System for controlling automatic transmission of vehicle
in 3,876,028 Apr. 8, 1975 l/l973 Mohri 74/866 l/l973 Sakakibara...........................74/866 Agem, 0r Finn-Stevens, Davis, Miller &amp;  
 ABSTRACT 23 Claims. 32 Drawing Figures Primary Examiner-David Schonberg Assistant Examiner--T. L. Siemens Attorney Mosher For completing a selected one of a plurality of gear trains through a transmission of a vehicle, gearshift means is driven by a hydraulic circuit including a plurality of solenoid valves. The solenoids of these valves are selectively energized by gearshift control means in response to an electric signal which represents the rotational speed of a transmission output shaft or each manual shift made by the vehicle driver. Provisions are also made for modifying shifts according to the payload of the vehicle and the inclination of the road.  
 TRANSMISSION OF VEHICLE Inventors: Tadao Asano, Kariya; Noboru Murakami, Nagoya; &#39;Koichiro I-Iirozawa, Kariya; Akira &#39;Iarao, Okazaki. all of Japan Assignee: Aisin Seiki Kabushiki Kaisha,  
 Katiya,Japan Apr. 14, I972 Appl. No.: 244,052  
  Foreign Application Priority Data Apr. 16. 1971 46 25498 180/70 R; 74/866; l92/3.57 Int. 360k 2I/00 Field of Search........ 74/866; 180/70; 192/357. l92/3.58  
 References Cited UNITED STATES PATENTS United States Patent Asano et al.  
 [ SYSTEM FOR CONTROLLING AUTOMATIC [22] Filed:  
 PATENTEDAPR 81975 3.876028 sum mm 1? FIG. I  
 PATENTEWR 8% saw 020: 17 3375-028 FIG. 2  
 PATENTEDAFR BIEWS SHEET [ZSUF 17 E SE nmm A :ac F 3 PATENIEU R 19 5 3.876.028  
 sum mm 17 PATENIEBAPR 8 i975 SHEET 0811f 17 FIG. I?  
 PATENIEBAPR&#39; 1 15 3, 876,028  
 SHEET L&#34;: 3 DF 17 PATEHTEU R 8 i975 SHEH 100F17 FIG. l9  
 smn 12m 17 3-875-028 PATENTEDAPR 8 I975 mOQ/  mOmT N09 PAIENIEII 8i975 3.876.028  
 SI-IEEI 17G? I? F 1 II2b {I662 I I :12 {I646 nzc [I650 I 11263:: {I654 I IIIe {I658 I IIId [I642 I I nu [H6528 I um I 4 I 4 i I I I 77/. I I l I \I7OO FIG. 28  
  2300 FIG. 25  
 FIG. 24  
 FIG-26 FIG. 23  
 FIG. 22  
 FIG. 2 I  
 FIG. l9  
 FIG. I 8  
 SYSTEM FOR CONTROLLING AUTOMATIC TRANSMISSION OF VEHICLE BACKGROUND OF THE INVENTION This invention relates generally to automotive power transmissions, and in particular to a novel and advanced control system for automatic transmissions of motor vehicles including trucks, buses and so forth in addition to passenger cars.  
  Various improvements have been made in automotive transmissions with a view to simpler driving techniques and the most economical use of the output torque of the prime mover of the vehicle. Nevertheless, considerably more refinements are desirable in most of the currently available transmissions for truly satisfactory vehicle performance.  
  For example, vehicles equipped with some multiplespeed transmissions. especially those having the socalled emergency low&#34; gear for trucks. can be started in other than the lowest or first gear when loaded with little or no cargo or passengers. In order to achieve this end automatically, which has not been possible heretofore, it is necessary to provide a system wherein the total payload of the vehicle is first detected, and the vehicle can be started in the lowest or first gear when its payload reaches a predetermined limit and in a higher gear when the payload falls short of the limit.  
  Also, in trucks and similar vehicles which must carry a widely varying range of payload, insufficiency in output torque or poor acceleration have often resulted when their transmissions are shifted automatically from one speed or torque ratio to another in relation only with vehicle speed, throttle opening. and so forth, while the vehicles are heavily loaded or are ascending steep hills.  
  Further, in the case of an automatic transmission provided with a clutch for disconnecting the input shaft and output shaft of the transmission during each gearshift operation, hunting between upshift and downshift has often occurred on hills, particularly when the vehicle is heavily loaded.  
 SUMMARY OF THE INVENTION It is an object of the present invention to provide a novel and improved system for controlling an automatic transmission of a vehicle whereby an optimum speed and torque ratio is provided according to the speed of the vehicle.  
