Patent GB-1293050-A (GB)
Title: Automatic transmission control systems for automotive transmissions on vehicles
Inventor: WAKAMATSU H
IPC: F16H61/02
Filed: 1970-08-10
Abstract: 1293050 Change-speed control NIPPONDENSO KK 10 Aug 1970 [21 Aug 1969] 38469/70 Heading F2D [Also in Division H3] In a motor vehicle transmission controlled automatically in response to output speed, detected as a variable frequency signal 11 by an output driven alternator or pulse generator and converted to a speed-responsive D.C. voltage signal 112 in a digital-analogue (D-A) converter 110 which includes a time delay; and to throttle setting 20 or intake depression, the speed and throttle signals 112, 124 actuating 1-2, 2-3 and 3-4 shift signal generators 130, 140, 150, which energize solenoid shift valves in a unit 40, through logic, memory and valve drive circuits 160, 170, 180, there is additionally provided a fault (accident) detector 190, which, when the A.C. output of the speed detector 10 ceases due to failure at the same time that the D-A voltage output 112 is above a predetermined value (corresponding to 30 K.P.H.), produces a signal 193, 179<SP>1</SP>, which causes the memory 170 to hold the ratio prevailing immediately before such failure, this hold signal preceding any signal which the shift generators issue, due to the provision of the time delay in the D-A converter 110. This prevents sudden downshifts in the transmission if the speed detector fails at vehicle speeds above 30 K.P.H. In addition throttle closure to engine idle also signals the memory 170 to hold the prevailing ratio, providing engine braking in that ratio. Speed detection.-The D-A converter 110 (not described in detail) comprises an amplitude limiter, a smoothing circuit including a capacitor time delay, and a differential amplifier, and produces a speed-responsive D.C. voltage signal 112 feeding the shift signal generators. Fault detector 190, Figs. 1 and 8, has a constant voltage power supply 1915. With the vehicle stationary, three transistors 1901, 1909, 1911 are off, and there is zero signal at the output 193 to the memory 170, which is thus released for normal shift action. With the vehicle in motion, the speed-responsive variable-frequency signal 11 from the speed detector 10 is applied directly to an input 191, which causes the transistor 1901 to be switched on and off alternately, so that a capacitor 1906 is alternately charged and discharged by an input 192 fed with the speed-responsive D.C. voltage signal 112 from the D-A converter 110. Occurrence of a fault in the speed detector 10 causes the A.C. signal 191 to disappear, maintaining the transistor 1901 off, and whilst the D.C. signal 192 begins to decay slowly (due to the time-delay in the D-A converter 110), the capacitor 1906 is charged rapidly. At vehicle speeds above 30 K.P.H. the D.C. signal (over 3 volts) causes the capacitor 1906 to charge to a value exceeding the striking voltage (2 volts) of a constant voltage diode 1907, which then switches on the transistor 1909, which, by charging a capacitor 1912, switches on the transistor 1911, which emits an output signal 193, 179<SP>1</SP>, which locks the memory circuit 170, as described below. This action precedes any downshift which the D-A signal 112 could command, due to the time-delay in the D-A converter 110. A feed-back resistor 1910 causes the transistors 1909, 1911 to be selfsustaining, and a lamp 1914 indicates the occurrence of the fault. Vehicle speeds below 30 K.P.H. cause the D-A output signal 192 to fall below 3 volts which is insufficient for the diode 1907, and the lock signal is not emitted. Throttle circuit 120 comprises a resistor network, Fig. 3, not shown, fed with a constant input voltage, and controlled in three stages by a throttle-operated switch 20, Fig. 2, not shown, itself fed with the same constant voltage and closing successively three contacts 21, 22, 23 to produce the following signal stages at 124. At engine idle all contacts 21, 23 are free and aline 21, 179 sends a zero signal to lock the memory circuit 170, as described below. In a "light" throttle range the contact 21 is made emitting a voltage signal 21, 179 to free the memory 170, and the throttle circuit 120 provides a first signal voltage 124, in "medium" and "full" ranges contacts 22, 23 are additionally made for stepwise increases in signal voltage 124. Complete circuit.-The speed and throttle voltage signals 112, 124 control the 1-2, 2-3 and 3-4 shift signal generators 130, 140, 150 comprising comparators feed-backs and phaseinverters, each of which has a pair of output signal lines 133... 154, in which signals are reversed for the respective up or down shift. Thus zero at 133, and voltage at 134 signal 1-2 upshift, the reverse 2-1 downshift. The paired shift signals 133 &c. feed a logic circuit 160 (not described) providing four outputs 171 .. 174, wherein each ratio is represented by a voltage signal in one line and zero in the other three. The logic circuit outputs control the memory circuit 170, described below, of which the output lines 175 ... 178 have selective paired signals, each ratio being represented by voltage signals in a selected two of the lines and zero in the other two.  A shift-valve drive circuit 180 (Fig. 10, not shown) comprises four transistors (1801... 1804) triggered selectively by AND circuits controlled through paired diodes by the memory signals 175... 178, and triggering singly four power transistors (1805... 1808) having single outputs 185... 188 indivtdually energizing the solenoid shift valves 40 of the four forward ratios. A manual selector valve 30, in its automatic setting, supplies power 31 to the valve drive circuit 180, and has four additional manual settings for the first three ratios and reverse. Memory circuit 170, Fig. 7, comprises two bistable multi-vibrators, each including a pair of transistors 1702, 1703 and 1704, 1705, with emitters grounded directly and through capacitors alternately so that 1702, 1704 take switch on precedence when power is supplied at 1701. The transistors are triggered selectively by supplying signals to their bases through diodes 1710... 1718 from input signals 171 ... 174. Thus first ratio is signalled by input voltage at 171, zero at 172, 173, 174, which maintains on or triggers transistors 1702, 1704, which maintain off transistors 1703, 1705, producing signal voltage in output lines 176, 178 and zero in 175, 177. Other ratios signal selectively other pairs. The memory circuit 170 is rendered effective for shift by a voltage signal in the throttle switch line 21, 179, which switches on a transistor 1708 which switches off a transistor 1709. A zero signal in the throttle line 21, 179, caused by throttle closure to engine idle, switches off 1709 and on 1708, which then grounds all the input shift signal lines 171 ... 174, through diodes 1720 ... 1723 locking the memory in the existing ratio setting. The transistor 1708 can also be switched on directly for the same purpose by a voltage signal 179<SP>1</SP> from the output 193 of the fault detector 190 described above.