JPS59183157A - Control device for automatic transmission - Google Patents

Abstract

PURPOSE:To reduce an engaging shock in time of shifting down, by setting up an electric circuit device which controls two hydraulic circuit valve select devices in time of down shift discrimination and generates a neutral interval as long as being proportionate to a car speed. CONSTITUTION:When a select valve 33 is situated in a D position and a driving state consists in a third-speed setting range by way of example, both solenoid valve S1 and S2 are turned to OFF and both spools 35 and 37 of 1-2 and 2-3 shift valves 34 and 36 are situated downward whereby clutches C1 and C2 are engaged with each other, thus a third-speed step is formed up. Under this condition, when the driving state enters a second-speed setting range, an electronic control device 60 performs its down shift discrimination. That is to say, the control device 60 calculates a proper neutral interval in conformity with the output of a car speed sensor 70, and turning these solenoid valves S1 and S2 to ON as long as the duration. With this constitution, a neutral step is formed up. After the elapse of the specified period of time, the solenoid valve S1 is turned to OFF, and a brake B1 is engaged whereby a second-speed step is formed up.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a control device for an automatic transmission, and more particularly, to a control device for an automatic transmission that prevents engagement shock from occurring during downshifting, and in particular, to a control device for an automatic transmission that prevents engagement shock from occurring during downshifts, and in particular, by switching at least two valve means to reduce friction. The present invention relates to an automatic transmission of a type that achieves at least three gears by selectively engaging and disengaging coupling elements.

Typically, such automatic transmissions are connected, controlled (or fixed) by planetary gear set components and frictional engagement elements.
, to shift gears.

Examples include the following: That is, an automatic transmission uses a friction engagement device that connects a planetary gear set and its components to each other, connects the components to an input shaft or output shaft, or fixes the components to the automatic transmission case. It consists of:

In this automatic transmission, when downshifting, for example, from 3rd speed (high speed of a specific gear) to 2nd speed (specific gear), the friction elements that make up the high speed are released early, After putting the engine into neutral and frying up the engine, the friction element on the low gear side is connected.

However, the engine speed after the shift is higher than before the shift, and the rate of change varies depending on the vehicle speed, etc., so the neutral interval must be an appropriate time depending on the vehicle speed, etc. For example, if the neutral interval is too short, braking torque will be applied as shown in FIG. 1, whereas if it is too long, the engine will race as shown in FIG. 2.

Therefore, the object of the present invention is to perform a comfortable gear shift that eliminates the above-mentioned problems in downshifting. A feature of the present invention is a control device for an automatic transmission of the type described at the outset, which selectively engages and disengages frictional engagement elements of the automatic transmission by switching hydraulic pressure to achieve at least three gears. means for detecting a shift position; means connected to the detecting means for determining a town shift;
means for detecting vehicle speed; means for switching a valve in a hydraulic circuit that operates a high-speed gear element of the first friction engagement device; and means for switching a valve in a hydraulic circuit that operates a low-speed gear element of the friction engagement device. , an electric circuit means into which the outputs of the downshift determination means and the vehicle speed detection means are input, and which controls the two hydraulic circuit valve switching means to generate a neutral interval having a length proportional to the vehicle speed during a downshift. There is a particular thing.

Furthermore, the above-mentioned device may be provided with means for detecting a vehicle operating parameter other than the vehicle speed, such as a throttle opening, so that the neutral interval becomes shorter when the throttle opening is large. In this case, both the heavy speed signal and the throttle opening signal are input to the electric circuit means.

The means for operating the hydraulic circuit valves that operate the low, high, and high speed friction elements each include, for example, a first solenoid and a second slide/id valve, and are independently excited and controlled by the electrical control circuit.

First, when a town shift is determined, the electric control circuit controls the second solenoid valve so that, for example, the high speed friction element is released and the low speed friction element is in the engaged state.

Next, the electric control circuit switches the first solenoid valve to release the low-speed frictional engagement element for a predetermined period of time to put the transmission in neutral gear, and then returns the first solenoid to its original state and re-engages the low-speed frictional element. and obtain a low gear. The period of time during which the low-speed frictional engagement element is released is determined by an electric control circuit so as to be approximately proportional to the vehicle speed.

