate 187 receives a feedback signal over a line 200 and passes its output signal through another delay stage 201, correspondingly provides only a delay for the negative going transition of an impulse signal, to the R input of the flip-flop 198. The output signals Q and-of the flip-flop 198 are indicated by A and A respectively to indicate the process improvements in the subsequent to make linear steps of the logical jQ supervisory rule systems.

The logic A signal is supplied from the Q input of the flip-flop 198 through a conductor 202 to an input of an NAHD gate 203, and the logic A is also supplied through a conductor 20k to an input connection of a process stage 205, as well as through a conductor ^ 206 to an input connection of the other process stage 207. These process stages are those which optionally provide the respective switching lead-in signals LÜS-B over a conductor 182 or LDS-R over the conductor 183.

The H logic output from the flip-flop 198 is applied through a conductor 208 to an input connection of an NAHD port 210 and the -------- ~ 20 A signal is also applied through a conductor 211 to a input connection of NAND stage 193. NAND gate 203, in addition to receiving the logic A signal on line 202, also receives the downshift or LDS-0 signal on line 185 · The output of NAND gate 203 is coupled to the S input of flip-flop 212, the Q output of which is coupled to an output conductor 180 for supplying the LC signal (already described in connection with Figure 3). The Q output also provides a feedback signal over the line 191 to the NAHD gate 190 and to the NAND gate 193, and this feedback signal is also applied to both process steps 205 and 207 * The NAND gate 210 receives, in addition to the de-20 the A logic signal over line 208 also captures the turn-up signal over input conductor 18U and the output signal from NAND gate 210 is applied to the S input of flip-flop 212. The Q output of flip-flop 212 is fed back through conductor 200 to an input connection of NAHD port 187. Thus, the output signals supplied by flip-flop 212 are the LC and the LC signals as indicated.

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In the lower part of Figure 6, the LB signal on line 17 ** is fed directly to an input connection of NAND gate 193 and also passed through an inverter stage 215 to an input connection of another NAND stage 216, the other of which input link receives the ^ LD output signal on line 181 as a feedback signal on line 217. The other inputs to NAND gate 193 are the LD signal over line 19 ** »the LC signal is sent back over the lines 191 and 192 and the A signal on line 211. The output from the NAHD gate 193 is applied through a delay stage 217, which delays only the negative going IQ portion of the pulse, to the R input of a flip-flop 218.

The output from the NAHD gate 216 is correspondingly passed through another delay stage 220, which also acts only on the negative going transition of the pulse and delivers this delayed signal to the S input of the flip-flop 218. At its Q- output the flip-flop 218 1 supplies a logic B signal which is fed over a line 221 to an NAHD gate 222 and also passed over a line 223 to an input connection of the process stage 205 and correspondingly to an input connection of the process stage 207. The same logic signal on line 223 is also fed over line 196 to an input connection of the NAHD gate 20 190. The S signal from flip-flop 218, acting on its Q output connection, is passed over a line 22 ** to an input connection from the NAHD port 225, which also receives an input connection from the line 18 **. The output of the NAHD gate 225 is supplied to the § input connection of a flip-flop 226, which also receives the output of NAND gate 222 on its R input connection. The Q output of flip-flop 226 is used to supply the LD signal on conductor 181, which is also fed back over line 217 to an input connection of NAHD port 216 and over line 227 to each of the process stages 205 and 207. The Q output of the flip-flop 226 provides a 30 LD signal which is fed as a feedback signal over line 19 ** to an input connection of NAND gate 193 and over line 195 to an input connection of the NAHD port 190. Thus, the circuit of Figure 6 receives the data ratio input signal LA, LB on input conductors 172 and 17 ** and the switch complete signal (LUS-0 or LDS-0) over either 35 the conductor 18U or 185 and supplies the actual transmission ratio 7906966 15 attitude or st & intermediate signal LC, LD on the input conductors 180 and 181 as well as the switching initiation signal LUS-R or LDS-R on the conductor 182 or 183. The table in the left top corner of figure 6 shows the outputs at Q and ζ of each of the flip-flops 198, 212, 218 and 226 for a given set of logic input signals at the S and R inputs.

Figure 7 shows the major components of the upshift control circuit 125 and in particular the reaction torque computer portion of this subsystem. For an understanding of the interconnection and co-operation of the components of Figure 7, reference will also be made to Figure 8, where a curve 228 indicates variations in the torque signal on a line 105 in Figure 7 during a full upshift sequence. In addition, the timing diagrams of Figures 9A to 91, shown under the torque curve 230 in Figure 8, will be used to indicate one skilled in the art to understand the operation of the control system of the invention. The time diagrams generally refer to different times t to t_ along the horizontal axis just below the torque curve 228 indicated, and these times are associated with the markings 230 to 237, indicated at different points of the torque curve 228.

