Patent GB-1281040-A (GB)
Title: Control system for automotive automatic transmission
IPC: F16H61/06
Filed: 1969-10-29
Abstract: 1281040 Change speed control NISSAN MOTOR CO Ltd 29 Oct 1969 [30 Oct 1968] 52935/69 Heading F2D In an automatic transmission, for a motorvehicle, wherein hydraulically engaged selector clutches and brakes of a planet gear set are electrically controlled in dependence on vehicle speed and engine throttle setting, the level of hydraulic pressure is electrically regulated in dependence on vehicle speed and engine torque (sensed by intake depression). Engine speed may also assist in the pressure regulation to provide for a computation of the torque on the turbine of a driving hydrodynamic torque converter (as described below). Function summary.-The gear provides, in a D setting, automatic shift between three ratios under control of output speed and engine throttle setting, both sensed electrically and applied by an electronic circuit to solenoid shift valves. Shift speeds are all raised by service braking, by gradient, up and down, and by engine temperature reduction. All shifts are synchronized by electric input-output speed detectors acting on the engine throttle. Although first ratio is one-way in D, it is changed to two-way by service braking. Manual II establishes invariable second ratio; manual I a 1-2 automatic shift zone to prevent excessive engine speed, manual low being two-way. An emergency switch provides for direct manual selection of first, second and third ratios in I, II and D settings of the manual valve. Servo-pressure is reduced during shift, and its steady level is controlled in accordance with speed and input torque by the electronic circuit. Pressure augmentation in reverse is provided. Creep is prevented by engaging a high gear when the vehicle comes to a stop with accelerator released, normal low being re-established on accelerator depression. Gear arrangement.-The gear is the usual torque-converter-driven Simpson planetary gear set (Fig. 1, not shown), providing two reduced ratios, direct-drive and one reverse, by selective engagement of one input forward clutch 14, engaged in all forward ratios, an input directreverse clutch 13, engaged in direct-drive and reverse, a second ratio brake 16, a low-reverse brake 15, used in two-way manual low and reverse, in parallel with a one-way brake used in automatic low. The torque-converter may be replaced by a centrifugal or electromagnetic clutch and additional ratios, forward and reverse may be provided by additional gear trains.  Fluid circuit. Pressure supply and regulation.- A single input-driven pump 50, Fig. 2, supplies a system main 88, in which pressure is controlled by a main regulator valve 56, loaded in the leftward, pressure-increase, direction by a spring, which may (Figs. 3 to 6, not shown) be assisted by reverse brake pressure 150 for reverse pressure augmentation; and loaded rightwards by pressure in a line 67<SP>1</SP> having restricted communication 261 with the pressure main 88, and having an exhaust 66 controlled by a closure member 65, subject to electro magnetic loading 55a, controlled in the electronic circuit described below. In Figs. 4 to 6 (neither shown), additional rightward loading is provided by a bellows (527) subject to engine inlet-manifold depression, to increase main pressure 88 with reduction in such depression. Also included are a main relief-valve 220, relief valves 224, 226 in a line 89 feeding the torque-converter 11 by spill from the main regulator valve 56, and converter exit relief valves 221, 223 with a branch feed 222 to a lubricating line. Shift valves. Manual.-A manual selector valve 64 has settings PRND II, I, D providing automatic shift between all three ratios, II a second ratio hold, and I a two-way low with automatic downshift from second if established at the time of manual selection of I. Automatic.-There are three main shift valves, a first 60 used for manual low and reverse; second and third 61, 62 for second and third ratios respectively. These valves are all shifted right by main pressure 88 supplied to their left ends through solenoid pilot valves 57, 58, 59, energized by the speed-throttle electronic circuit described below, the first pilot valve 57 being energized for manual low only. Shift range sequence.