In this way, the present invention differs from the technology in which downshift timing is determined by arranging gaff oil pressure that responds to vehicle speed and throttle oil pressure that responds to throttle and throttle openings to face a timing valve. Because the servo-hydraulic circuit is switched, conventionally used orifice control/help or timing valves can be simplified or eliminated. Another advantage is that a control program can be created that can respond in detail to parameters other than vehicle speed, such as throttle opening, oil temperature, and environmental conditions of the transmission.

Embodiments of an automatic transmission control device according to the present invention will be described below with reference to the accompanying drawings.

The automatic transmission for a vehicle shown in the upper center of the drawing mainly consists of a torque converter 120 and a planetary gear transmission mechanism 140.

The torque converter 120 has a normal structure, and includes a pump impeller 123 connected to the engine output @102, a turbine runner 125 connected to the output shaft 131,
It consists of a stator 129 supported by the case 100 via a one-way clutch l 27, and further includes input and output shafts 102, 1
31 is also provided.

The planetary gear transmission 140 is connected to the torque converter output shaft 1
A first planetary gear set 150. Second planetary gear set 160, multi-disc clutch C1 operated by hydraulic servo C-1, multi-disc clutch C2 operated by hydraulic servo C-2, pad brake Bl operated by hydraulic servo B-1, hydraulic The first planetary gear set 150 includes a multi-disc brake B2 operated by a servo B-2 and a one-way latch Fl. The first planetary gear set 150 includes a ring gear 151. Output Ill+ 14
2, a sun gear 153 and a planetary gear 15 connected to the input shaft 141 via a clutch C2 and a band brake Bl.
It has 7.

Second planetary gearset 7) L 60 is the output shaft 14
2, a carrier 165 fixed to the automatic transmission case 100 via a one-way latch Fl parallel to the brake B2, the clutch C2, and the brake B1.
It consists of a side gear 163 connected to the input shaft 141 via a side gear 163, and a planetary gear 167. In this embodiment, the sun gear 1531 of the first planetary gear set 150 and the sun gear 163 of the second planetary gear set 160 are provided on an integral Sanchia shaft 159. The band brake B1 is a hydraulic servo B fixed to the case 100.
It is secured or released by -1. This hydraulic servo B-
1 includes a hydraulic cylinder 176, a piston 177 fitted into the cylinder 176, and a return spring 17.
The inner space of the cylinder by the piston 177 consists of a retaining oil chamber b1 for engaging the brake B1 and a releasing oil chamber b2 for displacing the piston rearward to release the brake B1.

Next, the hydraulic control device for the automatic transmission described in Section 42 will be explained.

21 is an oil pump, 23 is a primary remulator valve, 27 is a secondary remulator valve, 29 is a throttle valve, 33 is a manual valve, 34 is a 1-2 shift valve, 36
is the 2-3 shift valve, and 38 is the lowcoast moddlate valve.
, 40 is the 2nd range boost valve (2nd range boost valve)
boost valve), 42 is an orifice control valve, 44 is a lock-up relay valve (lock-u
46 is a B-1 accumulator, 48 is a C-1 accumulator, 50 is a cooler 7 hay pass valve, and 51, 52, 53, and 54 are flow control units in which a check valve and an orifice are arranged in parallel. mechanism, SL is a solenoid valve for controlling the 1-2 shift valve, S2 is a solenoid for controlling the 2-3 shift direction, S3 is a solenoid valve for controlling the long-up relay valve, and 60 is an electronic for controlling the solenoid valve 5L-33. It is a control device.

Next, the configuration of each valve and the operation of this control device will be explained.

The oil pump 21 sucks oil from an oil reservoir (not shown) through the oil strainer 20 and discharges it into the oil path l.

