JPS61160656A - Reducing device of speed change shock in automatic transmission - Google Patents
Reducing device of speed change shock in automatic transmissionInfo
- Publication number
- JPS61160656A JPS61160656A JP78785A JP78785A JPS61160656A JP S61160656 A JPS61160656 A JP S61160656A JP 78785 A JP78785 A JP 78785A JP 78785 A JP78785 A JP 78785A JP S61160656 A JPS61160656 A JP S61160656A
- Authority
- JP
- Japan
- Prior art keywords
- release pressure
- pressure
- orifice
- friction element
- common
- Prior art date
- 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.)
- Granted
Links
Landscapes
- Control Of Transmission Device (AREA)
Abstract
Description
【発明の詳細な説明】
（産業上の利用分野）
本発明は、第１摩擦要素の締結圧及び第２摩擦要素の解
放圧を夫々共通なシフト弁により共通な回路を経て排除
することで、第１Ｊｌ！擦要素を解放すると共に＠２摩
擦要素を締結してダウンシフト変速を行なう自動変速機
の変速ショック軽減装置に関するものである。Detailed Description of the Invention (Industrial Application Field) The present invention eliminates the engagement pressure of the first friction element and the release pressure of the second friction element through a common circuit by a common shift valve. 1st Jl! The present invention relates to a shift shock reducing device for an automatic transmission that releases a friction element and engages a @2 friction element to perform a downshift.
（従来の技術）
この種自動変速機としては従来、日産自動颯株）発行「
オートマチックトランスアクスルＲＮ３Ｆ０１Ａ型整備
要領書Ｊ （Ａａ６１００Ｂ ）に記載さレタ第８図の
如きものが仰られている。この自動変速機は第１摩擦要
素をフロントクラッチ１、第２摩擦要素をバンドブレー
ｄＰ２、共通なシフト弁を２−３シフト弁８としたもの
である。シフト弁８が８速圧Ｐ８の存在により図中上半
部状態の時、ライン圧ＰＬを共通な回路４及び締結圧回
路５を経てフロントクラッチ１に供給すると共に、共通
な回路４及び解放圧回路６を経てバンドブレーキ２用サ
ーボ７のサーボレリーズ室？ａにも供給する。(Prior art) This type of automatic transmission has traditionally been known as
The automatic transaxle RN3F01A type maintenance manual J (Aa6100B) states something like the letter shown in Figure 8. This automatic transmission has a front clutch 1 as a first friction element, a band blade dP2 as a second friction element, and a 2-3 shift valve 8 as a common shift valve. When the shift valve 8 is in the upper half state in the figure due to the presence of the 8th speed pressure P8, the line pressure PL is supplied to the front clutch 1 via the common circuit 4 and the engagement pressure circuit 5, and the line pressure PL is supplied to the front clutch 1 via the common circuit 4 and the release pressure. Servo release chamber of servo 7 for band brake 2 via circuit 6? Also supplied to a.
フロントクラッチ１に供給されたライン圧ＰＬはこれを
締結し、サーボレリーズ室７ａに供給されたライン圧Ｐ
Ｌはサーボアプライ圧ＰＡ（ライン圧ＰＬと同じ値）が
サーボ７゛のサーボアゲライ室７ｂに供給されていても
、受圧面積の関係上サーボピスト／７ｏを図中右行させ
てバンドブレーキ２を解放する。かくて自動変速機はフ
ロントクラッチ１の締結とバンドブレーキ２の解放とに
より第８速を選択する。The line pressure PL supplied to the front clutch 1 is engaged, and the line pressure P supplied to the servo release chamber 7a is
Even if the servo apply pressure PA (same value as the line pressure PL) is supplied to the servo gear chamber 7b of the servo 7, L moves the servo piston/7o to the right in the figure to release the band brake 2 due to the pressure receiving area. . Thus, the automatic transmission selects the eighth speed by engaging the front clutch 1 and releasing the band brake 2.
