CHASSIS — A650E AUTOMATIC TRANSMISSION

AUTOMATIC TRANSMISSION CONTROL SYSTEM

108
1. General

The automatic transmission control system of the ’01 LS430’s A650E automatic transmission and ’00 LS400’s
A650E automatic transmission are compared below.
’01 ’00
System Function
LS430 LS400
The optimum shift pattern is selected from 2 shift patterns in the ECM
by the pattern select switch. The ECM sends current to the solenoid
 
valve No. 1, No. 2, No. 3 and /or No. 4 based on signals from each sensor
and shifts the gear.
Shift Timing
Control • The vehicle speed at which downshifting into 1st gear during en-
gine braking occurs has been increased to improve driveability.
• The hydraulic pressure passages, and solenoid valve construc-  —
tion have been optimized to achieve smooth shifting during the
warm-up process following a cold startoff.
The optimum lock-up pattern is selected from 2 lock-up patterns in the
Lock-up
ECM by the pattern select switch. The ECM sends current to the sole-
Timing  
noid valve SLU based on signals from each sensor and engages or disen-
Control
gages the lock-up clutch.
Controls the solenoid valve SLU, provides an intermediate mode be-
tween the ON/OFF operation of the lock-up clutch, and increase the op-  
Flex Lock
Lock-up
up erating range of the lock-up clutch to improve fuel economy.
Clutch Control The operating range of the flex lock-up clutch has been expanded from
the previous 5th and 4th gears to the 5th, 4th, and 3rd gears to improve  —
fuel economy.
Line Pressure Based on the throttle opening angle and various signals, the ECM sends
Optimal a signal to solenoid valve SLT to generate line pressure according to the  
Control engine output and to effect a smooth gear shift change.
To achieve smooth shifting, the solenoid valve SLN controls the accu-
Clutch mulator back pressure in order to finely regulate the hydraulic pressure  
Pressure that is applied to the clutch.
Control Uses the solenoid valve SLU to directly control the hydraulic pressure
 
that is applied to the clutch.
Engine Torque Retards the engine ignition timing temporarily to improve shift feeling
 
Control during up or down shifting.
Through the cooperative control with the ETCS-i (Electronic Throttle
High
Control System-intelligent), and the electronic control of supply and
Response Shift  
discharge speed of the clutch and brake hydraulic pressure, excellent re-
Control
sponse has been realized.
Based on the signals from various sensors, the ECM determines the road
AI conditions and the intention of the driver. Thus, the shift pattern is auto-  
(Artificial matically regulated to an optimal level, thus improving driveability.
Intelligence) The up shift prohibition region while driving uphill has been expanded
-SHIFT to the 4th and 5th gears. The automatic downshift during downhill driv-  —
ing has been expanded to the 3rd and 4th gears to improve driveability.
To restrain the vertical movement of the vehicle when the shift lever is
Garage Shift
moved from the D position to N, the clutch release speed has been opti-  —
Control
mized.
Shift Down In order to ensure a smooth shift feel during downshifting to accelerate
 —
Control the vehicle, the hydraulic passages and control have been optimized.
 CHASSIS — A650E AUTOMATIC TRANSMISSION

2. Flex Lock-up Cluth Control

109
In addition to the conventional lock-up clutch control, a new flex lock-up clutch control has been adopted.
In the low- to mid-speed range, this flex lock-up clutch control regulates the solenoid valve SLU to provide
an intermediate mode between the ON/OFF operation of the lock-up clutch in order to improve the energy-
transmitting efficiency in this range.
As a result, the operating range of the lock-up clutch has been increased and fuel economy has been improved.
The flex lock-up clutch control operates in the 3rd, 4th and 5th gears in the D range.
The lock-up timing control operates in the 5th gear in the D range and in the 4th gear in the 4 range.

ECM

Engine Transmission
CPU CPU

Engine Speed
Duty Ratio
Engine Speed Signal

Engine Speed
Engine Coolant Temp. Signal
Engine
Throttle Position Signal Speed Signal OD Direct Clutch
Speed Signal
Throttle Position
Vehicle Speed
Sensor OD Direct
Clutch Speed
Signal

Duty Ratio
Linear
Solenoid
Signal

Time
OD Direct
Clutch Speed
Sensor Fluid Temp. Signal

Linear Solenoid
Signal
Engine Coolant
Temp. Sensor
Fluid Temp. Sensor
Lock-Up Control
Valve
Solenoid Valve 189CH11
SLU

Large Lock-Up Operating Range

Throttle Flex Lock-Up Operating Range

Opening
Angle

151CH26
Vehicle Speed
High
 CHASSIS — A650E AUTOMATIC TRANSMISSION

3. Line Pressure Optimal Control

110
The line pressure controlled by using a solenoid valve SLT.
Controls the line pressure to an optimal value based on real-time engine torque information provided by
the engine.
This enables the line pressure to be finely controlled at a high rate of precision in accordance with the engine
output and conditions, thus realizing smooth shift characteristics.
ECM

Engine CPU Transmission CPU

Real-time engine
Calculates ignition torque information Calculates the torque
timing, engine load amplification by the
ratio, etc. torque converter
clutch.