  Another object of the invention is to provide an automatic transmission control system designed to effect smooth gearshifts under the control of electric signals in response to the position ofa manual shift lever or to the vehicle speed.  
  A further object of the invention is to provide an automatic transmission control system designed especially for trucks, buses, and similar automotive vehicles, whereby the vehicles can be automatically started from a standing position in the lowest or first gear when their payload reaches a predetermined limit and in a higher gear when the payload falls short of this limit.  
  A further object of the invention is to provide an automatic transmission control system whereby vehicle speeds at which shifts occur are automatically modified according to the electrically detected payload of the vehicle.  
  A further object of the invention is to provide an automatic transmission control system which automatically delays upshifts to higher vehicle speed when the electrically detected inclination of the road reaches a predetermined limit.  
  A further object of the invention is to provide an automatic transmission control system which automatically enlarges a hysteresis condition between upshift and downshift when the vehicle is ascending steep hills in order to prevent hunting of the transmission.  
  A further object of the invention is to provide an automatic transmission control system which requires a single servo means for upshifts and downshifts and another servo means for a reverse shift.  
  A further object of the invention is to provide an automatic transmission control system wherein a plurality of fork shafts are selectively moved to one of their operative positions by cam means to complete a desired one of a plurality of gear trains through the transmission, an electric signal being produced by the motion of each fork shaft thereby to positively retain the same in its operative position.  
  With these objects in view, the present invention provides, in a transmission comprising an input shaft. an output shaft, and a plurality of selectively employable gear trains positioned between the input shaft and the output shaft to transmit power through the transmission at different speed ratios, a system for controlling the transmission comprising gearshift means for completing a selected one of the gear trains, means for operating the gearshift means. vehicle speed detecting means for producing a signal according to the rotational speed of the output shaft. and gearshift control means for automatically controlling the operation of the gearshift means in response to the signal in order to transmit power through the transmission at an optimum speed ratio selected according to the rotational speed of the output shaft.  
  The novel features which are considered as being characteristic of this invention are set forth in the appended claims. The invention itself, however, together with additional objects and advantages thereof. will be best understood from the following detailed description when taken in conjunction with the accompanying drawings.  
 BRIEF DESCRIPTION OF DRAWINGS In the drawings:  
  FIGS. 1 and 2 show, in combination, an axial section of an example of automatic transmission controlled by the system of the present invention;  
  FIG. 3 is a plan view explanatory of the shape of an insulator provided along the periphery of a cam plate shown in FIG. 2;  
 FIG. 4 is a plan view of a transmission casing cover;  
  FIG. 5 is a vertical sectional view ofone of electrical switch assemblies for shift detection;  
  FIG. 6 is a vertical sectional view taken along the plane ofline XI XI in FIG. 2, the view being explanatory of the relative locations of shift forks and the arrangement of solenoid valves;  
  FIGS. 7, 8 and 9 are vertical sectional views, partly in side elevation, showing the shift forks and related parts in greater detail;  
  FIG. 10 is a horizontal sectional view taken along the plane of line X X in FIG. 2;  
  FIG. 11 is a schematic diagram of a hydraulic circuit for the control of the automatic transmission of FIGS. 1 and 2;  
  FIGS. 12,13, 14,15 and 16 are schematic plan views explanatory of the relative locations of the cam plate, fork plates. and switch assemblies in various operative positions to cause shifts in speed and torque ratios of the automatic transmission;  
  FIG. 17 is a schematic circuit diagram of fuel injection control means;  
  FIG. 18 is a diagram showing a vehicle speed detecting section. an engine speed detecting section. amplifying/shaping circuits provided respectively for these two sections. and a time base generating circuit;  
  FIG. 19 is a diagram showing a vehicle speed gate control circuit;  
  FIG. 20 is a diagram showing a vehicle speed gate circuit. a counting circuit. an engine speed gate control circuit. and an engine speed control circuit;  
  FIG. 21 is a diagram showing a hysteresis control circuit adapted for the control of vehicle speeds at which shifts occur;  
  FIG. 22 is a diagram showing a manual shift sensing circuit;  
  FIG. 23 is a diagram showing an up-and-down shift sensing circuit;  
  FIG. 24 is a diagram showing an up-and-down con trol circuit and a reverse control circuit;  
  FIG. 25 is a diagram showing an up-anddown and reverse drive circuit;  
  FIG. 26 is a circuit diagram ofa gear position detecting section;  
  FIG. 27 is a diagram showing a fuel valve drive circuit: and  
  FIG. 28 shows. by way of reference. the relative locations of the circuits shown in FIGS. 18 through 27.  
