JP2827343B2 - Shift control method for automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control method for setting any one of shift speeds in an automatic transmission capable of setting a plurality of shift speeds, and particularly to setting a predetermined shift speed. The present invention relates to a control method for setting a shift speed in an automatic transmission having a plurality of combinations of engagement and disengagement of frictional engagement means such as clutch means and brake means.

2. Description of the Related Art An automatic transmission for a vehicle generally uses a plurality of sets of planetary gear mechanisms, connects predetermined rotating members among respective rotating members such as sun gears, ring gears, or carriers, and further includes any one of the following. In this configuration, a rotating member is selectively connected to an input shaft via clutch means, and any other rotating member is selectively fixed by a brake means, and an output shaft is further connected to another rotating member. In this type of automatic transmission, the number of shift stages that can be set depending on the number of planetary gear mechanisms to be used and the manner of connecting the respective rotating members, or the number and installation manner of frictional engagement means such as clutch means and brake means, etc. The gear ratio at each gear, or the number of revolutions of the rotating member, the load torque, and the like change in various ways, and there are an extremely large number of things that can be configured in principle. Even if it can be configured in principle, not all can be used practically, and practicality such as easy manufacturing, small size and light weight, excellent shift control, excellent durability, etc. It is not easy to create something that satisfies the needs of the world. For example, even in an automatic transmission in which three forward gear stages and five forward gear stages can be set using three sets of planetary gear mechanisms, the arrangement of frictional engagement means such as a clutch and the configuration of each planetary gear mechanism Depending on the gear ratio (the ratio of the number of teeth between the sun gear and the ring gear), the speed ratio in the reverse gear may be too large. In such an automatic transmission, the capacity of the friction engagement means is increased. However, there is a problem that the durability of the friction engagement means and bearings is impaired. To solve such a problem, for example, Japanese Patent Application Laid-Open No. Sho 60-57036 proposes an automatic transmission in which the speed ratio at the reverse speed is similar to the speed ratio at the first forward speed. .

The configuration of the automatic transmission according to this proposal will be briefly described. The configuration mainly includes three sets of single pinion type planetary gear mechanisms, and includes a sun gear of a first planetary gear mechanism and a sun gear of a second planetary gear mechanism. The sun gear is always or selectively connected, the sun gear of the first planetary gear mechanism and the carrier of the second planetary gear mechanism are connected via a clutch as necessary, and the ring gear of the second planetary gear mechanism is connected to the sun gear. The ring gear of the third planetary gear mechanism is connected, the carrier of the first planetary gear mechanism is connected to these ring gears, and the carrier of the second planetary gear mechanism is connected to the third planetary gear mechanism.
The sun gear of the planetary gear mechanism is connected via a clutch. The input shaft is connected to a sun gear of the first planetary gear mechanism and a sun gear of the second planetary gear mechanism which are connected to each other via a clutch, and is connected to a ring gear of the first planetary gear mechanism via another clutch. It has become so. On the other hand, the output shaft is connected to the carrier of the third planetary gear mechanism. As the brake means for stopping the rotation, a brake for fixing the sun gear of the first planetary gear mechanism and the sun gear of the second planetary gear mechanism and a brake for fixing the sun gear of the third planetary gear mechanism are provided. ing. In the automatic transmission disclosed in Japanese Patent Application Laid-Open No. 60-57036, a brake for fixing the sun gear of the third planetary gear mechanism is engaged at the first forward speed, and the carrier of the second planetary gear mechanism is simultaneously engaged with the sun gear. The rotation of the carrier of the second planetary gear mechanism is prevented by engaging the clutch connecting the second planetary gear mechanism, and the carrier of the second planetary gear mechanism is similarly fixed at the reverse stage. The speed ratio between the first forward speed and the reverse speed is an approximate value.

In the above-mentioned Japanese Patent Application Laid-Open No. 60-57036, a configuration in which a one-way clutch is interposed between the carrier and the case of the second planetary gear mechanism is shown in a skeleton diagram. Since no operation table is shown and there is no description of the shift speeds that can be set, it is considered that each shift speed is set in the same manner as the other examples shown in the publication.

