GB1444641A

GB1444641A – Throttle valve for automotive transmission control system
– Google Patents

GB1444641A – Throttle valve for automotive transmission control system
– Google Patents
Throttle valve for automotive transmission control system

Info

Publication number
GB1444641A

GB1444641A
GB3141074A
GB3141074A
GB1444641A
GB 1444641 A
GB1444641 A
GB 1444641A
GB 3141074 A
GB3141074 A
GB 3141074A
GB 3141074 A
GB3141074 A
GB 3141074A
GB 1444641 A
GB1444641 A
GB 1444641A
Authority
GB
United Kingdom
Prior art keywords
pressure
valve
line
throttle
manual
Prior art date
1973-07-26
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Expired

Application number
GB3141074A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Nissan Motor Co Ltd

Original Assignee
Nissan Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1973-07-26
Filing date
1974-07-16
Publication date
1976-08-04

1974-07-16
Application filed by Nissan Motor Co Ltd
filed
Critical
Nissan Motor Co Ltd

1976-08-04
Publication of GB1444641A
publication
Critical
patent/GB1444641A/en

Status
Expired
legal-status
Critical
Current

Links

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Classifications

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL

F16H—GEARING

F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing

F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used

F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic

F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves

F16H61/029—Throttle valves

Abstract

1444641 Change speed gear NISSAN MOTOR CO Ltd 16 July 1974 [26 July 1973] 31410/74 Heading F2D In an automotive automatic transmission having fluid-pressure-engaged ratio-establishing friction clutches and brakes, with shift-points and pressure level controlled in part by a throttle valve, the said valve comprises a first valve 108 producing a first regulated pressure 210 responsive to engine intake depression 236, and a second, or modifier, valve 230, responsive to said first regulated pressure 210 to produce a second regulated pressure 220, which acts on differential lands of the first valve 108 at 214, whereby the response characteristic of the first valve is changed, so that the rate of change in the level of the first regulated pressure 210 varies with intake depression. In the form shown the pressure finally regulated to the throttle pressure line 224 varies in three differently rated linear stages, Fig. 3, whilst in Fig. 4, not shown, in which the modifier valve is arranged parallel to the first valve, the throttle pressure varies in two stages. Function summary.-A manual ranging valve 102 has settings PRND321, D providing automatic shifts between four ratios by 1-2, 2-3 and 3-4 shift valves 112, 114, 116 responding to amplified output speed responsive governor pressure and throttle pressure. Kickdown is by a solenoid valve 120, acting through a kickdown valve 124 and downshift valve 118, to reduce amplified governor pressure to basic governor pressure, thereby reducing all the shift speeds. The solenoid valve 120 is also energized on engine throttle closure, to act through an idling valve 122 to upshift all the valves in Drive only and thus engage fourth ratio to reduce the effect of idle drag of a driving torque converter and also to reduce line pressure in reverse to ensure soft entry into reverse. A throttle back-up valve 138 operates on an amplifier piston 106 below the main regulator valve 104 to substitute line pressure loading for throttle pressure loading when manual ranges are established. A second ratio pressure reducing valve 126 reduces pressure applied to a second ratio two-way brake servo 281 in manual settings to produce smooth engine braking. Gear arrangement.-Three reduced ratios, direct drive and one reverse are provided by three identically sized sun-ring planet trains 32, 34, 36, connected as shown, and controlled by two input clutches, one, 22, engaged in all forward ratios, the other, 20, for reverse and direct drive; four brakes 24, 26, 28, 30 and two one-way brakes 38, 40 acting as follows. In Drive, first ratio uses the one-way brake 38; second the one-way brake 40 held by applying the brake 30; third the two way brake 24; and fourth both clutches 20, 22. Reverse is by clutch 20 and brake 26. In manual second and first, two-way brakes 28, 26 are shunted across the one-way brakes 40, 38 respectively. The servo 241 for the third-ratio brake 24 has an apply side 241a and release side 241b. Fluid pressure supply and regulation.-A single input driven pump 58 supplies a system main 146, line pressure in which is controlled by a differentially landed main regulator valve 104, loaded upwards for a pressure increase, by a spring 148 and amplifier piston 106. In D and all other forward settings, a line 168 is fed with line pressure 146 by the manual valve 102, and loads the regulator downwards for pressure decrease, by acting at the top 150, at 152 and at 154, through a shuttle valve 136, and upwards, for pressure increase, at 164 on differential lands of the amplifier piston 106. The regulator valve is also loaded upwards, for pressure increase, by throttle pressure 224 regulated through a throttle back-up valve 138 to a line 170, acting at 166 below the amplifier piston 106. In manual settings 3, 2 and 1 the manual valve 102 supplies line pressure 146 through a port 176 and line 198 to depress the throttle back-up valve 138 thereby substituting line pressure for throttle pressure 224 in a line 170 acting at 166 upwards below the amplifier piston 106, thus increasing regulated pressure and making it independent of throttle pressure. In R setting the line 168 is exhausted at the manual valve 102, and, with the engine idling, hysteresis pressure 344, produced by a hysteresis valve 128, (see below) passes through a solenoid valve 120, energized by accelerator release as described below, idling valve 122 (position shown), line 364 and shuttle valve 136 to the regulator port 154, thereby reducing regulated pressure for soft engagement of reverse. With reverse established and the engine throttle opened, throttle pressure 224, 170 raises the idling valve 122, exhausting the regulator port 154, to produce augmented pressure. The second ratio pressure reducing valve 126 acts as described below. Control pressures.