Patent GB-1293321-A (GB)
Title: A control system for an automatic transmission
IPC: F16H61/18
Filed: 1971-04-19
Abstract: 1293321 Change-speed control NISSAN MOTOR CO Ltd 19 April 1971 [4 April 1970] 26156/71 Heading F2D  In an automotive transmission providing automatic shift between direct-drive and three reduced ratios, by fluid-pressure engagement of friction clutches and brakes under electronic control, the first and second ratios are both oneway in D (automatic) setting of a manual range selector valve 68 and are respectively rendered two-way in 2 and 1 settings thereof.  Function summary.-Automatic shift is in response voltage signals representing vehicle speed and engine throttle opening, shift speeds being raised by accelerator kickdown, by low engine temperature and by road gradient detected by an inclinometer 99. An engine protection circuit 105 prevents downshift which might result in excessive engine speed. Downshifts have a timed neutral interval increased with vehicle speed. Servo pressure is modulated by engine intake depression and is augmented in the manual ranges. In the event of electrical failure the manual valve selects fourth ratio in settings D3 and D2, and two-way first in 1. Shift to reverse; R, from park, P is facilitated by engaging the low-reverse brake in P. Gear arrangement.-Three sun-ring-planet trains 21, 22, 23, Fig. 1, have their three suns connected together and, through a direct-reverse clutch 15, to a torque-converter-driven input shaft 12. In all forward ratios the first sun is input driven through a forward clutch 16. The first carrier and third ring are fast with the output shaft 11. A one-way brake 25 and parallel two-way low-reverse brake 20 give one-way automatic low and two-way manual low respectively, by reacting on the connected third carrier and second ring. For second ratio, reaction on the second carrier is taken through a one-way clutch 24 and controllable brake for one-way second (automatic), or direct to a brake 19 for manual two-way second. Third ratio (two-way only) is by applying a bandbrake 17 to the connected suns. Direct drive fourth is by engaging the direct-reverse clutch 15, which latter is also used with the low-reverse brake 20 for the single reverse. Fluid circuit.-A pressure main 63, supplied by a single input-driven pump 60, Fig. 1, feeds a pressure regulator valve 62 (not described); a throttle valve 65 (not described) responsive to engine intake depression to provide TV loading for the regulator valve; and a manual range selector valve 68. The last named, 68, feeds first and second shift-valves 71, 72, operated by solenoids 71a, 72a, and first and second speed control valves 77, 78, the function of which is to determine that first and second ratios shall be one-way in automatic D setting, and two-way in the respective manual settings 1 and 2.  Shift valves 71, 72 are loaded leftwards, Fig. 3, by springs and shifted right by energizing their respective solenoids 71a, 72a, to close nozzles 162, 184 previously exhausting end chambers fed through restrictors 152a, 173a, of lower flow capacity than the exit nozzles, closure of which latter by the solenoids thus causes pressure to build up in the end-chambers to shift the valves right. In D setting of the manual valve, the automatic control circuit 90, Fig. 1, energizes the valve solenoids 71a, 72a in the following sequence. First ratio, both 71a, 72a energized; second, 71a energized, 72a deenergized; third, 71a de-energized, 72a energized; fourth, both de-energized. Shift sequence, hydraulic.-In P and R both solenoids 71a, 72a are de-energized, and line pressure 63 passes through the manual valve 68 to a line 138 which shifts the first speed control valve 77 left and supplies pressure through lines 138, 159, 199 to apply the low-reverse brake 20. In reverse, R, a line 142 is also pressurized to feed the direct-reverse clutch 15 through lines 180, 176, 177. In neutral, N, all the clutches and brakes are exhausted. D setting pressurizes lines 132 and 137, and exhausts 140. Line 132 feeds the forward clutch 16 directly and also the end chambers of the first and second shift valves 71, 72, the solenoids 71a, 72a of which are initially both energized so that the pressure 132 shifts both valves to the right. Pressurizing the line 137 shifts the second speed control valve 78 left, exhausting the two-way second brake 19, whilst exhausting line 140 permits the first speed control valve 77 to return to the right, which exhausts the lowreverse brake 20, conditioning the gear for oneway first and second ratios. Initially the forward clutch 16 alone is engaged and one-way low established. Increase in vehicle speed, modulated by throttle, produces 1-2 upshift signal, which de-energizes the solenoid 72a of the second shift valve 72, which moves left to supply line pressure 132, 135, 157, 179, 210 to the one-way second brake 18, establishing oneway second ratio.  The 2-3 upshift signal energizes the solenoid of the second shift valve 72 and de-energizes that of the first 71, the former exhausting the one-way second brake 18, the latter feeding line pressure 135, 158, 180, 181 to the apply side of the third ratio brake 17. The 3-4 upshift signal de-energizes the solenoids of both shift valves 71, 72 so that pressure in the line 180 now passes to the release side 176 of the third ratio brake 17-and, at 177, engaging the direct-reverse clutch 15. Manual shifts.-Manual 3 setting supplies the same pressure lines 132, 137 as in D but energizes the solenoid of the second shift valve 72, keeping that of 71 de-energized. The former exhausts the direct-clutch apply and third brake release line 176 causing downshift to third. Manual 2 energizes the solenoid of the first shift valve 71, de-energizes that of the second 72, which exhausts the third ratio brake 17, and exhausts the line 137, which latter permits the second speed control valve 78 to move right, substituting the two-way second ratio brake 19 for the one-way 18, and pressurizing it through lines 132, 135, 157, 179, 210 for two-way second. Manual 1 de-energizes both shift-valve solenoids 71a, 72a and pressurizes lines 132, 138, the latter, through 140 shifting the first speed control valve 77 left to supply pressure 138, 139, 159, 199 to the two-way low-reverse brake 20, the shift valves 72, 71 exhausting the secondratio brake 19. These manual downshifts are subject to the electronic engine protector 105 referred to below, which prevents downshifts which would result in excessive engine speed. In all the manual settings the manual valve 68 pressurizes a line 141 for augmenting system pressure by means not described. Control, electric.-In the block diagram, Fig. 2, none of the components is described in further detail. The shift pattern generator 104, which sends command signals 108 to the solenoid shift valve control unit 107, responds to voltage signals from a vehicle speed sensor 91 and engine throttle sensor 93, which together determine the basic shift pattern. This latter is varied in the sense that all the shift-speeds are raised in response to road gradient, detected by the inclinometer 99, not described, to low engine temperature detected at 97, and to accelerator kickdown, detected by the throttle sensor 93. In addition, a selector lever inhibitor switch 95, actuated by the lever 70 operating the manual valve 68, issues voltage signals 96 to the control unit 107 in accordance with the ratio ranges selected. . The engine protector unit 105 receives the vehicle speed signal 92, and signals the control unit 107 to prevent downshifts which would result in excessive engine speed. A downshift timer 106 receives downshift signals from the shift-valve control unit 107, and directs a signal 112 thereto, to provide a neutral interval during downshift, to allow time for engine acceleration, the interval being increased with vehicle speed in response to the speed signal 92.  In the event of electrical failure, the manual valve 68 provides reverse in R setting; fourth ratio in D, 3 and 2 settings and two-way first in 1 setting.