Problems to be Solved by the Invention In the above-mentioned conventional automatic transmission, five forward speeds and one reverse speed are the main shift speeds, and the 2.5th and 3.5th speeds are added to this as a whole. It can be set, but the combination of the engagement and release of the clutch and brake to set each gear stage,
Therefore, in the above-mentioned conventional automatic transmission, there is a possibility that the shift shock is deteriorated, or complicated control is required to prevent the shift shock from being deteriorated. That is, the above-mentioned conventional automatic transmission has one type of combination pattern of engagement / disengagement of the friction engagement means for setting each shift speed,
In a predetermined gear position, a rotating member of the gear train that is not directly involved in the shift may be unnecessarily rotated, and when shifting from this gear position to another gear position, the rotation of the rotating member also fluctuates, As a result, the moment of inertia associated with the shift is increased, which causes a sudden change in the output torque, resulting in an increased shift shock.
In addition, such unnecessary rotation naturally causes friction between members adjacent thereto and the like, so that there is also a disadvantage that heat is generated or abrasion proceeds. If it is necessary to cause rotation fluctuation for shifting even with unnecessary rotation as described above, a clutch means and a brake means for that are provided, and an accumulator, a timing valve, Alternatively, an electromagnetic valve or the like is also required, and as a result, inconveniences such as a complicated shift control and an increase in the size and weight of the apparatus and increase in cost are caused.

The present invention has been made in view of the above circumstances, and has as its object to provide a shift control method that is advantageous for improving shift shock and improving durability.

Means for Solving the Problems In order to achieve the above object, the present invention provides a plurality of friction engagement means and a plurality of friction ratios different from each other depending on the engagement / release state of the friction engagement means. A gear train set to a gear stage, and a combination pattern of engagement / disengagement of the friction engagement means for setting at least one specific gear stage has the same speed ratio and any one of the gear trains. In a plurality of types of automatic transmissions in which the rotational speeds of the rotating members are different, the combination pattern of engagement / disengagement of the friction engagement means for setting the specific gear is changed from the specific gear. Prior to shifting to another shift speed, the method is characterized by changing to another pattern in which the amount of change in the number of revolutions of the rotating member in the gear train when shifting to the other shift speed is reduced. .

The automatic transmission targeted by the present invention has a plurality of types of engagement / disengagement patterns of the friction engagement means for setting a predetermined gear position, and furthermore, one of those patterns and another pattern are used. In the pattern, even if the obtained gear ratio is the same, the rotation speed of any of the rotating members in the gear train is different. In the present invention, such a shift speed is set by any of the engagement / disengagement patterns. However, when shifting from that shift speed to another shift speed, the amount of change in the rotational speed of the rotating member (hereinafter, rotation Change), it is necessary to change the rotation speed of the rotating member to another engagement / disengagement pattern that can obtain the same gear ratio prior to gear shifting, and to change the rotation speed of the rotating member before shifting. Rotation fluctuation of the rotating member is suppressed to a small value. Therefore, switching of the engagement / disengagement pattern within the same gear stage does not involve a change in the gear ratio, so that it is not felt as a shock,
When the engagement / disengagement pattern is changed, which causes a change in the gear ratio, the rotation shock of the rotating member is small, so that the shift shock is not adversely affected.

EXAMPLES Next, the method of the present invention will be described in detail based on examples.

As described above, the method of the present invention is applied to an automatic transmission having a plurality of types of combination patterns of engagement and disengagement of the friction engagement means for setting a predetermined gear position,
Therefore, first, an example of an automatic transmission to which the method of the present invention can be applied will be described.

In the example shown in FIG. 1, a gear train is mainly composed of three sets of single pinion type planetary gear mechanisms 1, 2, and 3. Each element in each of these planetary gear mechanisms 1, 2, and 3 is as follows. Are connected as shown in FIG. That is, the carrier 1C of the first planetary gear mechanism 1 and the ring gear 3R of the third planetary gear mechanism 3 are connected so as to rotate integrally, and the ring gear 2R of the second planetary gear mechanism 2 and the third planetary gear mechanism 3 And the carrier 3C are connected so as to rotate integrally. The sun gear 1S of the first planetary gear mechanism 1 is connected to the carrier 2C of the second planetary gear mechanism 2 via the second clutch means K2, while the sun gear of the second planetary gear mechanism 2 is connected via the fourth clutch means K4. Connected to 2S and second
The carrier 2C of the planetary gear mechanism 2 is connected to the sun gear 3S of the third planetary gear mechanism 3 via fifth clutch means K5.

In addition, as a connection structure to each of the above elements, a connection structure employed in a general automatic transmission such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be employed.