シフト弁３が８速圧Ｐ８の低下により図中下半部状態に
切換わると、共通な回路４がドレンボート８ａに通じ、
フロントクラッチ１の締結圧及びバンドブレーキ２の解
放圧（サーボレリーズ室？ａの圧力）を排除する。これ
によりフロントクラッチｌが解放され、バンドブレーキ
２がサーボアプライ圧Ｐ で締結されることから自動変
速機は第８速から第２速へのダウンシフト変速を行なう
。When the shift valve 3 switches to the lower half state in the figure due to a decrease in the 8th speed pressure P8, the common circuit 4 is connected to the drain boat 8a,
Eliminate the engagement pressure of the front clutch 1 and the release pressure of the band brake 2 (pressure in the servo release chamber ?a). As a result, the front clutch 1 is released and the band brake 2 is engaged with the servo apply pressure P, so that the automatic transmission performs a downshift from the 8th speed to the 2nd speed.
（発明が解決しようとする問題点）
しかし、このダウンシフト変速に当クエンジン回転を第
２速対応の値にスムーズに上昇させるため、上記自動変
速機においてはフロントクラッチ１の解放を速くし、バ
ンドブレーキ２の締結をゆっくり行なわせる必要があり
、この目的から解放圧回路６中にオリフィス８を挿入す
る。(Problem to be Solved by the Invention) However, in order to smoothly increase the engine rotation to the value corresponding to the second gear for this downshift, in the automatic transmission described above, the front clutch 1 is released quickly. It is necessary to slowly engage the band brake 2, and for this purpose an orifice 8 is inserted into the release pressure circuit 6.
従って、当該ダウンシフト変速が低恩速時第４図（ａ）
の如くに、又高車速時同図（１））の如くに行なわれて
以下に説明する問題を生じていた。即ち低車速時は、フ
ロントクラッチ１の回転速度も低くてその内部に遠心力
による圧力を生じないため、フロントクラッチ締結圧が
速やかにフロントクラッチ１の伝達トルクをＯとなす値
迄低下するのに対し、バンドブレーキ解放圧が車速の何
如にかかわらず上記遠心力による影響を何等受けること
なくオリフィス８のみで決まる特性をもって低下し、バ
ンドブレーキ２の伝達トルクをこれに対応して立上がら
せるため、ニュートラルインタバルｔ。Therefore, when the downshift is at a low speed, Fig. 4(a)
When the vehicle is running at a high speed, it is carried out as shown in FIG. That is, at low vehicle speeds, the rotational speed of the front clutch 1 is low and pressure due to centrifugal force is not generated inside it, so the front clutch engagement pressure quickly decreases to a value that makes the transmission torque of the front clutch 1 O. On the other hand, regardless of the vehicle speed, the band brake release pressure decreases with a characteristic determined only by the orifice 8 without being affected by the centrifugal force, and the transmission torque of the band brake 2 rises accordingly. Neutral interval t.
中にエンジンがΔＮ０で示すように空吹けし、自動変速
機の出力軸トルク波形をピークトルクΔＴ□の存在する
ものとなして変速ショックが生ずるのを避けられなかつ
次。During this time, the engine is revving as shown by ΔN0, and the output shaft torque waveform of the automatic transmission has a peak torque ΔT□, which inevitably causes a shift shock.
又高車速時は第４図０１の如く、フロントクラッチ締結
圧が上記遠心力による影響を受けてフロントクラッチ１
の伝達トルクを０となす値迄低下するのに遅れを生ずる
のに対し、バンドブレーキ解放圧が車速の何如にかかわ
らず遠心力の影響を全く受けることなくオリフィス８の
みで決まる特性をもって低下し、バンドブレーキ２の伝
達トルクをこれに対応して立上がらせる九め、フロント
クラッチ締結圧の低下よりバンドブレーキ解放圧の低下
の方が速くなジ、エンジンの空吹けは生じないものの、
自動変速機がインタロックする時間を生じてトルクの引
込みΔＴ２の発生によりこの場合も変速ショックが生ず
るのを避けられなかった。Also, at high vehicle speeds, as shown in Figure 4 01, the front clutch engagement pressure is affected by the centrifugal force and the front clutch 1
There is a delay in reducing the transmitted torque to a value of 0, whereas the band brake release pressure decreases with a characteristic determined only by the orifice 8 without being affected by centrifugal force regardless of the vehicle speed. The transmission torque of the band brake 2 is increased accordingly.The band brake release pressure decreases faster than the front clutch engagement pressure decreases, so although the engine does not start racing,
In this case as well, shift shock was unavoidable due to the occurrence of torque pull-in ΔT2 due to the interlocking time of the automatic transmission.
