Patent GB-1281038-A (GB)
Title: Electronic control system for automotive automatic transmission
IPC: F16H47/08
Filed: 1969-10-29
Abstract: 1281038 Change-speed control NISSAN MOTOR CO Ltd 29 Oct 1969 [30 Oct 1968] 52931/69 Heading F2D  The level of servo-line pressure actuating ratio-selecting clutches and brakes in a torqueconverter-driven automatic transmission (shown as a Simpson three-speed and reverse planet gear set) is varied in response to engine torque and the torque-speed characteristic of the torque converter as determined by turbine speed, the invention being directed to an electronic control for comparing turbine speed and engine torque to produce an output for controlling line pressure. The basis of the control is a curve, Fig. 8, of line pressure against turbine speed, this curve corresponding in form to the converter characteristic curve, Fig. 3 (not shown), of turbine torque against turbine speed at constant input torque. Thus the point d<SP>11</SP> represents stall torque (2À0), the line d<SP>11</SP>f<SP>11</SP> the line of decreasing torque-ratio in the conversion range; f<SP>11</SP> the coupling point; and f<SP>11</SP>g<SP>11</SP> the coupling range providing constant torque-ratio. In a basic electronic circuit, Fig. 9, a voltage generator 90, generating a voltage proportional to engine torque, as by inlet-manifold-depression response, feeds a negative gradient voltage converter 41 the output of which represents turbine speed over the line d<SP>11</SP>h, Fig. 8, and also a constant voltage converter 42 producing a constant voltage proportional to engine torque and thus representing the line ig<SP>11</SP>. The converter outputs each feed through a diode 46, 48 an electro-hydraulic converter 45 regulating line pressure in the transmission. The effect of the diodes is that at speeds below the point f<SP>11</SP> the negative gradient 41 is effective and 42 non- effective, whilst above that point the reverse is the case, thus reproducing the curve d<SP>11</SP>f<SP>11</SP>g<SP>11</SP>. In a practical circuit, Fig. 10, the voltages at the two converters (41, 42, Fig. 9) are produced as follows. For the negative gradient voltage converter 54 (41 in Fig. 9) a voltage representing turbine speed is derived from a detector 50 producing a sinusoidal voltage proportional to the final output speed, which, after undergoing shaping and width-modulation at 51, 52, is multiplied by a device 53 sensing the gear ratio effective in the mechanical gear. The output of the negative inverter 54, amplitude-modulated at 55 and combined with the engine torque signal output 56, is rectified to a D.C. voltage in a low-pass filter 57 and fed to a comparator 59 which receives also, for comparison the reduced torque-responsive D.C. voltage from an attenuator 58, fed by the engine torque signal generator 56. The higher of the two voltages, after amplification at 60, actuates the electro hydraulic line pressure control of the gear, as in Fig. 9. In Fig. 12 (not shown), between the negative gradient converter 41 of Fig. 9 and the diode 46 is a frequency divider 62, and in the practical circuit, Fig. 14 (not shown), this is used to control an integrator arranged between the pulse amplitude modulator and low-pass filter of Fig. 10. The frequency divider is energized by a pulse from an engine-ignition or engine driven alternator to provide an engine-speed responsive pulse which, after shaping, is divided into a series of ascending steps (Fig. 13, not shown) which form the frequency-divided input to the integrator, the final output being thereby also engine-speed responsive.