2q Figure 7 shows four input signals, three of which have already been described. These are the torque signal supplied on the input line 105, the LC signal (part of the status signal or switching signal included by both LC and LD) supplied over the line 180, and the upshift initiation signal LUS-R supplied through Input conductor 182. The FWM signals are supplied through an input line 250 and will be described in connection with Figure 10. Here it is sufficient to indicate that the pulse width modulation signal or FVM signal is an alternating signal with a 50% duty cycle when the system remains in the same gear ratio and whose duty cycle 2o is changed during either upshift or downshift.

There are also four outputs in Figure 7. An output line 251 is provided with a low torque signal for operating an open loop upshift control circuit 252 when the switching cycle is initiated (indicated by a signal received over input line 182) at a time. 35 dot when the torque signal on line 105 is at a level, which means 7906966 * 16 the torque value below a nominal level (eg 3.5 kgm). Under these conditions, the low torque signal on line 251 starts operation of control circuit 252 to perform the switching sequence in a time execution in the same manner as an uncontrolled switching is normally performed. This avoids the use of the closed loop control system when the torque level is too low for stable effective operation.

On an output line 252, another logic signal is L'CL. This is the slope reset control provided at time t5 of Figure 8, to reset the slope of the reference signal, which is the basis for that portion of the torque curve between times t5 and t6 in Figure 8. On lines 253 and 25¾ control signals for cutout and cutout members in the controlled gear system. After the above, a more detailed description of the block diagram of Figure 7 will now be given.

The torque signal received over line 105 * is fed to a minimum torque memory circuit 255 * to an integrator circuit 256 and a time circuit 257. The integrator circuit 256 also receives the upshift initiation signal LUS-R and a time signal from the timer 257 · Al-20 works. over a time corresponding to that between t0 and t1 in Figure 8 * the integrator circuit for supplying the average torque level signal on a line 258 after time t1 and thereafter during the switching sequence. The memory circuit 255 is of the type which is continuously reset as the level of the input signal decreases and which collects (or "remembers") the minimum level of the input signal even after it begins to increase. This minimum torque level signal is displayed on a line 260. The timer 257 is preset to form a control signal for controlling the integrator 256 during the interval between t0 and t1 in Figure 8 and to delay after this 2Q time interval. upshift initiation signal on its output line 26-1.

Four comparison circuits 262 to 265 are connected to explore the signals just described and to provide a variety of trigger and control signals. The comparator 262 receives the average torque signal over a line 258 and also a reference voltage 7906966 17 signal on a line 266, which reference voltage corresponds to a preset minimum torque level. In a preferred embodiment, this level was set to correspond to 3.5 kgm. Thus, the comparator 262 on an output line 267 provides a logic signal, indicating whether there is 2 an appropriate torque level on the drive line for completing a closed-loop controlled shift sequence. The low torque signal on line 251 is provided to terminate the average torque interval between times t0 and t1 in Figure 8, when the average torque value is not at or above the preset reference level, so-1Q as 3.5 kgm .

The first comparator 265 is in fact only used during a 1-2 upshift. This circuit is arranged to tell the forward supply chain that the control slider must be prepared for rapid response during upshifting from 1 to 2. For this purpose, first comparator 265 outputs a first trigger signal C1 over a line 270 to another process stage 271 and the first trigger signal is also fed on a line 272 to the S input of a flip-flop 273. The closed loop operation of the entire system will be caused either by a second trigger signal from the second comparator circuit 26U supplied over its output conductor 271 or by a rotary tractor signal supplied by the comparator 263 over its output conductor 275. The comparator 265 supplies its first trigger signal on a line 272 and on a line 270 approximately at the time when the value of the torque signal falls to 0.8 times the average torque level, 2 ^ indicated as time t2 in figure 8. The second comparator circuit 2ék "· is set for supplying the second trigger signal along a line 27 ^ when the average torque level drops even further to 0.6 times the average torque level, indicated at time t3 in Figure 8.

The orbit comparator provides a signal on a line 275 after the 2Q average torque level signal has reached its minimum level and has increased to a point (indicated by 23 ^ in Figure 8) where the average torque signal is 2.8 kgm greater than the minimum value signal . This occurs at time t4 in Figure 8.

The adaptive gain / ramp program stage 276 receives both the average torque signal on line 258 (Figure 9C) and 7906966 18 the LC status signal over a line 180. This program stage 276 provides a first analog voltage on line 277 for control. of the ramp voltage in the closed loop controller in FIG. 10 during the controlled circuit, and a second analog voltage over a line 278 for correspondingly controlling the gain in the closed loop. These compounds will be described below, their basic function will be apparent from Figure 6 of U.S. Pat. No. 0,031,782. It will be seen there that the adaptive calculation circuit 93 provides many an analog ramp control voltage across conductor 92 and an analog gain control voltage across conductor 91. It should be noted that the adaptation computer 93 also provides a forward feed signal and this will also become apparent in the present description.

At the upshift control circuit 123 of Figure 7, the low torque signal on line 267 is fed to an input connection of a NOR gate 28Ο, which also receives the delayed switch initiation signal on a line 261 and the common line 281. The output of the NOR gate 28Ο is applied to the S input of a flip-flop 282, which receives the delayed switching initiation signal at its common input 28J at its R input. The output signal from the Q output of flip-flop 282 is the low torque signal on line 231 and this signal is fed over line 283 to process steps 28U, 283 and 286.

