Patent GB-1251534-A (GB)
IPC: F16H61/06
Filed: 1968-12-19
Abstract: 1,251,534. Change-speed control. NISSAN JIDOSHA K.K. 19 Dec., 1968 [3 Feb., 1968], No. 60342/68. Heading F2D. An automatic transmission on a motor vehicle, controlled by fluid-pressure operated selector clutches and brakes 4 ... 7, has a timer-valve 130 which, during one upshift (2-3) requiring simultaneous supply of line pressure 200, 214 to the engage chamber of the higher ratio clutch 4 and to the release chamber 124 of a brake 6, which latter had, in the lower ratio, been engaged by line pressure in the lesser-area apply chamber 123, and is overcome by the release  pressure for upshift, effects a speed and torque responsive control of the rate of engagement of the higher ratio clutch 4 by by-pass control of a restrictor 370 in the clutch line 214, to delay clutch engagement, resulting in unrestricted engagement for clutch brake overlap at high torque and delayed engagement for reduced, zero, or negative overlap (neutral) at low torque. General.-The gear is a torque-converterdriven three-speeds and reverse Simpson gearset, controlled by a forward clutch 5; directdrive and reverse clutch 4; second speed brake 6; a one-way low-speed brake (10) for use in Drive; and a two-way brake 7 for manual low. The fluid system components include 1-2 and 2-3 automatic shift valves 105, 106, responding to governor pressure 220, supplied by a two-stage output-driven governor 112, 113, and modulated TV pressure 208, supplied through a TV modulator valve 108 by a TV valve 107 responsive to engine inlet-manifold depression or throttle setting to produce a TV pressure 207 representing engine torque; a manual ranging-valve 104, providing, in addition to Park, Reverse, Neutral and Drive (starting first, automatic all three), invariable first and second ratio settings 1, 2; a solenoid accelerator kickdown valve 109, providing kickdown pressure 209 for 3-2 and 2-1 kickdown; a second ratio hold valve 116; a main pressureregulator valve 102 providing TV responsive line pressure 200, subject to high-speed reduction by a cut-down valve 114, operated by governor pressure 220; and a single input-driven pump 101. 2-3 upshift timing, which forms the subjectmatter of this invention, is as follows. In second ratio the brake 6 is applied by line pressure 200, 212, supplied to the brake-apply chamber 123. When the 2-3 shift valve 106 moves left for upshift, full line pressure 200, 214 is supplied directly to the release chamber 124 of the brake 6. The same line pressure 214 is also supplied to engage the direct-drive clutch 4, but, in this case, through either one of two parallel paths selected by the timer-valve 130. If TV pressure 207 and a spring 362 are sufficient to maintain the timer valve 130 rightward (shown) in opposition to governor pressure 220, e.g. at high torque, clutch supply is direct through the timer valve and line 234, giving an overlapped shift. If TV pressure 207 and the spring 362 are low enough to be overcome by governor pressure 220 e.g. at low torque, the timer valve 130 is moved left,blanking the line 234 and inserting a restrictor 370 in the clutch feed-line 214 delaying clutch engagement to reduce, eliminate or negative the overlap. An additional restrictor 371 may be provided downstream of the timer valve 130. Fig. 6, not shown, substitutes line pressure for TV at the left end of the timer valve 130, which is then provided with an additional land to compensate this increase. Since line pressure responds to TV in the main regulator, timervalve overlap is TV controlled, as before, but to a different characteristic. In Fig. 7, not shown, the pressure at the left end of the timer valve 130 is throttle boost pressure (235) provided by a throttle boost valve (140), which regulates a stepped increase of TV pressure from line, and applies this to the timer and shift valves. Figs. 4 and 5 (not shown) are curves showing respectively engine torque against vehicle speed in the two upper ratios, and timer-valve pressure against engine torque.