The input shaft 4 is connected to an engine (not shown) via a power transmission means (not shown) such as a torque converter and a fluid coupling, and the input shaft 4 and the ring gear 1R of the first planetary gear mechanism 1 are connected to each other. In between, the first to selectively connect the two
A clutch means K1 is provided, and a third clutch means K3 for selectively connecting the input shaft 4 and the sun gear 1S of the first planetary gear mechanism 1 is provided between the input means 4 and the sun gear 1S.

The above-described clutch means K1, K2, K3, K4, and K5 selectively connect and disconnect the above-described members. For example, a conventional automatic transmission such as a hydraulic servo mechanism is generally used. A wet multi-plate clutch that is engaged and released by the mechanism adopted in the machine, a one-way clutch, or a configuration in which these wet multi-plate clutches and one-way clutches are arranged in series or in parallel, as required Can be adopted. In addition, in practical use, there is a restriction on the arrangement of each constituent member, so that an appropriate intermediate member such as a connecting drum can be interposed as a connecting member for each clutch means K1, K2, K3, K4, K5. is there.

The first brake means B1 for selectively preventing rotation of the sun gear 3S of the third planetary gear mechanism 3 includes the sun gear 3S and a transmission case (hereinafter simply referred to as a case) 6.
And a second brake means B2 for selectively preventing rotation of the carrier 2C of the second planetary gear mechanism 2 is provided between the carrier 2C and the case 6, and a sun gear 2S of the second planetary gear mechanism 2 A third brake means B3 for selectively blocking the rotation of the sun gear 2S and the case 6 is provided between the sun gear 2S and the case 6, and a fourth brake means B4 for selectively blocking the rotation of the sun gear 1S of the first planetary gear mechanism 1 is provided. It is provided between the sun gear 1S and the case 6. These braking means B1, B2, B3, B4
Can be a wet multi-plate brake or band brake driven by a hydraulic servo mechanism or the like used in conventional general automatic transmissions, or a one-way clutch, or a combination of these. In doing so,
Of course, an appropriate connecting member can be interposed between the brake means B1, B2, B3, B4 and each element to be fixed by the brake means B1, B2, B3, B4 or the case 6. It is.

An output shaft 5 for transmitting rotation to a propeller shaft and a counter gear (not shown) is connected to a ring gear 2R of the second planetary gear mechanism 2 and a carrier 3C of the third planetary gear mechanism 3 connected to each other. ing.

The configuration shown in FIG. 2 is the same as the configuration shown in FIG. 1 except that the first planetary gear mechanism 1 is replaced with a double pinion type planetary gear mechanism. The ring gear 1R is connected to the ring gear 3R of the third planetary gear mechanism 3, and the carrier 1C of the first planetary gear mechanism 1
Are connected to the input shaft 4 via the first clutch means K1, and the other configuration is the same as the configuration shown in FIG.

In the automatic transmissions having the structures shown in FIGS. 1 and 2, respectively, five forward speeds and one reverse speed are the main shift speeds, and between the second forward speed and the third forward speed, the so-called 2.2th speed and the 2.5
Speed, 2.7th speed, and 3rd and 4th forward speeds
It is possible to set a plurality of shift speeds in which so-called 3.2th and 3.5th speeds are added between the speeds. In addition, 2.2 speed, 2.7 speed,
At other shift speeds except the 3.2nd and 3.5th speeds, there are a plurality of combinations of engagement / disengagement of clutch means and brake means (so-called engagement / release patterns) for setting the shift speed. Is shown in Table 1 as an operation table. Each planetary gear mechanism 1,2,3 at each gear
Table 2 shows the rotational speeds of the elements at. In Table 1, a circle indicates that the vehicle is engaged, a blank indicates that the vehicle is released, and an asterisk indicates that the vehicle may be engaged. The gear ratio and the rotation state do not change even when released, such as the five-clutch means K5 and the first brake means B1, but if the clutch is released like the first brake means B1 in the pattern in the column b of the fourth speed, The gear ratio does not change but the rotation state changes, but the fourth clutch means K4 and the third brake means B3 in the pattern in the column b of the second speed.
And those in which the gear ratio and the rotation state do not change even if the other means marked with * are engaged. In Tables 1 and 2, the 2nd speed, 3rd speed, 4th speed,
The columns marked with a, b, c ... at the fifth speed and the reverse speed are as follows:
Of the engagement / disengagement patterns for setting the gear stage, the engagement / release patterns of the rotation elements of the planetary gear mechanism having different rotation speeds are used.
.. Indicate the types of the engagement / disengagement patterns although the rotation speeds of the rotating elements of the planetary gear mechanism are not different. Further, the values shown in Table 2 show the gear ratios (ratio of the number of teeth between the sun gear and the ring gear) of each of the planetary gear mechanisms 1, 2, and 3, and in the example shown in FIG. 1, ρ1 = 0.450, ρ2 = 0.405, ρ3 = 0.405, and for the example shown in FIG. 2, ρ1 = 0.310, ρ2 = 0.405,
It is shown as a ratio when ρ3 = 0.405 and the input rotation speed is “1”.