The process stage 287 receives the delayed switch initiation signal (in Figure 9B), the loop signal (Figure 91) over a line Ö75, and the second trigger signal (Figure 9H) over a line 275. The output 25 of the process stage 287 is supplied to the S input of a flip-flop 288, which receives the delayed upshift signal on its line 281 at its R input. The flip-flop 280 supplies the LCL logic signal at its Q output to the process stage 28 ^ and an LCL at its Q output. output to conductor 290 for use in the closed loop control section, indicated 30 in Figure 10. The LCL signal from the flip-flop 286 is fed as an input signal to the process stage 281, which also receives the low torque signal over a line 283 and a feedback signal from the differentiates 291 across a conductor 292. The process stage 28k supplies the L'CL signal to the output conductor 252 and this signal is shown in Figure 9L.

As noted above, the first trigger signal 7906966 19 on line 272 (Figure 90) is fed to the S input of the flip-flop 273. At its R input, this flip-flop receives a delayed signal from the delay stage 293 and at its Q output, the flip-flop 273 supplies an LRR signal (which is a logic signal for control ramp reset at time t5) to the differential stage 291. Bit input signal is that generally indicated by the step function signal 29 ^ below the differentiator and heating of the differential stage 291 is to provide a sharp pulse such as 295 (Fig. 9K) to control the slope reset.

JO A process stage 285 also receives, in addition to receiving the delayed upshift initiation signal on a line 281, the low torque signal over a line 283 from the flip-flop 282 and receives a feedback signal over a line 296 from the process stage 268. On its on the output side, the process stage 285 supplies the control signal for switching off the friction element, indicated by LUS-F on line 253

The process stage 271 receives a feedback signal from the stage 268 over a line 296, the trigger signal formed by the first comparator 265 over the line 270, the closed loop trigger signal (FIG. 9L) over a line 297 from the process stage 28k, and the delayed signal line 20. line signal (Fig. 9B) on a line 298. This delayed signal is also fed directly to the process stage 268. The output signal from the process stage 271 is fed as much to the next process stage 268 as to the delay stage 293. Apart from the input signals just described ". to the process stage 268, the LC status signal is also supplied over a line 300 to this stage and the PWM signal is passed over a line 250 to the stage 268 and to the last process stage 286. The PWM signal is derived from the closed loop control device of Figure 10 as will be described. In Figure 7, the outputs from the process stage 268 are passed directly to the last process stage 286, and furthermore, the Q1 is fed as a feedback signal over a line 296 to an input connection of the stage 271. The low torque signal provided by the flip-flop 282 , is fed over the line 283 as an input signal to the process stage 286 and the other input signals to this stage have already been described. As a result of the boolean enhancements described by the notation within the block 286, the result is the output 7906966 20 the output signal LUS-N for controlling the engaging clutch, which is supplied through the line 25 ^.

Figure 10 shows the closed loop control portion of the upshift control circuit 125, this circuit supplies the upshift end signal LUS-0 5 on line 18U and completes upshifting and also supplies the PWM signal on line 250 for application through the conductor to the chains of Figure J. In Figure 10, the torque signal is applied to line 105 as shown and the heather analog voltages for the ramp and gain control on lines 277 and 278 as formed by program 10 stage 276 in Figure 7 are also used. . The LCL signal generated at the Q output of the flip-flop 288 is applied over the line 290, the turn-on signal LUS-R (delayed) is applied over the line 281, and the LC status signal on the line 180 is also used.

The torque signal supplied over the line 105 is fed to both a track and hold circuit 303 and a summation stage 304. The circuit 303 continuously tracks the torque level signal, which maintains it at instantaneous torque on the drive line. At the time the LCL signal is applied over line 291, the memory portion of circuit 303 is energized to store the then present value 20 of the torque on the input link. Thus, upon receipt of the logic signal on line 290, that stored value is held and applied over a line 305 to an input of the summing stage 30U. The same logic signal on line 290 is also applied to a ramp generator circuit 306, which operates by receiving the analog voltage on line 270 to initiate the formation of a ramp voltage waveform on line 307. This up inclined waveform is used to control the increasing torque during the controlled switch-up time between times t5 and t6 of Figure 8. This ramp signal is applied to an input connection of comparator 30U and 30 is also applied to an input of a time chain 308 , which also receives the analog ramp control voltage over the input line 277 · Because the ramp is determined by the charge time and in turn set by the components within the ramp generator 306, delivers at the time when the ramp level exceeds the voltage level of 35 the other analog control voltage, the timer 308 has the turn-on 7906965 21 signal LUS-0 on line 18b. This takes place at time tj in figure 8.