災に、前記両ショックをオリフィス８の開口面積調整に
より緩和しようとしても、低車速時の変速ショック緩和
上オリフィス８の開口面積を大きくすると高車速時の変
速ショックが大きくなり、高１速時の変速ショック緩和
上オリフィス８の開口面積を小さくすると低車速時の変
速ショックが大きくなるといったように二律背反の関係
にあり、双方の変速ショックを緩和することができなか
つ次。Unfortunately, even if you try to alleviate both shocks by adjusting the opening area of the orifice 8, if you increase the opening area of the orifice 8 in order to alleviate the shifting shock at low vehicle speeds, the shifting shock at high vehicle speeds will increase, and the shift shock at high 1st gear will increase. There is a trade-off between reducing the opening area of the orifice 8 and increasing the shift shock at low vehicle speeds in order to alleviate shift shocks, and it is impossible to alleviate both shift shocks.
（問題点を解決するための手段）
本発明は前記共通な回路中に共通オリフィスを挿入する
と共に、この共通な回路及び第２摩擦要素間を結ぶ解放
圧回路中に解放圧オリフィスを挿入し、この解放圧オリ
フィス及び第２摩擦要素間において解放圧回路にアキュ
ムレータを接続した構成に特徴づけられる。(Means for Solving the Problems) The present invention includes inserting a common orifice into the common circuit, and inserting a release pressure orifice into a release pressure circuit connecting this common circuit and the second friction element, It is characterized by a configuration in which an accumulator is connected to the release pressure circuit between the release pressure orifice and the second friction element.
（作用）
共通オリフィスは第１摩擦要素締結圧を第２摩擦要素解
放圧と同期して低下させ、又後者の解放圧が低下中アキ
ュムレータによる棚を生ずることから、前者の締結圧も
低下中棚を生ずる。両者の棚を、両摩擦要素の軽微な締
結が得られるようなものとすることで、自動変速機は軽
いインターロック状態となり、低車速時におけるエンジ
ンの空吹けを防Ｔヒしてこれにともなう変速ショックの
発生を禁じ得る。そして解放圧オリフィスは、その開口
面積を第１摩擦要素締結圧が第２摩擦要素解放圧より若
干速く低下されるよう共通オリフィスとの関連において
定めることで、前者締結圧の棚より後者解放圧の棚を大
きくなし、高車速時におけるトルクの極端な引込みを防
出してこれにともなう変速ショックの発生も禁じ得る。(Function) The common orifice lowers the first friction element engagement pressure in synchronization with the second friction element release pressure, and since the latter release pressure produces a shelf due to the accumulator while decreasing, the former engagement pressure also decreases during the decrease. will occur. By making both shelves so that slight engagement between both friction elements can be obtained, the automatic transmission will be in a light interlock state, which will prevent the engine from racing at low vehicle speeds. This can prevent the occurrence of gear shift shock. The opening area of the release pressure orifice is determined in relation to the common orifice so that the first friction element engagement pressure is reduced slightly faster than the second friction element release pressure, so that the latter release pressure is lower than the former engagement pressure. By increasing the size of the shelf, it is possible to prevent extreme torque pull-in at high vehicle speeds and to prevent the occurrence of shift shocks associated with this.
従って、低車速時におけるエンジンの空吹けにともなう
変速ショック、及び高車速時におけるトルクの引込みに
ともなう変速ショックの双方を確実に緩和し得ることと
なる。Therefore, it is possible to reliably alleviate both the shift shock caused by engine revving at low vehicle speeds and the shift shock caused by torque withdrawal at high vehicle speeds.
（実施例） 以下、本発明の実施例を図面に基づき詳細に説明する。(Example) Hereinafter, embodiments of the present invention will be described in detail based on the drawings.
第１図は第８図に示す自動変速機に本発明の層想を適用
した例で、図中第ａ図におけると同様部分を同一符号に
て示す。FIG. 1 shows an example in which the concept of the present invention is applied to the automatic transmission shown in FIG. 8, in which the same parts as in FIG. a are designated by the same reference numerals.