The primary reculator valve 23 is a spool with a spring 231 installed on one side (lower side in the figure). -4 and the regulator plunger 2 arranged in series with the spool 24.
5. The regulator plunger 25 has a large diameter that receives throttle pressure of the oil passage 9 (described later) or 2nd range boost pressure of the oil passage 3B (described later) from an oil passage 9A that communicates with the oil passage 9 and the oil passage 3B via a three-way check valve 55. It includes a tent 253 and a small-diameter land 251 that receives line pressure (to be described later) from the oil passage 5, and suppresses the spool 24 one degree upward in the figure in response to these input oil pressures (line pressure and throttle pressure). The spool 24 receives feedback of the output hydraulic pressure (line pressure) applied from the upper side in the figure through the orifice 232 to the upper end tent 241 in the figure, and receives the 5 inch load of the spring 231 from the lower side in the figure and the push by the requisite bluffsha 25. The opening areas of the port 233 communicating with the oil passage 1, the out port 234 communicating with the oil passage 7, and the drain boat 235 are adjusted to adjust the oil pressure of the oil passage 1 to the oil pump discharge pressure. and adjusts the pressure in accordance with the input oil pressure to adjust the oil pressure in the oil passage 1 to line pressure, supplies excess oil to the oil passage 7, and discharges the excess oil from the oil passage 8 into the oil strainer 20. . As a result, a line pressure is generated in the oil passage 1 that is regulated in accordance with vehicle running conditions such as vehicle speed and throttle opening.

Note that the oil passage 1 and the oil passage 7 are also communicated via an orifice 236, and the minimum necessary amount of oil is supplied to the oil passage 7 regardless of the position of the spool 24.

The secondary regulator valve 27 includes a spool 28 having a spring 271 mounted on one side (lower side in the figure).

The spool 28 receives the spring load of the spring 271 and the throttle pressure applied via the oil passage 9 from one side, and receives the hydraulic pressure of the oil passage 7 fed back to the illustrated upper end land 281 via the orifice 272 from the other side. By adjusting the opening areas of the displaced port 273 communicating with the oil passage 7 and the opening of the drain port 275 communicating with the oil passage 11, secondary line pressure is generated in the oil passage 7, and excess oil is used for lubrication from the oil passage IO. The lubricating oil is supplied to necessary parts, and excess oil is discharged from the oil passage 11 into the oil strainer 20. The lubricating oil supply oil passage 10 is connected to the oil passage 7 via an orifice 276, and the minimum necessary lubricating oil is supplied to the oil passage 10 regardless of the position of the spool 28, thereby preventing seizure of parts requiring lubrication. It is prevented.

The throttle valve 29 has a spring 2 on one side (upper side in the figure).
Spool 30 with 91 on its back, intermediate spring 292
A throttle plunger 31 is connected in series with the spool 30 via a throttle cam 32 that displaces the throttle plunger 31 according to the throttle opening of the engine, and a locking plate 293 that limits the amount of displacement of the spool. The throttle plunger 31 moves upward in the figure in response to feedback of the throttle pressure in the oil passage 9 and a pressing force from a cam 32 that is connected to the throttle pedal via a link mechanism (not shown) and rotates according to the amount of depression of the pedal. , and the spool 30 is displaced via the intermediate spring 292.
Press. The spool 30 is connected to the spring 2 from above in the figure.
The opening area of the import 294 and drain port 295 which are connected to the oil passage 1 and are displaced by the spring load of 91 and the feedback of the throttle pressure of the oil passage 9, and are displaced by the pressing force of the intermediate spring 292 from below in the figure. is adjusted to generate a throttle pressure in the oil passage 9 that increases in response to an increase in throttle opening, which is one of the signals related to the output of the prime mover. Furthermore, when a signal oil pressure that increases in accordance with an increase in vehicle speed (or rotational speed of the output shaft J, 42) is applied to the chamber at the upper end of the throttle valve 29 in FIG. 3 (the chamber in which the spring 291 is arranged), can generate a throttle cam that increases as the throttle opening increases and decreases as the vehicle speed (or rotational speed of the output shaft 142) increases.