The analog / digital scan set circuit 310 is a known circuit, in which the analog gain control voltage over line 278 and 5 receives the delayed upshift initiation signal over line 281. This converter circuit operates the received analog voltage and provides a digital combination of output signals on lines 311 to 31b, so that this combination of four digital signals can provide 16 different levels of gain voltage. These digital signals are displayed from -50 down the delayed upshift signal of Fig. 9B goes from a logic 1 to a logic 0 at time t1 in the switching sequence. The signals, in turn, are supplied to an adaptive gain control circuit 315 * which also receives a summed or algebraically combined signal over a line 3l from the summing circuit 30b. Thus, it is clear that the analog gain control signal on line 317 on the output side of the adaptive gain circuit 315 is a function of both the gain control voltage and the ramp bias voltage. Those skilled in the closed loop control art will appreciate that the analog gain voltage on line 278 is reduced in the presence of higher torque level signals on line 105 to ensure stability of the closed loop control system. However, at lower torque levels, the gain is increased to minimize track errors in the system. The output from the adaptive gain circuit 315 is always present over the line 317 to the frequency camping network 318, which is operated upon receipt of the LC status signal over the line 180. This network may be operated differently during upshifting from 1 to 2 in that the logic signal on line 180 is only logic 0 during upshifting from 1 to 2 and logic all other times 1o 1 · The output from frequency compensation network 318 is fed to an input link of another summing stage 320, which is also receives a correction signal over a line 321 from a zero setting unit 322. The LC logic signal on line 180 is also applied to the zero chain 322 and a portion of this signal, as determined by setting an adjustable component within the zero chain, is fed 7906966 22 over a line 321 to summing stage 320. The output from summing stage 320 is an analog signal on a line 323 »used to control the cycle of the alternating output signal on a line 250 supplied by the pulse width modulation circuit 32U.

Figure 11 shows details of the logic blocks 271, 266 and 286 of Figure 7. The Boolean expressions for the logic stages 271 and 286 are also indicated. Since the phrase is more complicated for the stage 268, the details for the interconnected flip-flops are indicated. One skilled in the art will understand as many of the electrical connections IQ as the signal process improvements of the device of Figure 11 to provide the signal LUS-N for controlling the engaging friction element.

Figure 12 shows in Boolean form the details of the logical route chain 12U of Figure 3. The same notation is used in Figure 12, whereby all logic signals are indicated by the same characters as in Figure 3 and the other figures. In Figure 12, the process steps 330, 331 and 332 receive the status signals LC, LD, the shift initiation signal (LUS-R or LDS-R) to begin chain forking either upshifting or downshifting, and the appropriate pair of signals 2Q for controlling the enabling or disabling elements depending on whether the system is controlling an upshift or a downshift. After processing in stages 330,331 and 332, the output signals from these stages are fed to the additional stages 333, 33, and 335, which also receive the input reverse R and neutral N logic signals from the switch position selector. The output signals from stages 333 to 335 provide signals on two of the three conductors 113, 115 and 115 for controlling the engaging or disengaging friction members.

There is a third signal input to each of stages 333 to 335 from delay stage 336. This stage provides only a time delay in the signal from process stage 337, which in turn receives signals from each of stages 330 to 332. By processing the signals as drawn at stage 337 and then delaying the output of this stage in the delay stage 336 before feeding the signal to stages 333 to 335, the control system is protected from transmission lock by a premature collaboration of a 7906966 23 ft chip element before another element is released.

To consider the upshift sequence of the operation of the system of the invention, it is assumed that the vehicle in which the automatic transmission 101 is mounted has been started, that the transmission is in first gear, and that the position selector switch is in 0 (drive). It is further assumed that the required torque as indicated by the position of the contact arm of the potentiometer 111 in Figure 2 requires more torque than is formed and supplied through the driveline shaft 103 at the output side of the transmission. ^ 0 The shift point computer 121 (Figure 3) provides a digital or logic 0 as well as each of the output signals LA, LB indicating that the transmission is in first gear. Before upshifting is required, logic supervision circuit 123 also supplies logic 0 or low level signals such as the output status signals LC, LD and logic 1 or high level signals such as the lead-in signals LUS-R and LDS-R. The signal on the line 113 is a logic 1 or high signal to the slider VI, while the signals on lines 11h and 115 are low at that time. This is the status or state of the system just before the throttle position (or required --- torque ~ signal) signal on the ~ line * indicates * that compared to the 2q true torque signal over line 105, a upshifting is necessary.

When the shift point computer determines that shifting is necessary, the desired acceleration signal LA, LB changes so that the signal at LA becomes high to a 1 while the LB signal remains low.

This is received by the logic supervision circuit 123, which actually compares the 2 ^ desired ratio with the actual signal ratio indicated by LC, LD and determines that switching from 1 to 2 is to be initiated. This is performed by supplying the signal LtJS-R of Figure 9A and occurring at the time tO in Figure 8. This means that LUS-R goes low from its normal high or logic 1 position at the 2Q time tO in Figure 8. According to Figure 7, the upshift initiation signal is applied over line 182 to start operation of both integrator 256, which will provide the average torque signal at the end of the period between t0 and t1, as the timer 257 used for determining the measure of that period. In addition, the LC signal on line 180 in Figure 7 remains at a logic 0, telling the 7906966 2k system that upshifting from 1 to 2 is required rather than upshifting from 2 to 3 which would have been signaled by a logic 1 on line 180. Thus, the combination of the upshift initiation signal on line 182 and the status signal on line 5 180 determines not only that an upshift will be initiated, but which upshift sequence will be followed.

