Process for the gear change of the automatic transmission of motor vehicles controlled with an electrohydraulic valve system

• US 4,896,565 A
• Filed: 04/28/1988
• Issued: 01/30/1990
• Est. Priority Date: 05/15/1987
• Status: Expired due to Fees

• Current Assignee: Csepel Autogyar
• Original Assignee: Csepel Autogyar
• Inventors: Toth, Istvan, Valoczi, Gyorgy, Torocsik, Laszlo, Simonyi, Sandor
• Primary Examiner(s): Braun, Leslie A.
• Assistant Examiner(s): Testardi, David A.
• Application Number:
  US07/187,497
• Time in Patent Office: 642 Days
• Field of Search: 74/731, 74/733, 74/732, 192/3.28, 192/3.31
• US Class Current: 477/61
• CPC Class Codes: F16H 2059/467 of torque converter
• CPC Class Codes: F16H 59/36 Inputs being a function of speed
• CPC Class Codes: F16H 59/40 Output shaft speed
• CPC Class Codes: F16H 59/42 Input shaft speed
• CPC Class Codes: F16H 59/44 dependent on machine speed of the machine, e.g. the vehicle
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: Y10S 477/901 Control signal is slope
• CPC Class Codes: Y10S 477/902 Control signal is engine parameter other than manifold pressure or fuel control
• CPC Class Codes: Y10S 477/904 Control signal is acceleration

Abstract

A process for controlling an automatic transmission wherein engine speed and output speed are measured and the slip conditions are derived therefrom. When conditions of downshift occur, as determined by excessively high slip and/or excessively low speed, the conditions existing at the moment of downshift are evaluated, and a comparative slip signal is derived and saved. This signal is employed as reference relating to the momentary slip conditions of the vehicle for use in determining the proper moment for a subsequent upshift. Thus, conditions for an upshift, following a particular downshift, are modified as a function of the circumstances requiring the downshift (e.g. normal deceleration, overtaking another vehicle, ascending a hill). Procedures are also included for enabling engagement of a friction clutch, for bypassing the torque converter of the transmission, under certain conditions in advance of an upshift.

Claims

1. The process of controlling an automatic transmission for a motor vehicle, wherein the transmission includes a hydrodynamic torque converter and a shiftable mechanism providing a plurality of input-output gear ratios, and a clutch for by-passing said torque converter, which comprises

(a) sensing the output speed of the transmission and generating an output speed signal corresponding thereto,

(b) sensing the drive input speed of the transmission and generating an input speed signal corresponding thereto,

(c) comparing said input speed signal and said output speed signal, in relation to the gear ratio of said transmission, and generating therefrom a slip signal representing the slippage within said transmission under momentary load,

(d) comparing said slip signal with predetermined upper and lower slip limit values,

(e) comparing at least one of the output speed signal and the input speed signal with predetermined upper and lower speed limit values,

(f) executing a downshift from a higher gear ratio when said slip exceeds the predetermined upper slip limit value and/or when the compared speed signal is below the lower speed limit value,

(g) executing an upshift from a lower gear ratio when said upper speed limit value is exceeded by the compared speed signal simultaneously with said slip being below said lower slip limit value,

(h) at least one of said input speed or output speed signals being selected to be compared to predetermined upper and lower clutch control speed signals, and said slip signal being compared to a clutch control slip signal, said upper clutch control speed signal representing a speed below the upper speed limit value,

(i) engaging said clutch to by-pass said torque converter when the speed indicated by the selected speed signal exceeds the speed represented by said upper clutch control speed signal and said slip signal indicates less slip than represented by said clutch control slip signal, and

(j) disengaging said clutch in response to said selected speed signal indicating less speed than the speed represented by said lower clutch control speed signal.

2. The method of claim 1, further characterized by

(a) upon downshifting of said transmission from a higher gear, storing in said memory the input speed signal at the time of said downshifting,

(b) effecting compensating adjustments of said lower slip limit value and/or said clutch control slip signal as a function in part of the input speed signal stored in said memory for modifying the conditions of subsequent upshifting and/or clutch engagement.

3. The method of claim 1, further characterized by

(a) upon downshifting of said transmission from a higher gear, storing in said memory the input speed signal at the time of said downshifting,

(b) effecting compensating adjustments of said predetermined upper speed limit value and/or said upper clutch control speed input speed signal as a function in part of the signal stored in said memory for modifying the conditions of subsequent upshifting and/or clutch engagement.

4. The process of controlling an automatic transmission for a motor vehicle, wherein the transmission includes a hydrodynamic torque converter and a shiftable mechanism providing a plurality of input-output gear ratios, which comprises

(a) sensing the output speed of the transmission and generating an output speed signal corresponding thereto,

(b) sensing the drive input speed of the transmission and generating an input speed signal corresponding thereto,

(c) comparing said input speed signal and said output speed signal, in relation to the momentary gear ratio of said transmission, and generating therefrom a slip signal representing the slippage within said transmission under momentary load,

(d) comparing said slip signal with predetermined upper and lower slip limit values,

(e) executing a downshift from a higher gear ratio when said slip exceeds the predetermined upper slip limit value,

(f) comparing at least one of the output speed signal and input speed signal with predetermined upper and lower speed limit values,

(g) executing an upshift from a lower gear ratio when said upper speed limit value is exceeded simultaneously with said slip being below said lower slip limit value,

(h) executing a downshift from a higher gear ratio when the compared speed signal is below the lower speed limit value,

(i) upon execution of a downshift, analyzing the conditions of operation relating to slip at the moment of downshift and deriving a comparative slip signal which is a function of said conditions of operation,

(j) comparing said comparative slip signal to the slip signal generated by operation of the vehicle, and

(k) causing a following upshift to be executed subject to a correspondence of said slip signal with said derived comparative slip signal.

5. The method according to claim 4, further characterized by

(a) deriving said comparative slip signals according to conditions of operation corresponding to normal deceleration, overtaking or ascending,

(b) said comparative slip signals for overtaking or ascending being smaller than the comparative slip signal derived for normal deceleration, whereby subsequent upshifting for overtaking or ascending requires a reduced degree of a slip.

6. The method according to claim 5, further characterized by

(a) upon the concurrence of either (i) a negatively changig drive input speed or a negatively changing output speed and (ii) an absolute drive input speed below the level triggering a downshift or a negatively changing slip signal, a comparative slip signal is derived characteristic of normal deceleration.

7. The method according to claim 5, further characterized by

(a) upon the concurrence of (i) a positively changing drive input speed or a positively changing output speed and (ii) an absolute drive input speed above the level triggering a downshift or a positively changing slip signal, a comparative slip signal is derived characteristic of overtaking.

8. The method according to claim 5, further charcterized by

(a) upon the concurrence of (i) a negatively changing drive input or a negatively changing output speed and (ii) absolute drive input speed above the level triggering downshift or positively changing slip signal, a comparative slip signal is derived characteristic of ascending.