The manual valve 33 is a shift lever provided on the driver's seat.
a spool 331 manually operated by (not shown);
Shift lever setting position (setting position) P (park)
, R (reverse), neutral to N), D (drive)
, 2 (second), and L (low), the line pressure generation oil passage 1 and oil passages 2 to 6 are connected as shown in Table 1. The oil passage 2 is connected to the hydraulic servo C-1 of the forward clutch C1 via the flow rate control valve 51 and an accumulator 46 provided downstream thereof, and also supplies control pressure to the lock 7/unrelay valve 44. The oil passage 3 supplies line pressure to the l-2 shift valve 34 and the '2nd range boost valve 40. The oil passage 4 supplies line pressure to the 2-3 shift valve 36 and also supplies control pressure to the 2nd range booth upper valve 40. The oil passage 5 supplies control pressure to the 2-3 shift valve 36, the low coast modulator valve 38, and the throttle valve. The oil passage 6 supplies line pressure to the 1-2 shift valve 34.

Table 1 Oilway 2 Oilway 3 Oilway 4 Oilway 5 Oilway 6PX
X X X ○RX X
A ○ ○NX X X
X XD ○ ○ Q
X X2 0 0 X X
XL OX × × ○ As shown in FIG. 4, the electronic control device 60 includes a P, R timing control circuit 61 and a 3→2 timing control circuit 64.
, 1→2 shift discrimination circuit 63, and 3→2 shift discrimination circuit 6.
2, the output terminals of the timing control circuits 61 and 64, and l
→OR circuit 6 where the output terminal of the 2nd gear shift discrimination circuit 63 is manually operated
5, a circuit 66 whose output end of this OR circuit is manually operated to control the first solenoid valve 51, and a 3→2 shift determination circuit 6.
2 is connected to the circuit 67 which controls the second solenoid valve S2. 1→2 speed discrimination circuits 63 and 3
→The 2nd gear shift discrimination circuit 62 includes a shift position sensor 6.
8. Throttle position sensor 69, vehicle speed sensor 70
is connected to the input end of the P4R timing control circuit 61, and a shift position sensor 68 is connected to the input end of the P4R timing control circuit 61.
The input terminal of the →2 timing control circuit 64 is connected to the output terminals of the throttle position sensor 60 and the vehicle speed sensor 70, and the output terminal of the 3→2 shift determination circuit 62. FIGS. 5 and 6 show programs executed by the electronic control circuit 60. FIG.

By selectively turning on the automatic gear shift switch 2,000 and the manual gear shift switch installed in the driver's seat, the driver can change the gear automatically or specify the settings of the manual valve, D, 2nd, and L, as shown in Table 1. Driving is performed in different gears. The setting for running in automatic gear or a specific gear is made by the electronic control unit 60 inputting signals from the automatic gear switch and manual gear switch, or by fixing the solenoid valves Sl and S2 to the respective automatic gear or specific gear. This is done by outputting the output so that it is done.

Table 1 Automatic shift Manual shift DL/7ji 3rd+ 2nd-+ 1st
3rd2 range 2nd+ 1st
2ndL range 2nd+1st
The l5t1-2 shift valve 34 includes a spool 35 with a spring 341 disposed on one side (lower side in the drawing). The spool 35 receives the spring load of the spring 341 from one side, and connects to the upper end land 351 from the other side to the oil passage 1 via an orifice 342, and the hydraulic pressure P of the oil passage IA to which the electromagnetic solenoid valve S1 is attached.
It is displaced by receiving L. When the solenoid valve S1 is energized, the valve port of the slide/id valve S1 is opened and the oil passage I is opened.
A is depressurized, oil path Pi becomes low level, and spool 3
5 is set to the upper blade shown in the figure, which is the first speed side, by the action of the spring 341. As a result, the import 343 communicating with the oil passage 3 is closed, and the hydraulic cylinder chamber b1 is connected to the oil passage 6 and the hydraulic servo B-1 of the second speed brake Bl.
and the train port 3
44 and a connecting oil passage 6 to the low coast modulator valve 38
A will contact you. When the manual valve 33 is set to the N, R, and P ranges, the oil passage 6 is connected to the manual valve train port 332 as shown in Table 1, so there is no oil pressure in the oil passage 3A. This does not occur and the brake B1 is released. When the solenoid valve St is OFF (de-energized), the valve port of the solenoid valve S1 is closed, and the oil pressure PL in the oil passage IA becomes a high level equal to the line pressure □
, the spool 35 is set at the lower side in the figure, which is the second speed side. As a result, the oil passage 3 communicates with the engagement side oil chamber b1 provided in the hydraulic servo B-1 of the second speed brake B1.
A is in communication, and the oil passage 6 and the communication oil passage 6A to the low coast modulator valve 38 are in communication. Further, the oil chamber b1 of the hydraulic servo B-1 is connected to a flow rate control valve 53 provided in the oil path 3A and an accumulator 48 provided downstream thereof.
Line pressure is supplied through the brake Bl, and the brake Bl is engaged.