本発明においては、共通な回路４中に共通オリフィス９
を挿入すると共に、解放圧回路６中に解放圧オリフィス
ｌＯを挿入し、解放圧オリフィス１０の開口面積より共
通オリフィス９の開口面積を大きくする。なお、共通な
回路４と締結圧回路５との間に共通オリフィス９をバイ
パスするチェックバルブ１１を接続し、このチェックバ
ルブはシフト弁８から第１摩擦要素１へ向かう油流を許
容する向きに配置する。In the present invention, a common orifice 9 is provided in the common circuit 4.
At the same time, a release pressure orifice 1O is inserted into the release pressure circuit 6, and the opening area of the common orifice 9 is made larger than the opening area of the release pressure orifice 10. Note that a check valve 11 that bypasses the common orifice 9 is connected between the common circuit 4 and the engagement pressure circuit 5, and this check valve is oriented in a direction that allows oil flow from the shift valve 8 toward the first friction element 1. Deploy.
本発明においては史にアキュムレータ１２を設け、これ
を段付ピストン１２ａとこれを摺動自在に嵌合したアキ
ュムレータケース１２１）と、段付ピストン１２ａを図
中右半部位置に弾支するばね１２０とで構成し、段付ピ
ストン１２ａの両端部間における室１２（ｉにアキュム
レータ背圧ＰＢを導びき、段付ピストン１２ａの大径端
面が臨む室１２ｅをサーボレリーズ室７ａ及び解放圧オ
リフィス１０間において解放圧回路６に接続する。In the present invention, an accumulator 12 is provided, which is connected to a stepped piston 12a, an accumulator case 121) into which the stepped piston 12a is slidably fitted, and a spring 120 which resiliently supports the stepped piston 12a in the right half position in the figure. The accumulator back pressure PB is guided to the chamber 12 (i) between both ends of the stepped piston 12a, and the chamber 12e facing the large diameter end surface of the stepped piston 12a is connected between the servo release chamber 7a and the release pressure orifice 10. It is connected to the release pressure circuit 6 at.
上記実施例の作用を次に説明する。The operation of the above embodiment will be explained next.
シフト弁８が８速圧Ｐ８の存在で図中上半部状態の時、
ライン圧ＰＬは共通な回路鴫、チェックバルブ１１及び
回路５を通り締結圧Ｐ０として第１摩擦要素１に供給さ
れると共に、共通な回路４、チェックバルブ１１及び回
路６を通り解放圧ＰＲとしてサーボレリーズ室？ａに供
給される。締結圧Ｐ は第１摩擦要素１を締結し、解放
圧ＰＲはす一ボアプライ圧ＰＡの存在によるも受圧面積
の関゛係でサーボ７を介し第２摩擦要素２を解放する。When the shift valve 8 is in the upper half state in the figure due to the presence of the 8th speed pressure P8,
The line pressure PL is supplied to the first friction element 1 as a closing pressure P0 through a common circuit 4, a check valve 11, and a circuit 5, and is supplied to the servo as a release pressure PR through a common circuit 4, a check valve 11, and a circuit 6. Release room? supplied to a. The engagement pressure P engages the first friction element 1, and the release pressure PR releases the second friction element 2 via the servo 7 due to the presence of the bore ply pressure PA and due to the pressure receiving area.
かくて自動変速機は第８速選択状態となる。 。The automatic transmission is thus in the 8th gear selection state. .
この状態で、シフト弁８が８速圧Ｐ、の低下により図中
下半部状態になると、締結圧Ｐ。は共通オリフィス９を
介しドレンポート８ａより排除されて第１９擦要素ｌを
解放し、解放圧ＰＲは解放圧オリフィス１０及び共通オ
リフィス９を介しドレンボート８ａより排除されて第２
摩擦喪素２をサーボアプライ圧ＰＡにより締結する。か
くて自動変速機は第８速から第２速へのダウンシフト変
速を行なう。In this state, when the shift valve 8 enters the lower half state in the figure due to a decrease in the 8th speed pressure P, the engagement pressure P is increased. is removed from the drain port 8a via the common orifice 9 to release the 19th rubbing element l, and release pressure PR is removed from the drain port 8a via the release pressure orifice 10 and the common orifice 9 to release the 19th rubbing element l.
