Shift control system for an automatic transmission

• US 5,024,125 A
• Filed: 04/06/1990
• Issued: 06/18/1991
• Est. Priority Date: 04/07/1989
• Status: Expired due to Fees

• Current Assignee: Mazda Motor Corporation
• Original Assignee: Mazda Motor Corporation
• Inventors: Baba, Fumiaki
• Primary Examiner(s): NOT, DEFINED
• Application Number:
  US07/505,608
• Time in Patent Office: 438 Days
• Field of Search: 74/856, 74/860, 74/861, 74/866, 74/867, 74/868, 74/869
• US Class Current: 477/98
• CPC Class Codes: F16H 2061/0234 Adapting the ratios to special vehicle conditions
• CPC Class Codes: F16H 59/72 dependent on oil characteristics, e.g. temperature, viscosity
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals

Abstract

A shift control system for the vehicle contains a torqueconverter, a multiple stage gear mechanism adapted for a shift of an operating state of a friction coupling means of a hydraulic pressure type which is coupled to the torque converter, a temperature sensor for sensing temperatures of the operating oil for the torque converter and the friction coupling element, and a control unit for shift control. The control unit controls operation of the friction coupling elements on the basis of a predetermined shift characteristic and shifts the shift characteristic, when the temperature of the operating oil to be sensed by the temperature sensor is lower than a given value, is in such a manner that the area of driving at least for first speed stage is narrowed.

Claims

1. A shift control system for an automatic transmission, comprising:

a torque converter;

a multiple stage gear mechanism for performing a shift by shifting an operational state of a friction coupling element of a hydraulic pressure type, which is coupled to the torque converter;

a shift control means for controlling operation of the friction coupling element on the basis of a predetermined shift characteristic;

a temperature detecting means for detecting a temperature of an operating oil for the torque converter and the friction coupling element; and

a shift characteristic shifting means for shifting the shift characteristic so as to make a range of driving at least at a first speed stage narrow during a cold time period when the temperature of the operating oil detected by the temperature detecting means is equal to or lower than a predetermined value.

2. A shift control system as claimed in claim 1, further comprising a pressure raising means for raising a line pressure of the operating oil during the cold time period.

3. A shift control system as claimed in claim 2, further comprising a basic line pressure control means for controlling the line pressure in accordance with an engine load;

wherein a magnitude of the line pressure to be elevated by the line pressure raising means is set to be greater than a maximum line pressure to be provided by the basic line pressure control means.

4. A shift control system as claimed in claim 2, further comprising a solenoid valve for adjusting a line pressure and a basic line pressure control means for controlling the solenoid valve by a predetermined control value set by using an engine load as a parameter;

wherein the pressure raising means sets a control value for the solenoid valve so as for a line pressure to become greater than a maximum line pressure to be provided by the basic line pressure control means, prior to the basic line pressure control means.

5. A shift control system as claimed in claim 4, wherein the control value for the solenoid valve is set as a duty ratio.

6. A shift control system as claimed in claim 4, further comprising:

a pump as a source of generating a hydraulic pressure;

a manual valve for shifting a speed range position, which is interposed among the torque converter, the pump and the friction coupling element;

a pressure governing valve of a hydraulic pressure type connected to an oil passage interposed between the pump and the manual valve; and

a pilot passage for supplying a pilot pressure for controlling the pressure governing valve to the pressure governing valve;

wherein the solenoid valve is such as to adjust the pilot pressure, which is connected to the pilot passage.

7. A shift control system as claimed in claim 4, wherein the control value by the basic line pressure control means is set so as for the line pressure to become greater as the engine load becomes greater.

8. A shift control system as claimed in claim 1, wherein the shift characteristic for the cold time period is set to narrow the range of driving at the first stage so as to have no first speed stage.

9. A shift control system as claimed in claim 1, wherein the shift characteristic for the cold time period is set such that a range of driving at first speed stage is on the side of a lower speed and a higher load, as compared to the shift characteristic for a time period other than the cold time period.

10. A shift control system as claimed in claim 1, wherein the shift characteristic for the cold time period is set such that a range of driving at a speed stage on a high speed side as high as or higher than a second speed stage is set on the side of a lower speed stage, as compared to the shift characteristic for a time period other than the cold time period.

11. A shift control system as claimed in claim 1, wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at a speed stage on the side as high as or higher than a second speed stage.

12. A shift control system as claimed in claim 1, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at first speed stage is located on the side of a speed stage slower than and of a running load higher than the shift characteristic for the time period when the operating oil is not cold;

and

wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at a speed stage on the side as high as or higher than the second speed stage.

13. A shift control system as claimed in claim 1, wherein the shift characteristic for the time period when the operating oil is cold is set so as for the speed stage to have no first speed stage;

and

wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at a speed stage on the side as high as or higher than the second speed stage.

14. A shift control system as claimed in claim 1, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at the first speed stage is located on the side of a speed stage slower than and of a running load higher than the shift characteristic for the time period when the operating oil is not cold and such that the area of driving at a second speed stage or at a speed stage higher than the second speed stage is located on the side of a speed stage slower than the shift characteristic for the time period when the operating oil is not cold.

15. A shift control system as claimed in claim 1, wherein the shift characteristic shifting means comprises:

a shift characteristic storing means for storing a first shift characteristic and a second shift characteristic;

wherein the first shift characteristic in which an area of driving for each speed stage ranging from the first speed stage to a highest speed stage is set and the second shift characteristic in which the area for driving at first speed stage is set to be narrower than the first shift characteristic; and

a shift characteristic selecting means for selecting the second shift characteristic during the time period when the operating oil is cold and for selecting the first shift characteristic during the time period when the operating oil is not cold, as the shift characteristic to be used by the shift control means, in response to output from the temperature detecting means.

16. A shift control system as claimed in claim 15, wherein each of the first shift characteristic and the second shift characteristic is set using a vehicle speed and an engine load as parameters.

17. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set so as to have no first speed stage.

18. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at first speed stage is located on the side of a speed stage lower than and of a load higher than the shift characteristic for the time period when the operating oil is not cold.

19. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at the second speed stage or at a speed stage higher than the second speed stage is located on the side of a speed stage slower than the shift characteristic for the time period when the operating oil is not cold.

20. A shift control system as claimed in claim 16, wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at second speed stage or at a speed stage higher than the second speed stage.

21. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at the first speed stage is located on the side of a speed stage slower than and of a running load higher than the shift characteristic for the time period when the operating oil is not cold;

and

wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at second speed stage or at a speed stage higher than the second speed stage.

22. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set so as to have no first speed stage;

and

wherein both the shift characteristic for the time period when the operating oil is cold and the shift characteristic for the time period when the operating oil is not cold are set substantially identical to each other in the area of driving at second speed stage or at a speed stage higher than the second speed stage.

23. A shift control system as claimed in claim 16, wherein the shift characteristic for the time period when the operating oil is cold is set such that the area of driving at the first speed stage is located on the side of a speed stage slower than and of a running load higher than the shift characteristic for the time period when the operating oil is not cold and such that the area of driving at the second speed stage or at a speed stage higher than the second speed stage is locted on the side of a speed stage slower than the shift characteristic for the time period when the operating oil is not cold.

24. A shift control system as claimed in claim 1, further comprising:

a running load detecting means for detecting a running load of the vehicle; and

an inhibition means for inhibiting a shift to the shift characteristic for the time period when the operating oil is cold by means of the shift characteristic shifting means when the running load detected by the running load detecting means is greater than a predetermined value.

25. A shift control system as claimed in claim 24, wherein the running load detecting means is to detect the running load on the basis of at least one of a gradient of a road surface and a load.