-Throttle pressure is produced by the throttle and modifier valves 108, 110, as above described. Governor pressure 262 is produced by outputrotated primary and secondary valves the latter 142 loaded outwardly by a spring 266 and centrifugal force and inwardly by line pressure 146, to provide a regulated supply 260 to the primary valve 140, which is loaded inwardly by a spring in opposition to centrifugal force, and serves only to cut off communication between the regulated secondary line 260 and the governor pressure output line 262 below a predetermined speed, thereby zeroizing governor pressure. Before communicating with the shift valves 112, 114, 116, basic governor pressure 262 is amplified in a line 294 by a differentially landed, spring-loaded, downshift valve 118, which regulates line pressure 146 by governor pressure loading to produce amplified governor pressure 294, which it feeds through a shuttle valve 130 to a common upshift loading line 294a, 478, 450, 420 of all the shift valves. During a kickdown shift this downshift valve 118 is forced by line pressure supplied at 280, fully downwards to substitute basic governor pressure 262 for amplified governor pressure in the line 294, thereby reducing the upshift loading on all the shift valves to produce successive downshifts. Hysteresis pressure 344 of a constant value, higher than governor pressure, is regulated from line 146 by the hysteresis valve 128, which has spring loading only. This pressure 344 is supplied to act downwards on differential lands of the 2-3 and 3-4 shift valves 114, 116 in their downshifted positions only, to constitute, in part, a controlled up-down hysteresis. This pressure also acts through the solenoid and idling valves 120, 122 on the main regulator 104 as above described. Shift valves.-The 1-2, 2-3 and 3-4 shift valves 112, 114, 116 are loaded upwards for upshift by the common governor line 294a, which receives amplified governor pressure 294 for normal shifts and basic governor pressure 262 for kickdown; and downwards for downshift by throttle pressure 224 above all the spools, and in the 1-2 valve 112 at 408 to a differential land, this latter being blocked at 1-2 upshift. The 2-3 and 3-4 valves 114, 116 are additionally loaded downwards by hysteresis pressure 344, which is blocked on upshift. In manual setting the respective shift valves are held down by line pressure 146 supplied through respective manual valve lines 176, 184 and 178, for 3, 2 and 1, to act on differential lands of the shift valves. Kickdown and manual downshift.-The only kickdown effect on the 1-2 valve 112 is by reduction of amplified to basic governor pressure, but the 2-3 and 3-4 valves additionally use hysteresis pressure 344, each valve being formed of two separate spools, e.g. 456, 4561 for the 3-4 valve 116, spring-loaded apart. For downshift by the manual selector valve 102 these spools are forced apart, 456 up, 4561 down, by the respective manual pressure line 176, 184, the lower spools controlling the pressure to the respective brake supply lines 454, 202, immediate downshift at excessive speed being prevented by governor pressure. For kickdown, the constant hysteresis pressure 344 is supplied through the solenoid valve 120, kickdown valve 124 and line 292 to act downwards on differential lands of the upper spools of the upshifted shift valves. Kickdown takes effect as follows. Closure of a switch 333 on full accelerator depression energizes a solenoid 332 of the solenoid valve 120, to retract a plunger 332a, thus exhausting an upper chamber in which hysteresis pressure 344, supplied through a restrictor 316, had been previously effective, thus permitting a spring to raise the valve spool (position shown,) which then supplies hysteresis pressure 344 to the kickdown valve 124, which, biased by throttle pressure 224 now at its maximum value, occupies an upper position and feeds the hysteresis pressure 344 to the kickdown line 292 of the shift valves 114, 116, which, at the same time shifts down the downshift valve 118, substituting basic for amplified governor pressure in the common upshift load line 294a of all the shift valves. Second ratio pressure reducing valve 126 is arranged to receive manual 2 pressure 184, 202 from the manual valve 102, in which it provides a spring-opposed load for the reducing valve 126 which then regulates a reduced pressure direct from line 396 which receives line pressure 146 through the downshifted 2-3 valve 114 and upshifted 1-2 valve 112. Idling valve 122 is normally maintained in an upper position by throttle pressure 224 supplied to a line 170 through the regulating throttle back-up valve 138, and in this position closes a line 330 communicating with the solenoid valve 120, so as not to affect the supply of hysteresis pressure 344 to the kickdown valve line 308 during kickdown. At engine idle, reduced throttle pressure permits a spring to depress the idling valve 122 to the position shown. At the same time, full accelerator release again closes the switch 333 to energize th