The friction element 2 is fastened using the servo apply pressure PA. The automatic transmission thus performs a downshift from the 8th gear to the 2nd gear.
このダウンシフト変速中、共通オリフィス９は締結圧Ｐ
を解放圧ＰＲと同期して低下させる。とに
ろで解放圧ＰＲはその低下前アキュムレータ１ｚを図中
左半部状態にしており、解放圧ＰＲの低下にトモないア
キュムレータ１２はばね１２Ｃ及びアキュムレータ背圧
ＰＢにより図中右半部状態へと移行しつつアキュムレー
ト機能を来たす。従って、解放圧ＰＲは第２図（ａ）
、 （ｂｌ中α、で示す棚を持った特性に沿い低下し、
これがため締結圧Ｐ。も同図中α２で示す棚を持つ比特
性に沿い低下する。During this downshift, the common orifice 9 is at the engagement pressure P.
is lowered in synchronization with release pressure PR. Before the release pressure PR decreases, the accumulator 1z is in the left half state in the figure, and the accumulator 12, which does not support the decrease in release pressure PR, is moved to the right half state in the figure by the spring 12C and accumulator back pressure PB. While transitioning, the accumulation function is brought about. Therefore, the release pressure PR is as shown in Fig. 2(a).
, (α in bl) decreases along the shelf characteristic indicated by α,
This causes the tightening pressure P. also decreases along the ratio characteristic with a shelf indicated by α2 in the figure.
これら棚は低車速時において第２図（ａ）の如く、ニュ
ートラルインタバル上０中両摩擦要素１．２をその伝達
トルクが同図中β０．β２で示す軽微なものとなるよう
締結し、自動変速機を軽いインタロック状態にする。こ
れが次め低車速においてニュートラルインタバル上０中
エンジンに軽微な負荷がかカリ、エンジンの空吹けがそ
の回転数変化タイムチャートより明らかな通り防【ヒさ
れ、これにともなう変速ショックを防出することができ
る。At low vehicle speeds, as shown in FIG. 2(a), these shelves transmit torque to both friction elements 1.2 at a neutral interval of 0 to β0 in the figure. The automatic transmission is brought into a light interlock state by tightening it so as to have a slight interlock as shown by β2. Next, at low vehicle speeds, there is a slight load on the engine during the neutral interval, which prevents the engine from revving, as is clear from the rotation speed change time chart, and prevents the shift shock that accompanies this. I can do it.
一方高本速時は第２図（ｂ）に示すように、解放圧オリ
フィス１０がその前記開口面積に起因して棚αの大きさ
Ｐ を棚αの大きさＰａよジ大きくすｌ
ａ ２ることから、上記イ
ンターロックによるトルクの極端な引込みを防＋ｈ Ｌ
、てこれにともなう変速ショックの発生を出力軸トルク
波形から明らかな通り防【ヒすることができる◎
（発明の効果）
かくして本発明装置は上述の如くに構成したから、前記
作用説明の通り低車速時におけるエンジンの空吹けにと
もなう変速ショック、及び高車速時におけるトルクの引
込みにともなう変速ショックを共に確実に軽減すること
ができる。又本発明においては、締結圧Ｐ。の低下と解
放圧ＰＲの低下と全共通オリフィス９により同期させる
から、温度や経時変化による影響が常時肉圧力の低下に
共通に及び、−万のみのずれで所期の目的が遅ぜられな
くなるような問題を生じないと共に、いかなる車速にて
も所期の目的を確実に達することができる。On the other hand, at high main speed, as shown in FIG. 2(b), the release pressure orifice 10 causes the size P of the shelf α to be larger than the size Pa of the shelf α due to the opening area.
a 2. Therefore, extreme torque pull due to the above interlock is prevented +h L
As is clear from the output shaft torque waveform, the occurrence of shift shock caused by this can be prevented. It is possible to reliably reduce both the shift shock caused by engine revving at high vehicle speeds and the shift shock caused by torque withdrawal at high vehicle speeds. Further, in the present invention, the fastening pressure P. Since the decrease in pressure and the decrease in release pressure PR are synchronized by the common orifice 9, the influence of temperature and changes over time is always common to the decrease in meat pressure, and the desired purpose will not be delayed due to a slight deviation. Such problems do not occur, and the intended purpose can be reliably achieved at any vehicle speed.