 DETAILED DESCRIPTION Referring first to FIG. 1, an output shaft of the prime mover of the vehicle such as an internal combustion engine. not shown. drives a torque converter 12 via a driving plate 11 which is bolted to the output shaft and torque converter as shown in the drawing. The torque converter illustrated in FIG. 1 is ofthe ordinary threeelement. one-stage, two-phase&#34; type. although other types of torque converters are employable as wellv The exemplified torque converter 12 comprises a front disk 13, a pump impeller P bolted to the front disk a turbine runner T riveted to a turbine hub 15 splined to and mounted on an output shaft 14 of the torque converter. and a stator wheel S which is permitted to rotate only in the rotational direction of the output shaft 10 by a one-way clutch 18 splined to a stator shaft 17 bolted to a torque converter housing 16, and which is rotatably mounted on the stator shaft 17 via a bushing 19.  
  An extension sleeve 20 is fluid-tightly bolted to the pump impeller P. and coacts with an oil seal 21 fitted into the flange of the stator shaft 17 to seal the interior of the torque converter 12. A bushing 22 securely fitted into the extension sleeve 22 is mounted on the stator shaft 17 to support the torque converter 12. The possible axial play of the turbine runner T is prevented by a thrust washer 23 positioned between the front disk 13 and the turbine hub 15, by a thrust washer 24 positioned between the turbine hub 15 and the one-way clutch 18, and by a thrust washer 25 fixed in position by the same rivets as those used for securing the bushing 19 to the stator wheel S.  
  The output shaft 14 of the torque converter 12 is rotatably supported by a bearing 26 fitted into the front disk 13 and by a bushing 27 driven into the hollowed interior of the stator shaft 17. A thrust bearing 182 is provided between the flange of the stator shaft 17 and the torque converter housing 16. A sensor 800 for detecting the rotational speed of the front disk 13, and therefore that of the output shaft 10, is provided adjacent the teeth ofa ring gear 130 fixedly mounted on the periphery of the front disk 13.  
  The torque converter output shaft 14 extends through the stator shaft 17 and the rear end of the torque converter housing 16, and is flanged on its projecting rear end. A flywheel 28 is riveted to this flange. Clutch means 29 of the known dry, single-plate type comprises the following components: a cover plate 30 bolted to the flywheel 28; a pressure plate 32 coupled to the cover plate 30 with three circumferentially spaced-apart straps 31; two diaphragm springs 36 and 37 supported by the cover plate 30 with pivot rings 33 and 34 and rivet 35 in order to urge the pressure plate 32 toward the flywheel 28&#39;. a retracting spring 38 urging the outer ends of these diaphragm springs into abutment with the pressure plate 32&#39;, a clutch disk 39 sand wiched between the flywheel 28 and the pressure plate 32; a transmission input shaft 45 splined to a clutch hub 40 fitted into the central aperture of the clutch disk 39 and supported by a bearing 41 fitted into the rear end of the torque converter output shaft 14 and by another bearing 44 within a transmission casing 43 provided on the back of a clutch housing 42 which is secured to the torque converter housing 16 (see also FIG. 2); a sleeve 47 axially slidably mounted on the hollowed cylindrical portion of a front cover 46 which is secured to the transmission casing 43 and through which extends the transmission input shaft 45; and a thrust bearing 48 fixedly mounted on the sleeve 47 in contact with the inner end of the diaphragm spring 37. As illustrated by the dot-and-dash lines in FIG. 1, a pin 49 is planted in the transmission casing 43 to pivotally support a lever 50 one end of which abuts on the flange of the sleeve 47 and the other end of which is associated with a clutch release servo cylinder 230 described later in relation with FIG. 11.  
  Referring now to FIG. 2 in order to describe the construction of a transmission 300, a bearing 51 is mounted below the bearing 44 within the transmission casing 43. Another bearing 52 is mounted concentric with the bearing 51, while still another bearing 53 is mounted concentric with the bearing 44. Rotatably supported by these bearings 51 and 52 is a countershaft 57 on which are formed a low counter gear 54, a reverse counter gear 55, and a second&#34; counter gear 56. Further on this countershaft 57, an overdrive counter gear 58 and a drive&#34; counter gear 59 are keyed at 61 and 62, respectively, a spacer being interposed to provide a predetermined spacing therebetween. Another spacer 63 is interposed between the drive counter gear 59 and the bearing 51. Bolts 65 are screwed into the front end of the countershaft 57 via a washer 64. A snap ring 66 is received in a groove formed on the periphery of the bearing 51 to prevent the detachment of this bearing 51 and hence of the countershaft 57. The inner race of the bearing 52 is secured to the countershaft 57 with a snap ring 72.  
  The outer race of the aforesaid bearing 44 is secured to the transmission casing 43 with a snap ring 67 and