As can be seen from these tables, in the automatic transmissions shown in FIGS. 1 and 2, respectively, the first speed, the second speed, the third speed, and the third speed in which the gear ratio in the forward gear is close to a geometric series. 4th gear,
There are a plurality of types of engagement / disengagement patterns of the friction engagement means for setting the fifth main speed, and each planetary gear mechanism
The number of rotations of the rotating members 1, 2, and 3 is different for each engagement / release pattern. Therefore, when shifting to each adjacent stage,
Depending on the selected engagement / disengagement pattern, the rotation fluctuation generated in each rotating member differs. For example, from first gear to second
When shifting to high speed, if the pattern in column a is selected as the engagement / disengagement pattern for setting the second speed,
The rotation of the sun gear 2S of the planetary gear mechanism 2 changes from -0.78 to -1.
21, the difference is 0.43, and the rotation of the carrier 2C does not fluctuate, but if the pattern in the column b is selected, the sun gear 2S stops, so the fluctuation width is 0.78.
And the rotation of the carrier 2C is 0.35, and the difference is 0.35. At other shift speeds, the range of fluctuation of the rotation speed of the rotating member differs depending on the engagement / disengagement pattern selected when shifting to the adjacent speed, which is easily known from Table 2.

On the other hand, in principle, it is possible to select any of the engagement / disengagement patterns shown in Table 1. However, in practical use, the friction to be switched between the engagement / disengagement states in order to execute the shift is described. Since it is necessary to avoid a problem involving a disadvantage such as a large number of engaging means, a selectable engaging / disengaging pattern is restricted.

Therefore, in the automatic transmission having the configuration shown in FIGS. 1 and 2, there are a plurality of types of patterns for setting each shift speed and the degree of freedom of selection is high, but any engagement / disengagement pattern is selected. Depending on this, a great difference occurs in size, strength, durability, cost, and the like.

Therefore, according to the method of the present invention, the rotation fluctuation of the rotating member due to the shift is suppressed as much as possible, and at the same time, unnecessary rotation is also suppressed. This is specifically described as follows.

First, the frictional engagement means released at the time of the upshift is other clutch means and brake means except for the third clutch means K3 as known from Table 1, and releases the frictional engagement means. Table 3 shows the achieved shift speeds and the engagement / disengagement patterns of the friction engagement means at that time. Note that the left column of Table 3 shows the speed change patterns by numbers, and the indications such as "2a" and "2b" indicate the patterns for setting the shift speeds in Table 1 and the lower case letters. Indicate the engagement / disengagement pattern in the corresponding column in Table 1 at that gear.

Therefore, for example, the shift from the first speed to the second speed is performed at the fourth speed.
The shift can be performed as an element to release any one of the clutch means K4, the fifth clutch means K5, and the second brake means B2. In this case, if the fourth clutch means K4 is released, the second speed is set to the first speed. If the fifth clutch means K5 or the second brake means B2 is disengaged, the second speed is set in the pattern shown in column b of Table 1. In the same manner, the frictional engagement means to be released at the time of shifting between the adjacent gears and the engagement / disengagement pattern at each gear to be set by releasing the frictional engagement means are set to the third. Tables 1 and 2 show the specific engagement and disengagement states of the frictional engagement means and the rotation states of the rotating members of the planetary gears 1, 2, and 3 respectively.
You can know by table.