第１図は本発明装置の一実施例を示す回路図、第２図（
ｍｌ、■）は四側装置による動作タイムチャート、
第８図は本発明装置により変速ショックを軽減る。
１・・・第１摩擦要素 ２・・・第２摩擦要素８・
・・共通なシフト弁 番・・・共通な回路゛５・・・
締結圧回路 ６・・・解放圧回路７°°°サーボ
９・・・共通オリスイスｌＯ・・・解放圧
オリフィス １１・・・チェックパルプ１２・・・アキ
ュムレータ
特許出願人 日産自動車株式会社
Ｐ３ Ｆ）Ｌ
第４図
（ｂ）
（ａ） 糸岸速時Figure 1 is a circuit diagram showing one embodiment of the device of the present invention, and Figure 2 (
ml, ■) is an operation time chart using the four-side device, and Figure 8 shows how the device of the present invention reduces shift shock. 1... First friction element 2... Second friction element 8.
...Common shift valve number...Common circuit ゛5...
Fastening pressure circuit 6...Release pressure circuit 7°°°servo 9...Common oriswiss lO...Release pressure orifice 11...Check pulp 12...Accumulator patent applicant Nissan Motor Co., Ltd. P3 F)L Figure 4 (b) (a) Itogishi speed
Claims (1)
夫々、共通なシフト弁により共通な回路を経て排除する
ことで、第１摩擦要素を解放すると共に第２摩擦要素を
締結してダウンシフト変速を行なう自動変速機において
、前記共通な回路中に共通オリフィスを挿入すると共に
、該共通な回路及び前記第２摩擦要素間を結ぶ解放圧回
路中に解放圧オリフィスを挿入し、該解放圧オリフィス
及び第２摩擦要素間において前記解放圧回路にアキュム
レータを接続したことを特徴とする自動変速機の変速シ
ョック軽減装置。1. By removing the engagement pressure of the first friction element and the release pressure of the second friction element through a common circuit by a common shift valve, the first friction element is released and the second friction element is engaged. In an automatic transmission that performs a downshift, a common orifice is inserted into the common circuit, and a release pressure orifice is inserted into a release pressure circuit connecting the common circuit and the second friction element, A shift shock reducing device for an automatic transmission, characterized in that an accumulator is connected to the release pressure circuit between the release pressure orifice and the second friction element.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP78785A JPS61160656A (en) | 1985-01-09 | 1985-01-09 | Reducing device of speed change shock in automatic transmission |
| US06/816,154 US4729265A (en) | 1985-01-09 | 1986-01-03 | Shift shock suppression arrangement for automotive automatic transmission |
| DE8686100173T DE3671083D1 (en) | 1985-01-09 | 1986-01-08 | SWITCH SHOCK SUPPRESSION DEVICE FOR AUTOMATIC VEHICLE TRANSMISSION. |
| EP86100173A EP0190556B1 (en) | 1985-01-09 | 1986-01-08 | Shift shock suppression arrangement for automotive automatic transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP78785A JPS61160656A (en) | 1985-01-09 | 1985-01-09 | Reducing device of speed change shock in automatic transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS61160656A true JPS61160656A (en) | 1986-07-21 |
| JPH0465261B2 JPH0465261B2 (en) | 1992-10-19 |
Family
ID=11483405
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP78785A Granted JPS61160656A (en) | 1985-01-09 | 1985-01-09 | Reducing device of speed change shock in automatic transmission |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS61160656A (en) |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60136648A (en) * | 1983-12-23 | 1985-07-20 | Mitsubishi Motors Corp | Control device of automatic speed changer for vehicle |
-
1985
- 1985-01-09 JP JP78785A patent/JPS61160656A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS60136648A (en) * | 1983-12-23 | 1985-07-20 | Mitsubishi Motors Corp | Control device of automatic speed changer for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0465261B2 (en) | 1992-10-19 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EXPY | Cancellation because of completion of term |