The 2-3 shift valve 36 includes a spool 37 having a spring 361 mounted on one side (lower side in the figure). Spool 3
7 receives the spring load of the spring 361 from one side and the line pressure of the oil passage 5 from the other side when the line pressure of the oil passage 5 is generated 1- on the lower end land 372 shown in the figure, and the line pressure of the oil passage 5 is generated from the other side.
The end round 371 is connected to the oil passage 4 via the orifice 360, and is displaced by the oil pressure P2 of the oil passage 4A in which an electromagnetic solenoid valve S2 is provided. Solenoid valve S2 is ON (
When the 1-2 shift is energized (energized), the oil pressure P2 in the oil passage 4A becomes low level as in the case of the valve, so the spool 37 is set at the upper position in the figure (second speed is ゎ), and the oil passage 4 and the communication oil passage 4B to the clutch c2 is cut off.

When the solenoid valve S2 is 0FF (de-energized), the spool 37 is set to the lower position in the figure (third speed side), the oil passage 4 and the oil passage 4B are connected, and the line pressure of the oil passage 4 is controlled by the flow rate. The line pressure is connected to the hydraulic servo C-2 of the clutch C2 via the valve 54, and is further supplied via the flow rate control valve 52 to the release side hydraulic cylinder b2 of the hydraulic servo B-1 of the brake B1. As a result, clutch C2 is engaged and brake B1 is released. Also oil road 5
When line pressure is generated (when the manual valve is set to L position), the spool will move to the lower end of
7 and is fixed upward in the drawing (on the second speed side) by a line and the spring load of a spring 46.

The low coast damper valve 38 has a spool 39 with a spring 381 mounted on its back, and receives the spring load of the spring 381 and the line pressure generated in the oil passage 5 from one side, and receives the spring load of the spring 381 and the line pressure generated in the oil passage 5 from the other side. The left end land 382 is displaced in response to feedback of the output hydraulic pressure. Oil line 6A
It has an import 383 connected to the hydraulic servo B-2 of the brake B2, an out port 385 connected to the oil passage 6B connected to the hydraulic servo B-2 of the brake B2, and a drain port 1-387.
The opening areas of the import port 1-383 and the drain port 387 are adjusted according to the displacement of the oil passage 6A, and the line pressure supplied from the oil passage 6A is regulated and output to the oil passage 6B. The oil passage 6A and the oil passage 6B are communicated via the low coast modulator valve 38 and also via a check valve 380, and oil is quickly drained from the oil passage 6B to the oil passage 6A via the check valve 380. Ru.

The 2nd range boost valve 40 has a spring 40 on one side.
1 is provided on its back. The spool 41 receives the spring load of the spring 401 from one side, and is displaced by receiving the line pressure of the oil passage 4 from the other side to the land 411 at the right end in the figure. When the manual valve 33 is in a setting position other than the D range and line pressure is not supplied to the oil passage 4, the spool 41 is set to the right in the figure by the action of the spring 401, and the oil passage 3 is connected to the oil passage 3 through the three-way check valve 55. The oil passage 3B communicates with the input oil passage 5A to the plunger 31 of the primary remulator valve. As a result, the driver selects manual gear shifting, the manual valve 33 is set to 2nd, and when starting in 2nd gear, the line pressure output from the primary regulator valve is leveled up by inputting line pressure from the oil passage 5A. Clutch C
1 and brake Bl hydraulic servo C-1 and B-1
The torque capacity of the engine is increased to smoothly shift to $22.