Sensor Signal Sensor Signal

• Throttle Opening Angle • Input Shaft Revolution
• Intake Air Volume • Output Shaft Revolution
• Engine Coolant Temperature • Fluid Temperature
• A/C Operating Signal • Gear Position Signal
• Engine Speed

Optimal linear solenoid

Throttle Pressure signal in accordance
with the engine output.

Solenoid Valve SLT

Line
Pressure

Pressure
Line

Engine Output
Primary Pump
Regulator
Valve 151CH50
 CHASSIS — A650E AUTOMATIC TRANSMISSION

4. Clutch Pressure Control

111
General

Due to the development of the direct clutch pressure control and the clutch-to-clutch shift control, a 5-speed
configuration has been achieved without increasing the accumulator and the one-way clutch.
As a result, a compact and lightweight automatic transmission has been realized.

Direct Clutch Pressure Control System

A direct clutch pressure control system has been adopted for shifting from the 1st to 2nd gear. In contrast
to the clutch pressure control system of a conventional automatic transmission that uses an accumulator
to execute clutch pressure control, this system controls the solenoid valve SLU to regulate the 2nd brake
(B3) hydraulic pressure for the 2nd gear, via the B3 control valve, without using an accumulator.
This realizes highly precise hydraulic control that cannot be achieved with a clutch pressure control system
that uses an accumulator.

ECM • O/D Direct Clutch

Speed Sensor
• Vehicle Speed
Sensor
Solenoid Solenoid • Fluid Temperature
Valve No. 2 Valve SLU Sensor
• Engine Coolant
Temperature
Line Sensor
Pressure • Throttle Position
Sensor
.
.
.

2nd
1-2 Shift B3 Control Brake
Line Valve Valve
Pressure (B3)

151CH42
 CHASSIS — A650E AUTOMATIC TRANSMISSION

Clutch to Clutch Shift Control

112
To ensure the reliability of clutch-to-clutch control, the 2nd brake (B3) hydraulic pressure for the 2nd gear
is regulated in link with the 3rd brake (B2) hydraulic pressure for the 3rd gear.
Also, optimal shift characteristics have been achieved through optimal hydraulic pressure settings and
switchover timing in which the clutch rpm and input torque estimate values have been utilized.

a. Outline of Hydraulic Circuit

 This control is accomplished by applying the 3rd brake (B2) hydraulic pressure to the B3 control
valve and relating the 2nd brake (B3) hydraulic pressure to the 3rd brake hydraulic pressure.
 The 2nd brake (B3) hydraulic pressure is controlled by the solenoid valve SLU.

 The solenoid valve No. 3 controls the B-2 release control valve and controls the discharge speed of
the 3rd brake (B2) hydraulic pressure.

Solenoid
Solenoid Valve SLU
Valve No. 3

B-2 B-3 2nd

Release Line
Line Pressure Control Control Brake
Pressure
Valve Valve (B3)
Drain

3rd
Brake
(B2)
B-2
Accumulator

Accumulator Back Pressure

151CH43
2nd Gear to 3rd Gear

Solenoid
Solenoid Valve SLU
Valve No. 3

B-2 B-3 2nd

Release Line
Control Control Brake
Pressure
Valve Valve (B3)

3rd
Brake
(B2)
B-2
Accumulator

Accumulator Back Pressure

151CH44
3rd Gear to 2nd Gear
 CHASSIS — A650E AUTOMATIC TRANSMISSION

b. Outline of Control Methods

113
The clutches are controlled by optimal shift timing and hydraulic pressure in accordance with clutch
rpm and engine torque information.

i) Up Shift
The 2nd brake hydraulic pressure is regulated by the hydraulic pressure from the solenoid valve SLU
and from the 3rd brake hydraulic pressure in accordance with input torque.
Based on the input shaft speed during shifting, the solenoid valve SLU is corrected to control the 2nd
brake.

Engine High
Speed
2nd Brake
Varies According to the
Estimated Input Torque
Value.
Clutch
Pressure High

Time
151CH45

ii) Down Shift

Based on changes in engine speed, the timing for synchronizing the clutch is forecasted and the 2nd
brake hydraulic pressure is increased suddenly.
Based on the vehicle speed, the discharge speed of the 3rd brake hydraulic pressure is switched by
the solenoid valve SLU to achieve both reduced shift shock and improved shift response.
: Low Speed
: High Speed

Engine High Synchronization

Speed Forecast

High 3rd Brake

2nd Brake
Clutch
Pressure

Time
151CH46
Based on the vehicle speed, the discharge speed
of the 3rd brake hydraulic pressure is switched.
 CHASSIS — A650E AUTOMATIC TRANSMISSION

5. High Response Shift Control

114
General

A high-response clutch hydraulic pressure control, which executes high-response engine torque-up control
during shifting and optimizes the supply and discharge speed of the clutch hydraulic pressure through elec-
tronic control, has been adopted. As a result, both the reduction of shift shock and the improvement of
shift response have been realized at high levels.