At the time t1 at the end of the average torque time in Figure 8, the output of the average torque time stage 257 goes down, see Figure 9B. At this time, the mean torque signal on line 258 becomes a constant, indicating the vehicle's average driveline torque just before shift operation begins. It is noted that this delayed signal at time t1 is supplied from the output of the timer 257 as one of the inputs to the process stage 285 * so that there is immediately a signal level on the line 253 to control the switch-off fries. element and the drivetrain torque thus begins to decrease in accordance with Figure 8.

At time t2, the driving line torque has fallen to about 0.8 times the average level just before the switching sequence “started-and <^ '8it_time: §ïlï>' ^ af“ has output «i ^ aal» first comparator 265 down to provide the first trigger signal of Figure 9G. This output trigger signal is supplied through process steps 271 and 266 to indicate to output process stage 286 that the LUS-fi signal must begin, so that the appropriate control slider can begin to fill to respond to switching from 1 to 2.25 which faster than shifting from 2 to 3. Assuming to continue normal shifting, where the torque level was above 3.5 kgm at the start, the driving line torque will continue to decrease to a level of about 0.6 times the average torque level, indicated at time t3 in Figure 8. At this time, second comparator 26U delivers the second trigger signal along line 27kt going down at time t3 of Figure 9H. This trigger signal is passed through the process stage 287, the flip-flop 288 and the process stage 28U to provide a signal on line 252, also shown by Figure 9L, to effectively close the loop and ensure that the system will operate with the closed loop mode. If the decrease in the torque level is too small for the supply of an output signal from the second comparator, the loop closure will not be initiated until the time t ^, when a loop signal is generated for the comparator. 263 »see figure 91. This occurs at a time when the torque signal has reached its minimum value 5 and then increases to about 2.8 kgm above that minimum value. At the time t5 when the driveline torque has risen again to about 0.8 of the average torque level at which the first trigger signal was generated by the comparator 265, the output of this comparator spring rises to control the slope reset, which 10 is the rather short increase in the vertical slope value represented by the dotted curve between times t3 and t5 in FIG. 8.

It should be noted that the sequence of signals from comparators 265, 26U and 263 just described occurs only when the average torque signal is above a predetermined reference level, which is 3.5 kgm in the described embodiment. A torque level below this value indicates that closed-loop control of the switching is unnecessary and this condition is recognized by the output signal on line 267 from the low torque comparator 262. According to Figure 9F, the signal level remains low and provides a signal to the output side of flip-flop 20 282 on line 283, which stops process stage 28k and prevents the output from being delivered on line 252 to explore in closed loop mode. Instead, the signal on line 251 is fed to the open loop upshift control device 2U9, see Figure 7, so that a conventional timing sequence of switching is provided instead of a closed loop control device.

The adaptive gain / gain program stage 276 in Figure 7 provides the required analog signals for use in the closed-loop device of Figure 10. These signals are then used to provide the pulse width modulated signal on line 250 in Figure 10 as described above. , for controlling the torque level between times t5 and t6 of Figure 8. This allows the torque to very close to the desired slope after-gate indicated by the dashed curve in Figure 8. At time t6 or point 236 on the torque curve the engaging friction element or clutch is fully locked, so that there is no further increase in the torque output level and 7906966 2 6 »“ the torque is generally level as indicated in the curve between times t6 and tj. The control system according to the invention remains in operation during this time interval, allowing a margin of clearance so that it is not completely turned off until the upshift 5 oversignal LUS-0 is generated by the timer 308 (Figure 10) at the end of the switching sequence or the time t7.

After considering the offset of the control system according to the invention during upshifting, it remains to consider the system during operation during downshifting. At present, it has been found practical to approximate downshift control for time considerations, which includes three base time periods. The first time to consider is the acceleration time for the motor drive shaft to be accelerated to the new speed after the load has dropped when initiating the downshift. This acceleration time will be indicated by ta, both in the description and in Figures 13 and 15. A certain time is required for the liquid to be drained from the piston, whereby the disengaging member must be released and this time is indicated with te. The last time period tf is that required to fill the piston of the engaging member. However, all these times vary slightly depending on the speed and torque conditions at the time the downshift is initiated, the ratio in which the transmission then operates and the new ratio in which the transmission is to be shifted. Accordingly, these different times are used in an initial calculation to determine in which of the three screws the downshift will be controlled. These modes are called cases 1, 2 and 3 for discussion purposes.