GB3141074A
1973-07-26
1974-07-16
Throttle valve for automotive transmission control system

Expired

GB1444641A
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

JP48083556A

JPS5228189B2
(en)

1973-07-26
1973-07-26

Publications (1)

Publication Number
Publication Date

GB1444641A
true

GB1444641A
(en)

1976-08-04

Family
ID=13805771
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB3141074A
Expired

GB1444641A
(en)

1973-07-26
1974-07-16
Throttle valve for automotive transmission control system

Country Status (4)

Country
Link

US
(1)

US3999450A
(en)

JP
(1)

JPS5228189B2
(en)

DE
(1)

DE2435610C3
(en)

GB
(1)

GB1444641A
(en)

Cited By (3)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

FR2437535A1
(en)

*

1978-09-29
1980-04-25
Nissan Motor

APPARATUS FOR CONTROLLING SPEED TRANSIT POINTS IN A VEHICLE AUTOMATIC TRANSMISSION

WO2006035264A1
(en)

*

2004-09-29
2006-04-06
Otis Elevator Company
Device for the safety stop of an elevator car

US7650969B2
(en)

2004-12-03
2010-01-26
Otis Elevator Company
Safety device for use in an elevator system including a triggering member for activating a safety brake

Families Citing this family (12)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

JPS52144548A
(en)

*

1976-05-28
1977-12-01
Kurakake Norio
Complex type water turbine

US4230012A
(en)

*

1977-06-14
1980-10-28
Bach Laboratories, Inc.
Musical instrument and method for use therein

JPS5930942B2
(en)

*

1978-08-30
1984-07-30
日産自動車株式会社

automatic transmission downshift valve

JPS5949452B2
(en)

*

1978-10-03
1984-12-03
日産自動車株式会社

Automatic transmission line pressure control device

JPS5655749A
(en)

*

1979-10-15
1981-05-16
Nissan Motor Co Ltd
Speed changing shock reducing device for automatic change gear

JPS5725553A
(en)

*

1980-07-21
1982-02-10
Aisin Seiki Co Ltd
Automatic speed change control system

JPS59155649A
(en)

