SHIFT CONTROL METHOD OF AUTOMATIC TRANSMISSION

• US 20090131221A1
• Filed: 12/28/2007
• Published: 05/21/2009
• Est. Priority Date: 11/15/2007
• Status: Active Grant

• Current Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Original Assignee: Hyundai Motor Company (Hyundai Motor Group)
• Inventors: Lee, Hyungsoo, Jeon, Byeong Wook
• Granted Patent: US 7,850,573 B2
• Time in Patent Office: Days
• US Class Current: 477/159
• CPC Class Codes: F16H 2059/385 Turbine speed
• CPC Class Codes: F16H 2061/0444 during fast shifting over two gearsteps, e.g. jumping from fourth to second gear
• CPC Class Codes: F16H 2200/0052 the gear ratios comprising six forward speeds
• CPC Class Codes: F16H 2200/201 with three sets of orbital gears
• CPC Class Codes: F16H 2200/2046 with six engaging means
• CPC Class Codes: F16H 2306/14 Skipping gear shift
• CPC Class Codes: F16H 61/061 using electric control means
• CPC Class Codes: F16H 61/08 Timing control
• CPC Class Codes: F16H 61/686 with orbital gears

Abstract

A shift control method of an automatic transmission according to an exemplary embodiment of the present invention may control a shift from an N speed achieved by engagement of first and second frictional elements to an N−3 speed achieved by engagement of third and fourth frictional elements, wherein release of the second frictional element is completed after release of the first frictional element begins, and engagement of the fourth frictional element begins after engagement of the third frictional element begins, wherein the engagement of the third frictional element is completed after the release of the second frictional element is completed.

Claims

1. A shift control method of an automatic transmission that controls a shift from an N speed achieved by engagement of first and second frictional elements to an N−

3 speed achieved by engagement of third and fourth frictional elements,

wherein initial release of the second frictional element begins after initial release of the first frictional element begins, and

initial engagement of the fourth frictional element begins after initial engagement of the third frictional element begins, and

wherein engagement of the third frictional element is completed after release of the second frictional element is completed.

2. The shift control method of claim 1, wherein engagement of the third frictional element is completed before engagement of the fourth frictional element is completed.

3. The shift control method of claim 1, wherein the initial release of the first friction element and the initial engagement of the third frictional element begins substantially at the same time.

4. The shift control method of claim 3, wherein hydraulic pressure of the third frictional element is increased to a stand-by pressure.

5. The shift control method of claim 1, wherein the initial release of the second frictional element and the initial engagement of the fourth frictional element begins substantially at a first shift synchronizing point.

6. The shift control method of claim 5, wherein the first shift synchronizing point is reached when a current gear ratio is the same as a first predetermined gear ratio.

7. The shift control method of claim 6, wherein the first predetermined gear ratio is substantially the same as a gear ratio of an N−

1 speed.

8. The shift control method of claim 5, wherein hydraulic pressure of the fourth frictional element is increased to a stand-by pressure.

9. The shift control method of claim 1, wherein the release of the second frictional element is completed substantially at a second shift synchronizing point and after the second shift synchronizing point, a hydraulic pressure for engagement of the third frictional element starts to be increased with a predetermined pressure slope.

10. The shift control method of claim 9, wherein the second shift synchronizing point is reached when a current gear ratio is the same as a second predetermined gear ratio.

11. The shift control method of claim 10, wherein the second predetermined gear ratio is substantially the same as 30 percent of a gear ratio of an N−

3 speed.

12. The shift control method of claim 1, wherein engagement of the third frictional element is completed substantially on a third shift synchronizing point, and after the third shift synchronizing point, engagement of fourth frictional element is completed with a predetermined pressure slope and release of the first frictional element is completed with a predetermined pressure slope.

13. The shift control method of claim 12, wherein the third shift synchronizing point is reached when a current gear ratio is the same as a third predetermined gear ratio.

14. The shift control method of claim 13, wherein the third predetermined gear ratio is substantially the same as a gear ratio of an N−

3 speed.

15. The shift control method of claim 1, wherein hydraulic pressure of the first frictional element is controlled such that a slope of a turbine speed is controlled.