In the first case, when the initial calculation determines that the filling time tf is greater than the sum of the acceleration time ta and the emptying time te, it is necessary to enter a delay time td in the system control algorithm. When the filling time is so long, the liquid can begin to flow into the switch-on member as soon as the switch-on initiation signal is supplied. However, the release of the deactivating member cannot begin immediately, since it is a much shorter period of time. This would result in too long a time interval 35 between the time the switch-off member is released and power 790696e 27 is transferred across the switch-on member. Hence, the delay time td must be added at the start of shifting before the shutdown of the shutdown member can begin. Thus, it is clear that the first delay time will be equal to the filling time ts, minus the sum of the emptying and acceleration times.

In the second case, the filling time is less than the sum of the emptying and acceleration times. To obtain the correct timing under these conditions, the initiation of filling for the emerging member is delayed slightly over the time delay period td. This ensures that there will be the proper interval between emptying the disengaging member piston and engaging the engaging member. The first time delay in case 2 is equal to the sum of the acceleration and emptying times minus the filling time for the engaging member.

In the third case, which is possible with controlled downshifts, the acceleration time is equal to or greater than the sum of the filling time and the emptying time. Thus, it is only necessary to delay the start of the fill time over the delay time period td. In this third 2Q case, the calculation for the delay time will then be equal to the acceleration time ta minus the fill time tf. The logical flow of signals for the formation of these operating signals for controlling the beginning of the filling and emptying times is shown in Figure 13.

As given there, the electrical signal for 2 ^ displaying a torque is applied along line 105 to a stage 3 ^ 0, which retries the applied torque level signal until it receives the downshift initiating signal LDS-R and strikes at that time he receives the signal and delivers it continuously on the output line 3 ^ 1. Likewise, the speed signal on line 106 is followed by the 2o track / acquisition stage 3½ and upon receipt of the LDS-R signal, the instantaneous value of the speed signal is stored at that time and then presented to its output conductor 3k3. This stored speed signal is fed to the motor inertia stage 3 ^ U and when the LD signal is received at this stage (LD is a logic 1 during downshifting from 3 to 2 and a logic 0 when downshifting 7906966 4 ' 2 to 4), the modified signal is applied from this stage over line 3 ^ 5 to the plus inputs of each of the sonication stages 3 ^ 6 and 3 ^ 7

The input torque signal on line 105 is also fed to the minus input link of another comparator 3 ^ 8, which at its positive input link receives the stored torque signal reduced by a factor determined by setting a potentiometer 350 or other signal varying means. In one embodiment, this potentiometer was set to transmit to the comparator a signal about 65% of the level of the input signal received by the potentiometer. This allows the comparator 3 ^ 8 to act as a torque drop comparator to provide an output signal when the input torque at the negative link has fallen to a level that is 65% of the stored value on the line 3 ^ 1. This torque take-off signal is fed as one of three inputs to a time stage 350. The timer also receives other input signals, such as the downshift lead-in signal LDS-R in the first and second cases as described above. The stored signal on the line 3 ^ 1 is continuously fed over the line 351 to the input connection of a gate 352, which is open or passes a signal when it receives the gate signal from the timer 350. The output of the gate 352 is fed over line 353 to the plus input connection of a first comparator 35 ^ and also to the plus input connection of another comparator 355. The torque on line 3 ^ 1 is also fed to a calculation stage 356, which provides an output representative of the fill time required for the enabling member, to the negative input connection of the summing stage 3-6. Accordingly, the calculation stage 357 supplies a signal, which represents the sum of the fill and empty times for both members, to the negative input connection of the summing stage 3 ^ 7 · Sik of the calculation stages 356 and 357 is served by the LD signal. as noted above 3Q, only when downshifting from 3 to 2 is a logical 1.

The output of the summing stage 3 ^ 6 is fed both to the comparator 35 ^ used to supply the LT III signal and to the inverter stage 358 used to supply the logic signal L III in the third case described above. It is noted that this signal is only supplied to the timer 350.

7906966 29

The output of the other summing stage 3 ^ 7 is passed through an absolute power process stage 361 and also through an inverter stage 362 to the negative input of the comparator stage 355

The output of the summing stage 3 ^ 7 is passed directly through a buffer 5 stage 363 to provide the L I / II logic signal. From the explanation above for cases 1, 2 and 3, it is clear how the combinations according to figure 13 can be used to supply the logic signals indicated there. These logic signals are either a 1 or a 0 depending on the conditions or the case obtained, as drawn along the first six lines of the map in Figure 1U.

It is a relatively straightforward logical combination for supplying the last two lines in the card and the control signals LDS-F and LDS-N for controlling the off and on means, respectively. In fact, process devices other than those shown in Figure 13 may also be used to process the torque and speed signals and to provide operating signals for controlling the on and off members for the particular downshift action to occur.

In order to enable one skilled in the art to use the invention with only a minimum of tests, Figure 15 shows a schematic arrangement of a circuit for using logic signals as drawn on the first six lines of Figure 1¾ to provide the enable and disable. signals to the respective chip shops. This circuit is particularly useful in the above description for case 3 when the total acceleration time is greater than or equal to the sum of the fill and drain times. Since the chain values have been drawn for the different logic and flip-flop chains, a person skilled in the art will easily be able to implement the device with the aid of the above explanation.