-In N, the manual valve 64 blocks main pressure 88, and in all forward settings it supplies main pressure 88 direct to the forward clutch 14 through a line 218. In D the manual valve 64 pressurizes only the forward clutch line 218. The first solenoid pilot valve 57 is maintained de-energized, and initially both the other solenoid pilot valves 58, 59 are de-energized, so that only the forward clutch 14 is engaged, and the transmission reacts on the one-way brake to give one-way low. 1-2 and 2-3 upshifts occur successively as speedtorque signals from the electronic circuit (below) energize second and third solenoid pilot valves 58, 59, which thereupon supply main pressure 88 to upshift their corresponding main shift valves 61, 62, which then direct main pressure 88 first to the second ratio brake 16, next to the direct clutch 13. In manual II the selector valve 64 pressurizes, in addition to line 218, a line 167<SP>1</SP> which directly upshifts the 1-2 main valve 61 and also closes a by-pass valve 63 to insert a restrictor 189 in the feed 88 to that valve 61 so that the secondratio brake 16 is engaged gradually. In manual I the selector valve 64 pressurizes only the line 218 as in D, but now, below a suitable downshift speed, as determined by the electronic circuit, the first solenoid pilot valve 57 is energized to supply main pressure 88, 104 to shift the first main shift-valve 60 right, pressurizing the low brake 15 for two-way low. In R setting the manual valve 64 pressurizes only a line 150 which directly shifts the first main shift valve 60 right, to apply the lowreverse brake 15, as in manual I, and also directly upshifts the third main shift valve 62 right to engage the direct-reverse clutch 13. Fig. 3 (not shown), is similar to Fig. 2 with the following exceptions. The first and second main shift valves (265, 266) have three equal lands, the third (267) two. The first valve (265) receives its pressure supply direct from the manual valve 64 in all settings; the second and third main valves (266, 267) being fed respectively by the first and second main valves (265, 266) in the unshifted position of the latter. The manual second restrictor 189 and its by-pass valve 63 of Fig. 2, are replaced by a restrictor (312) in a spring-loaded piston in the manual II feed line to the second main shift valve (266). Reverse pressure augmentation is provided by a reverse pressure load line 150 to the main regulator valve. Figs. 5 and 6 (neither shown) correspond generally to Figs. 2 and 3 (not shown), except that both have a main regulator valve loaded by engine inlet manifold depression and both have reverse pressure augmentation. Electronic control.-Figs. 7 and 7<SP>1</SP> show the circuit for operating the solenoid pilot-shift valves 57, 58, 59 and the servo valve 55 controlling steady line pressure and reducing it during shift. Shift action.-The manual selector valve 64 of Fig. 2 is combined with a multiple switch 412 (described below) having the same setting positions, and feeding current from a power source 420 through an emergency switch 436 to a governor circuit 400, having a switch arm 446 selectively feeding lines 450, 451, 452, leading to switch arms 453, 454, 455 of an input-output speed comparator or synchronizing circuit 401. The synchronizer switch arms 454, 455 control contacts leading directly to the second and third ratio solenoid pilot valves 58, 59 respectively, whilst the remaining switch arm 453 leads only in its upper position to the first solenoid valve 57 (manual low) through a relay 478. The position of the switch arm 446 of the governor circuit 400 thus controls the solenoid valves 58, 59 for automatic shifts between first, second and third ratios, and is itself controlled by signals from circuits 411, representing output speed, and 403, representing engine throttle setting (as by potentiometer), the shift speeds from such signals all being raised by further signals from a service brake switch 407, engine temperature detector 409 (to raise shift speed with cold engine), and up or down gradient detector (inclinometer) 405.  Synchronizer 401 receives signals from engine and output speed detectors 414, 411, computes gear input speed as the product of output and gear ratio, compares this with engine speed and issues signals setting switch arms 453, 455 in their upper positions when engine speed is too high for synchronizing the relevant ratio and in their lower position when it is too low. Shift sequence is as follows 1-2 upshift.- Initially in D setting the governor switch arm 446 is ineffectively on contact 447 and automatic first ratio (one-way low) is effective. The governor 400, under speed and throttle control, signals 1-2 upshift by moving to contact 448, energizing synchronizer switch arm 454, now in its upper position, where it immediately energizes the second ratio solenoid valve 58 and, also, through a line 489, a throttle circuit 416 for closing the engine throttle. On synchronism the switch arm 454 is moved down, making a contact 460 to energize a relay 486 which restores normal throttle control by the accelerator pedal. 2-3 upshift is similar, the governor switch 446 de-energizing the synchronizing switch arm 454, releasing the second solenoid-valve 58, and energizing 455 to energize the third solenoid valve 59, with similar throttle closure, ended on synchronism by descent of the switch arm 455 restoring throttle control by a relay 487. 3-2 downshift.-Initially, whilst running in third ratio, the synchronizer circuit will have moved the second switch arm 454 to its lowest position on a contact 461. When, to signal 3-2 downshift, the governor switch arm 446 deenergizes the third synchronizer switch arm 455 and energizes