*

1983-02-21
1984-09-04
Nissan Motor Co Ltd
Hydraulic control unit for automatic transmission

JPS60211151A
(en)

*

1984-07-13
1985-10-23
Toyota Motor Corp
Hydraulic control unit for automatic transmission

DE3546761C2
(en)

*

1984-04-24
1991-11-07
Nissan Motor Co., Ltd., Yokohama, Kanagawa, Jp

JPH04119362U
(en)

*

1991-04-09
1992-10-26

WO2005119096A2
(en)

2004-06-01
2005-12-15
Carne Gary S
Transmission pressure modulation by orificed check valve

KR100904945B1
(en)

*

2007-03-28
2009-06-29
오티스 엘리베이터 컴파니
Elevator assembly

Family Cites Families (13)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

US3118320A
(en)

*

1961-05-25
1964-01-21

Transmission controls

US3295387A
(en)

*

1963-05-03
1967-01-03
Ford Motor Co
Multiple speed transmission

US3274848A
(en)

*

1963-08-22
1966-09-27
Ford Motor Co
Multiple speed ratio power transmission mechanism and automatic control system

US3387508A
(en)

*

1966-08-01
1968-06-11
Ford Motor Co
Multiple speed ratio power transmission control mechanism with pneumatically operated ratio controllers

US3453908A
(en)

*

1967-02-09
1969-07-08
Nissan Motor
Hydraulic control system for automatic transmission

US3587353A
(en)

*

1968-05-13
1971-06-28
Nissan Motor
Hydraulic control system for an automatic transmission mechanism

US3625322A
(en)

*

1968-10-30
1971-12-07
Toyo Kogyo Co
Friction coupling controlled by vehicle speed and manifold vacuum

US3685372A
(en)

*

1970-05-19
1972-08-22
Nissan Motor
Automatic transmission

JPS4838580B1
(en)

*

1970-12-21
1973-11-19

US3714836A
(en)

*

1971-02-16
1973-02-06
Ford Motor Co
Automatic transmission controls for an automotive vehicle driveline

US3748931A
(en)

*

1971-03-29
1973-07-31
Gen Motors Corp
Power train and control system

US3688606A
(en)

*

1971-04-28
1972-09-05
Ford Motor Co
Throttle valve actuator for an automatic vehicle transmission having engine back pressure compensation

US3768339A
(en)

*

1971-12-27
1973-10-30
Ford Motor Co
Throttle pressure control for an automatic power transmission mechanism

1973

1973-07-26
JP
JP48083556A
patent/JPS5228189B2/ja
not_active
Expired

1974

1974-07-16
GB
GB3141074A
patent/GB1444641A/en
not_active
Expired

1974-07-24
DE
DE2435610A
patent/DE2435610C3/en
not_active
Expired

1974-07-25
US
US05/491,941
patent/US3999450A/en
not_active
Expired – Lifetime

Cited By (3)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

FR2437535A1
(en)

*

1978-09-29
1980-04-25
Nissan Motor

APPARATUS FOR CONTROLLING SPEED TRANSIT POINTS IN A VEHICLE AUTOMATIC TRANSMISSION

WO2006035264A1
(en)

*

2004-09-29
2006-04-06
Otis Elevator Company
Device for the safety stop of an elevator car

US7650969B2
(en)

2004-12-03
2010-01-26
Otis Elevator Company
Safety device for use in an elevator system including a triggering member for activating a safety brake

Also Published As

Publication number
Publication date

US3999450A
(en)

1976-12-28

JPS5228189B2
(en)

1977-07-25

DE2435610A1
(en)

1975-02-13

JPS5032365A
(en)

1975-03-29

DE2435610B2
(en)

1981-05-27

DE2435610C3
(en)

1982-01-28

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Legal Events

Date
Code
Title
Description

1976-12-15
PS
Patent sealed [section 19, patents act 1949]

1979-12-19
746
Register noted ‘licences of right’ (sect. 46/1977)

1988-03-16
PCNP
Patent ceased through non-payment of renewal fee

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