30 The term “linked” as used herein means a DC connection between two components with practically zero DC resistance between those components. The term “coupled” indicates that there is a functional relationship between two components with possible interposition of other elements between the two components 35 described as linked or linked together.

7906966 30

Modifications of the examples are possible within the scope of the invention.

7906966

Claims (19)

Control system for controlling gear ratio changes in an automatic transmission coupled between an engine and a mechanical output drive connection, characterized in that 5 gear ratio recommendation means (121) are provided to provide a ratio change recommendation (LA, LB) signal at reception of information input signals including position selector (at 107) information, a logic supervision circuit (123) connected for receiving the ratio change recommendation signal and receiving position selector (LD) information, and a logic route circuit (12U) connected for receiving of a circuit start signal (LUS-R or LDS-R) from the logic circuit, position selector (LR, LD) information and circuit quality control signals (from 126 or 127) operating to provide selective output signals (at 113, 11 ^, 115 ) which respectively control selected members (V1, V2, V3) for placing the automatic transmission in the desired gear ratio. System according to claim 1, characterized in that the transmission ratio commodities include a switching point computer (121) connected to receive a first input signal 20 (at 110} which varies as a function of the required torque, a second input signal (out of 120) including the position selector information and a third input signal (out of 120) which varies as a function of the speed of the mechanical output driver connection, which switching point computer operates to provide the ratio change commode signal. System according to claim 1, characterized in that the gear ratio recommendation means are provided with a manual gear selector (e.g. 108) for receiving a first input signal for indicating a desired gear ratio and a second input signal (out 120) with the mode 30 selector information. The system according to claim 1, characterized in that an upshift control circuit (125) is provided, connected to receive the shift initiation signal (LUS-R) from the logic supervision circuit (123) to supply the shift quality control signals (LUS-N) and (LUS-F) 35 to the logic route chain and for supplying a switch-completed 7906965 signal (LUS-O) to the logic supervision circuit upon termination of an upshift transmission ratio change sequence. System according to claim 5, characterized in that a reverse shift control circuit (126 \) is provided for receiving the switch initiation signal (LDS-R) from the logic supervision circuit for supplying the switch control signals (LDS-F and LDS -N) to the logic route chain and to supply a circuit completion signal (LDS-O) to the logic logic circuit upon termination of a downshift transmission ratio change sequence. System for controlling gear ratio changes in an automatic transmission coupled between an engine and a mechanical output drive connection, characterized in that gear ratio recommendation means (121) are provided for supplying a ratio change recommendation signal when receiving information 35 input signals including position selector information, a logic supervision circuit (123) connected to receive the ratio change cam signal and receive position selector information, a logic route circuit (12U) connected to receive a switch initiation signal from the logic surveillance circuit, position selector information, a status signal for indicating the actual transmission ratio and shift quality control signals operating to provide selective output signals controlling respective means for placing the automatic transmission in the desired transmission ratio, an upshift control circuit (125) connected to receive the switch initiation and status signals from the logic supervisory circuit to supply the shift quality control signals to the logic route chain and to supply a circuit complete signal to the logic supervision circuit at the terminating an upshift transmission ratio change sequence, and a downshifting control circuit (126) connected to receive the switch initiating and status signals from the logic supervision circuit for supplying the shift quality control signals to the logic route chain and supplying a circuit completion signal to the logical chain of supervision upon termination of a downshift gear ratio change sequence. 7906966 * A system according to claim 6, characterized in that the transmission ratio commutators include a switching point computer (121} connected to receive a first input signal (at 110} which varies as a function of required torque, a second input). -5 signal (out of 120} with position selector information, and a third input signal (out of 122} which varies as a function of the speed of the mechanical output drive link each switching point computer is operative to provide the ratio change signal). System according to claim 6, characterized in that the gear ratio ratio elements are provided with a manual gear selection device (for example 108} for receiving a first input signal for indicating a desired gear ratio and a second gear ratio. input signal provided with the position selector information. A control system for controlling gear ratio changes in an automatic transmission coupled between an engine and a mechanical output drive, characterized in that a switching point computer (121} is connected to receive a first input signal that varies as a function of required torque , a 2o second input signal provided with position selector information and a third input signal which varies as a function of the speed of the mechanical output drive connection, each switching point computer operates to supply the ratio change command signal, a logic supervision circuit (123) connected to receive the ratio change signal. 