Also, when the manual valve 33 is set to the D range,
Line pressure is supplied to the oil passage 4, the spool 41 is set to the right in the figure, and the oil passage 3B is connected to the train port 402 and drained.

As a result, the primary regulator valve 23 receives no line pressure input from the oil passage 5A, so the line pressure is maintained at normal (without level up), resulting in an unnecessary increase in torque capacity during automatic gear shifting performed when the manual valve is in the D range. is prevented, and no increase in impact occurs during automatic gear shifting.

The orifice control valve 42 has a spring 4 on one side.
21 is provided on its back. Spool 43
receives the spring load from the spring 421 from one side, and is displaced from the other by receiving the throttle pressure of the oil passage 9 to the land 431 at the right end in the figure, and communicates with the oil passage 4B via the oil passage 4B and the flow rate control valve 52. It communicates with the communication oil passage 4C that communicated with the release side hydraulic servo b2 of the hydraulic servo of the brake Bl. That is, when the throttle pressure of the oil passage 9 is above a set value, the communication between the oil passage 4B and the oil passage 4C is cut off, and when the throttle pressure is below the set value, the oil passage 4B and the oil passage 4C are connected.

In the above configuration, shift lever/to position P, R1N, D
, 2 and solenoid valve S1. The combination of the operations of S2 and B3, the clutches C1, C2, Fl, and the brakes B1 and B2 provides the gear ratio shown below.

SI S2 S3 CI C2818
2FIP × × ×
○R× × × ○ ON
× × × Li5tXX@OO X is solenoid valve OFF, ○ is solenoid valve ON,
Indicates engagement of the flank brake or locking of the one-way clutch, and ■ indicates engagement of the direct clutch.

Now, suppose manual valve 33 is in the D position,
The vehicle speed and throttle opening are in the 3rd speed setting range, and both solenoids S1 and S2 are not energized, so that the spool 35 of the 1-2 shift valve 34 and the spool 37 of the 2-3 shift valve 36 are both moved downward in the figure. When set in position, line 3.1-2 shift valve 34, chamber 1 of servomechanism B-L and line 4.2-
3 shift valve 36, servo mechanism B-1 via line 4B
Hydraulic pressure is supplied to the chamber opening 2 and the servo mechanism C-2.

Therefore, the clutches CI and C2 are engaged, and the third gear is achieved. Under this condition, the vehicle speed and throttle opening are
When entering the speed setting range, the output circuit 6 of the electronic control device 60
6 and 67 calculate an appropriate neutral interval tN=KV/θ according to the program shown in FIG. All 36 spools 37 are positioned in the -L direction. Therefore, no hydraulic pressure is supplied to either servo mechanism C-2 or B-1, and a neutral stage is achieved. After that, when time t32 has passed, the solenoid valve S1 is deenergized and the l-2 shift valve 34 is deenergized.
Since the spool 35 moves downward, hydraulic pressure is again supplied to the chamber DI of the servo mechanism B-1, and the brake B1 is engaged. In this way, the second stage of the transmission mechanism is achieved.

As described above, according to the present invention, the neutral interval at the time of downshifting is electrically determined according to parameters such as vehicle speed, so its accuracy is high and adjustment is easy.

[Brief explanation of the drawing]