High Response Engine Torque Up Control

Performs cooperative control that retards the engine ignition timing at the same when time the throttle valve
is opened when the shift lever is downshifted manually. This realizes high-response engine torque control.
As a result, a considerable reduction in shift time has been achieved.

Throttle Opening
Angle Control

Shift Signal

Ignition Timing Transmission CPU

Engine
Control CPU ETCS-i CPU

ECM 151CH27
 CHASSIS — A650E AUTOMATIC TRANSMISSION

High Response Clutch Hydraulic Pressure

115
A conventional automatic transmission ordinarily had one circuit each for supplying and discharging the
hydraulic pressure to the clutch and brake.
However, in the A650E automatic transmission, a mechanism has been added to control the solenoid valves
No. 3 and No. 4 to activate the control valve, which switches the supply and discharge speeds of the clutch
and brake pressure.
As a result, the hydraulic pressure can be supplied or discharged slowly, when the reduction of shift shock
is more important, or supplied quickly, when response is more important. Thus, a shift feeling that is constant-
ly favorable has been realized.

Check Ball

Supply Clutch
Line Pressure and
Drain Brake
Switching Control
Orifices Valve

Solenoid
Valve
ECM

A650E Automatic Transmission

Check Ball

Supply Clutch
Line Pressure and
Drain Brake

Conventional Automatic Transmission 151CH39

 CHASSIS — A650E AUTOMATIC TRANSMISSION

6. AI (Artificial Intelligence)-SHIFT Control

116
General

In addition to the switching of the shift pattern through the pattern select switch, the AI-SHIFT control
enables the ECM to estimate the road conditions and the driver’s intention in order to automatically switch
the optimal shift pattern. As a result, comfortable ride has been realized at high levels.

Input Signal Basic Shift

Pattern
AI-SHIFT Control
• Throttle
Opening Angle
Road Condition
• Vehicle Speed Uphill/Downhill Driving
Estimating
• Engine Speed Small the Grade
Road Condi-
• Brake Signal Large tion Support
Control
: Criterion Acceleration
• Vehicle
Acceleration : Actual Acceleration

• Cornering Winding Road Driving

Information
Cornering
Information Estimating
. the Grade

Driver’s Intention
• Acceleration
Pedal Estimating Driver’s
Operation the Driver’s Intention
• Vehicle Intention Support
Condition Control

189CH12
 CHASSIS — A650E AUTOMATIC TRANSMISSION

Road Condition Support Control

117
In the conventional automatic transmission, if the vehicle is accelerated or decelerated while driving uphill,
depending on the circumstances, the transmission shifted up or down frequently.
While driving downhill, because the transmission is upshifted when the throttle valve is almost completely
closed, the transmission upshifted quickly even at low driving speeds, occasionally creating a condition
in which it was difficult to apply the engine brake.
Therefore, in the road condition support control, the uphill or downhill driving conditions are assessed
through the throttle opening angle, vehicle speed, etc. to achieve an optimal and constant driving force
by restraining the transmission from upshifting to the 4th or 5th gear while driving uphill.
The transmission automatically downshifts to the 3rd or 4th gear so that an optimal engine brake can be
achieved while driving downhill.
To prevent unnecessary shifting, this system assesses a winding road condition in accordance with the corner-
ing conditions, in order to achieve optimal shift control at all times.

5th
5th 4th 5th 3rd 5th 4th (Brake Operating)
Without Control
5th 4th 3rd 4th 3rd 4th 5th
With Control

189CH13

Driver’s Intention Support Control

Estimates the driver’s intention based on the accelerator operation and vehicle condition to switch to a
shift pattern that is well-suited to each driver, without the need to operate the shift pattern select switch.
 CHASSIS — A650E AUTOMATIC TRANSMISSION

SHIFT LOCK SYSTEM

118
1. General

A shift lock system that help prevent the unintended operation of the shift lever has been provided.
The shift lock system consists of a key interlock device and shift lock mechanism.