25 different recommendation signal and for receiving position selector information, a logical route chain (12U) connected for receiving a switch initiation signal from the logical supervisory chain, position selector information, a status signal for indicating the actual transmission gear ratio and shift quality control signals operating to provide selective output signals which respectively control selected means for placing the automatic transmission into the desired gear ratio, a shift up control circuit (125) connected to receive shift preamble and status signals from the logic control circuit for supplying from the shift quality control-35 signals to the logic route chain and for supplying a shift 7906966 3k τ full voltage signal to the logic supervision chain upon termination of an upshift gear ratio change sequence, and a downshift control circuit (126) connected to receive the shift lead-in sequence and logic control chain status signals for supplying the switching quality control signals to the logic route chain and for supplying a switching completion signal to the logic supervision circuit upon termination of a downshifting gear ratio change sequence. Control system for an automatic transmission with an IQ number of transmissions with an output shaft, characterized in that a shift point computer (121) is connected to receive input information with required torque (at 110) and at least one indication of a automatic transmission output parameter (speed or torque) and for supplying an output signal (LA, LB) for indicating the desired transmission ratio of the transmission, and a control monitoring circuit (118) connected for receiving the output signal from the switching point Computer for comparing that output signal with a status signal to indicate the actual gear ratio and to both interrupt the comparison of signals and initiate a gear ratio change when the status signal is different from the desired gear ratio signal supplied by the link point computer and for supplying control signals to the automatic transmission for performing the desired change in gear ratio. System according to claim 10, characterized in that a shift quality control circuit (119) is coupled to the supervision control circuit for supplying signals to the supervision control circuit for performing precise control of the gear ratio change and terminating signaling of the transmission ratio change. transmission ratio ratio to allow the supervisory control circuit to resume comparing the desired transmission ratio signal with the actual transmission ratio signal. System according to claim 11, characterized in that a transducer (10¼) is placed near the output shaft of the automatic transmission to provide the indication of the transmission output 7906966 -35 parameter (speed and / or torque). ) to the switching quality control chain and to the switching point computer. 13. Control device for controlling the changes of the gear ratio in a 5-speed automatic transmission which is driven by an engine and has an output drive connection for supplying a driving torque to a load, characterized in that a switching point computer (121) is connected to receive input information with required torque, and to provide a desired transmission ratio signal (testers 10 dolf) which cooperate with the output drive connection to form an output signal that varies as a function of a drive at the output connection and a control system (118, 119) coupled to the switching point computer and the test means for testing the desired gear ratio signal for detecting a difference from the actual gear ratio, initiating a gear ratio change when such a difference is detected and interrupting the test function during the change and resuming the test function after completing the gear ratio change. Device according to claim 13, characterized in that the output signal formed by the test members (104) varies as a function of the driving torque. 15. A method of controlling transmission change ratios of an automatic transmission having a plurality of transmissions through which an output torque is supplied over an output drive shaft, characterized in that a first signal (at 110) is provided in connection with the required torque on the transmission and a second signal (at 105 or 106) is provided in connection with at least one parameter of the automatic transmission output, the first and second signals 2o (in 121) are processed to provide a signal for the indicating the desired transmission ratio of the transmission, comparing the desired transmission ratio signal (in 118) with a signal indicating the actual transmission ratio, recognizing a difference (also in 118) between these signals, interrupting the comparison between the desired and actual ratio signals, assigning 7906965 of the shift quality control components (switch-on or downshift) suitable for the special gear ratio change to be undertaken, and controlling (119) the special gear ratio change with the allocated components and using a signal to display the driving torque, and upon completion (in II8) of the controlled gear ratio change releasing the assigned shift quality control components and resuming the comparison of the desired gear ratio signal and the actual gear ratio signal. Method according to claim 15, characterized in that it is determined whether the output torque signal is greater than a predetermined level, initiating a closed loop controlled gear ratio change (with normal circuits) when the torque signal is greater than the predetermined level level and initiating an open-loop sequence (with 2U9) of the ratio change when the torque signal is less than the predetermined level. A method of controlling a gear ratio change in an automatic transmission having a number of ratios coupled to an engine in an automobile, characterized in that a desired ratio signal is formed (in 121) using output information including position selector information and required torque information, comparison (in 118) of the desired ratio signal with the actual ratio status signal and supplying a switching lead-in signal (to 119) when the actual ratio differs from the desired ratio, assigning chain components (upshifting or downshifting) for completing a path to supply shift control signals for controlling a gear ratio change, and using the shift initiation signal (118, 119), the status signal and the shift control signals received over the assigned path for providing a gear ratio change ering in the automatic transmission. Method according to claim 17, characterized in that the input information is provided with engine control information (from 119). 19. Method according to claim 17, characterized in that the input information is provided with signals sent manually by the 7906966 * N car driver. 20. Method for controlling a gear ratio change in an automatic transmission coupled to an engine in an automobile, characterized in that a ratio change command signal is formed using input information with position selector information, required torque information and transmission output shaft speed information, processing (in 118) the ratio change recommendation signal in conjunction with additional position selector information to provide a shift preamble signal and a gear ratio status signal, with chain components assigned (upshifting or downshifting) to complete a route path for forming shift control signals to control a desired gear ratio change, and using (118, 119) the shift initiation signal, status signal and shift control signals received over the assigned route path to perform the desired transfer ratio change in the automatic transmission. 21. A method according to claim 20, characterized in that a shuffle completion signal (LUS-0 or LDS-0) is generated in the assigned route path at the end of over-extension ratio change sequence and using the circuit completion signal for resetting the gear ratio status signal. 22. Method and device substantially as described in the description and / or shown in the drawing. J S 7906966