1 and 2 are graphs showing changes in engine speed and clutch torque during downshift in the prior art, FIG. 3 is an automatic transmission and ram graph, and FIGS.
The figure is a flowchart showing a program executed by the electronic control device in FIG. 4, FIG. 7 is a waveform diagram showing a solenoid excitation pulse output from the electronic control device in FIG. 4, and FIG. 8 is a servo mechanism, FIG. 3 is a diagram showing changes in applied oil pressure. In the figure 81. , , , , , , Band brake B-1
,,,,,,,,,hydraulic servo 23,,,,,,,,,primary regulator valve 2
7, g, secondary regulator valve 42
, , , , , , orifice control valve 29 ,
, , , , , , , Throttle valve 33 , , , , , , , ,
, , manual valve 34 , , , , . 9. , l −2
Shift valve 36, 2-3 shift valve 51
．． 52, 53, 54. ,,,Flow control mechanism 4J4B,
, , , , , , , Accumulator 44 , , , , ,
, , , , , , Lock-up relay valve 80 , , ,
, , , , , , , Electronic control device S1・S2・S3・
・・・・・・Imaginary drawing of electromagnetic solenoid valve drawing (no change in content) Go to Figure 1 and Figure 2 Time/Moment continuation amendment (voluntary) May 9, 1980 Mr. Kazuo Wakasugi, Commissioner of the Japan Patent Office l Case indication 17 → Japanese Patent Application No. 056443 (Japanese Patent Application No. 056443 (1983)
(filed on March 31) 2 Name of the invention Control device for automatic transmission 3 Relationship with the case of the person making the amendment Applicant's address (residence) Name (name) (oog Aisin Seiki Co., Ltd. Aisin Warner Co., Ltd. 6 Increased due to amendment) Number of inventions: None 7 Subject of amendment ゛ Full text of the specification and drawings 8 Contents of the amendment: Inscription of the specification and drawings (φx%t=Jr, t-) Procedural amendment (voluntary) Patent Office August 11, 1982 Director Kazuo Wakasugi 1. Indication of the case 1981 Patent Application No. 05644 J (filed on March 31, 1988) 2. Name of the invention Relationship to the case Patent applicant address Name (Name) (oog Aisin Seiki Aisin Warner Co., Ltd. 4, Agent 5, Date of amendment order Voluntary 6, Number of inventions increased by amendment None ■ Detailed description of the invention in the written specification submitted on May 8, 1988 The column has been supplemented as follows: (1) On page 2, line 13 of the specification, "with the constituent elements" is corrected to "the constituent elements." (2) On page 2, lines 13-14 of the specification, "Control" is corrected to "braking". (3) Page 4, line 3, page 5, line 1, "previous period" is corrected to "above". (4) Page 5, line 1 Page 16, line 1, replace “as shown in Table 1” with “
As shown in Table 2. (5) On page 166, line 8, "Table 1" is corrected to "Table 2." (6) On page 23, line 17, "solenoid" is corrected to "solenoid square." (7) Page 24, line 4 [”, “B-1 room entrance 2” is changed to “B
-1 room b2”. (8) Page 24, line 19 [Room B-1 D IJ r
Correct to B-1 room b IJ. (9) On page 24, line 20, "transmission mechanism" is corrected to "transmission mechanism 140." (lO) Insert the European text after line 11 on page 26. ``Applicant Ainno Seiki Co., Ltd. Aisin Warner Co., Ltd. Agent Patent Attorney Asami Kato'' Il. The claims column of the specification is amended as follows. r l) detecting a shift position by means of a control device for an automatic transmission that selectively engages and disengages frictional engagement elements to achieve at least three gears by switching at least two valve means; means connected to the detection means for determining town shift; and means for detecting vehicle speed;
a stage for switching a valve in a hydraulic circuit that operates a high-speed stage element of the frictional engagement device; a means for switching a valve in a hydraulic circuit that operates a low-speed stage element of the frictional engagement device; and a shift determination for the down 7'. and an electric circuit means into which the output of the vehicle speed detecting means and the vehicle speed detecting means is input, and which controls the two hydraulic circuit valve switching means to generate a neutral interval having a length proportional to the vehicle speed during a town shift. Automatic transmission control device.

Claims (1)

[Claims] 1) In a control device for an automatic transmission that selectively engages and disengages frictional engagement elements by switching at least two valve means to achieve at least three gears, the shift position a means for detecting a vehicle speed; a means connected to the detecting means for determining town shift; a means for detecting vehicle speed; and a valve in a hydraulic circuit for operating a high-speed gear element of the frictional engagement device. a means for switching a valve of a hydraulic circuit for operating a low gear element of the first frictional engagement device; outputs of the town shift determining means and the vehicle speed detecting means are input;
A control device for an automatic transmission, comprising electric circuit means for controlling the two hydraulic circuit valve switching means to generate a neutral interval having a length proportional to heavy speed during downshifting. 2) Throttle opening detection means is provided, the output of this detection means is manually inputted to the preceding valve switching means control means, and the control means generates a neutral interval whose length also responds to the throttle opening. The control device according to item 1.