2. Layout of Components

Key Interlock Solenoid

Shift Lock Override Button

Driver
Side J/B Shift Lock Control ECU
ECU
• Shift Lock Control Switch 189CH14
Stop Light Switch • Shift Lock Solenoid

3. Function of Components

Components
Key Interlock Solenoid
Stop Light Switch
Shift Lock Override Button
(Covered by a cap)
Shift Lock ECU
Shift Lock Control
Switch
Shift Lock Solenoid
Function
Regulates ignition key movement according to signal from the
shift lock ECU.
Sends the brake signal to the shift lock ECU.
Manually cancels shift lock mechanism when the battery is dis-
charged or in any other emergency condition.
• Receives inputs of various types of signals and regulates the op-
eration the two solenoids.
• Outputs the signal of shift lever position 4 or L to ECM.
Detects the shift lever position (P, 4, or L position).
Regulates the operation of the shift lever at P position according
to signal from the shift lock ECU.
 CHASSIS — A650E AUTOMATIC TRANSMISSION

4. Wiring Diagram
119

ACC

IG

Park/Neutral
Position Switch
Stop (D or 2 Position)
Light
Switch NSSL NSSD ACC IG
AT4
Driver
Side Shift Lock ECU ATL ECM
J/B ECU STP
Shift Lock Control Switch
KLS
Stop
Light Shift Lock Solenoid
Key Interlock
Solenoid
E

189CH15

5. System Operation

The following describes the operation conditions of the shift lock mechanism and the key interlock device.

Shift Lock Mechanism 

Shift Lever
Brake Pedal Ignition Switch Position
(In “P” position)
Shift lever is free
ON
Stop light switch ON (Shift lock solenoid is ON)
(when brake pedal is depressed) Shift lever is locked
LOCK or ACC
(Shift lock solenoid is OFF)
Stop light switch OFF ON 
(when brake pedal is not depressed) LOCK or ACC 

Key Interlock Device 

Shift Lever Position Ignition Key (In a position other than LOCK)
Will turn to LOCK position
Shift lever in a “P” position
(Key lock solenoid is OFF)
Shift lever in a position other than “P” position
Will not turn to LOCK position
(or shift lever in “P” position and another position
(Key lock solenoid is ON)
is being selected)
 CHASSIS — A650E AUTOMATIC TRANSMISSION

6. Construction and Operation

120
Shift Lock Control Switch

The shift lock control switch is integrated into the shift lock ECU to detect the shift lever position (whether
or not it is in “P” position, and in which of the select position).

 When the shift lever is in the select position “a”, “b”, or “c”, terminal “P1” turn ON.
 When the shift lever is in the select position “b” or “c”, or shift lever is in a position other than “P” position,
terminal “P2” turn ON.
a
b
c

P2

A P1
Stop Light Shift Lock
Switch ECU
abc
A

a c

A – A Cross Section

189CH16

Shift Lock Control Switch Operation 

b c
a Other than
Shift Lever Position (Shift Lock (Shift Free
(“P” Position) “P” position
Position) Position)
ON
P1
OFF
ON
P2
OFF
 CHASSIS — A650E AUTOMATIC TRANSMISSION

Shift Lock Mechanism

121
When the shift lock solenoid is OFF, the shift lock plate stopper is located at the select position of “P”
position to regulate the shift lever movement. When the shift lock solenoid is turned ON, the shift lock
plate stopper, as illustrated below, moves away from the select position of “P” position to free the shift
lever.

Shift Lock
Shift Lever Plate
Stopper

Regulates the Shift

Lever Movement

Shift Lock Shift Lock

Plate Stopper : When Shift Lock
Solenoid Solenoid is ON
(Shift Lock Release)
: When Shift Lock
189CH17 189CH18 Solenoid is OFF
(Shift Lock Operates)

Shift Lock Override Button

The same shift lock override button (to manually release the shift lock mechanism) and the cap as in the
previous model are provided. A finger (or a flat-blade screwdriver or an equivalent tool) can be used to
press the shift lock override button, which in turn, presses on the lock plate stopper to release the shift
lock.

Finger
(or Flat-Blade Screwdriver
Cap or Equivalent Tool)

Shift Lock Override Button

Shift Lock Plate Stopper

189CH19
 CHASSIS — A650E AUTOMATIC TRANSMISSION

SHIFT LEVER
122
1. General
The transmission control switches (for switching between the “D” and “4” positions and between the “2”
and “L” positions) that were provided separately on the ’00 LS400, are now integrated in the shift lock control
switch on the ’01 LS430.

2. Construction and Operation

When the shift lever is switched from “D” to “4” or from “2” to “L”, the shift lock switch plate rotates on
fulcrum “A”. Then, as the shift lock control switch moves, its position is detected by the shift lock ECU
in order to determine whether it is in the “4” or “L” position.

“4” Position Detection 

A A

“4” Position “D” Position

Shift Lock ECU

4 AT4 NSSD

ECM
D DL Park/Neutral
Position
Switch

189CH24

“L” Position Detection 

 123

A A

“L” Position “2” Position

Shift Lock ECU

L ATL NSSL

ECM
2 LL Park/Neutral
Position
Switch

189CH25