Examples of changes in the engagement / disengagement pattern for shifting as shown in Table 3 include three types of 1-2 shifting, six types of 2-3 shifting, six types of 3-4 shifting, and three types of 4-5 shifting. There are a total of 162 combinations of patterns that can be selected when shifting from the first gear to the fifth gear because there are different types of gears. There may be a so-called simultaneous speed change in which the engaged / disengaged state is changed, and not all are suitable for practical use. For example, the 1-2 shift is performed by selecting the fourth clutch means K4 as a means to be solved (changing the pattern of 1-2a), and the 2-3 shift is similarly performed by releasing the fourth clutch means K4. (Change of the pattern of 2b-3b) and the 3-4 shift is selected as the engagement means to release the first brake means B1 (3a-4a or 3c-4a or 3d-4a).
Pattern change), 4-5 shifts to the fourth clutch means
It is possible to select K4 as a means to be released, in which case the pattern for setting the second speed is changed from the pattern of 2a to the pattern of 2b before setting the third speed when shifting to the third speed. Before changing the pattern for setting the third speed to the fourth speed, the pattern for setting the third speed is changed from the pattern of 3b to another pattern (3a or 3c).
Or, unless it is changed to 3d), a so-called simultaneous shift occurs. Since such a change in the pattern prior to the shift involves a change in the number of revolutions of the rotating member of the planetary gear mechanism,
It is selected to change the slip point of the rotating member of the planetary gear mechanism that is not directly involved in the transmission of torque at the gear.

On the other hand, among the combinations of the 162 types of patterns for setting the main shift speeds from the first speed to the fifth speed in a stepwise manner, it is necessary to change the pattern accompanied by the fluctuation of the rotation of the rotating member prior to the shift. There are 53 different combinations that do not. This is, for example, 1-2a-3a-4a-5a or 1-2b-3d-4a-5b
As described above, the shift speed is set from the first speed to the fifth speed by sequentially setting the shift speeds by changing the engagement / release pattern. Note that none of the friction engagement means to be released has two or less types.

Considering the number of rotations of the rotating member of each planetary gear mechanism with respect to a combination of patterns that does not cause a change in the number of rotations of the rotating member while setting each of these shift speeds, as shown in Table 2, Speed column a (2a), third
Speed a pattern (3a), third speed d pattern (3d), fourth speed b pattern (4b), fifth speed b pattern (5b), fifth speed Each of the patterns (5c) in column c has a higher number of rotations than the other patterns at each gear, so these patterns are excluded from the selection target patterns in order to avoid unnecessary rotation. . If these engagement / disengagement patterns are omitted from Table 3 described above, the following is obtained.

1-2 shift: switching 1-2b: release of K5 Same: release of B2 2-3 shift: switching of 2b-3b: release of K4 Switching of 2b-3c: release of B3 2-3 switching: switching of B4 Release 3-4 speed change ... 3c-4a switching: B1 release 4-5 speed change ... 4a-5a change: K1 release 4-5 change: K4 release 3-4 of the above engagement / release patterns Shift is 3c-4a
Since the third speed is set by the pattern of 3c, if the rotation speed of the rotating member is not changed at each shift speed, the third speed is set to 3b.
(2b-3b) switching in the pattern of
Shifting in which the clutch means K4 is a means to be released is excluded. Then, the pattern of the third speed b column is not selected.

However, as can be seen from Table 2, from the pattern of 2b
When the pattern is switched to the pattern 3c, the rotation speed of the sun gear 2S of the second planetary gear mechanism 2 increases from the stopped state to 1.00, and the change amount becomes "1.00", and at the same time, the carrier 2C changes from 0.35 to 0.79.
And the change amount becomes “0.44”, but when the pattern of 2b is switched to the pattern of 3c, there is no rotation change of the sun gear 2S and the rotation change amount of the carrier 2C is “0.16”.
become. Therefore, it is preferable to select the pattern in the column b of the third speed in order to reduce the rotation fluctuation due to the speed change. Therefore, in the method of the present invention, the shift from the second speed to the third speed is performed by the fourth speed. The clutch means K4 is used as a frictional engagement means for releasing, and is executed by switching 2b-3b. Thereafter, the pattern in the column c is changed in the state of the third speed, or the pattern in the column c is changed prior to the shift to the fourth speed. The pattern is changed to the fourth speed, and the shift to the fourth speed is executed in a state where the rotation fluctuation of the rotating member becomes small. When the shift from the second speed to the third speed is performed as described above, the shift can be performed as a means for releasing the fourth clutch means K4, and in addition, the fourth speed is changed from the fourth speed to the fifth speed. Can be executed as a means for releasing the fourth clutch means K4, so that the number of control target elements in shifting is reduced, and the control mechanism and the control method are simplified.

Hereinafter, several examples of an operation table according to the method of the present invention for suppressing the rotation speed of the rotating member and the rotation fluctuation at the time of shifting by switching the engagement / disengagement pattern prior to the shifting will be described. In the table below, five forward steps are shown.
The mark may be released but it is better to engage during gear shifting, and the mark △ may be engaged but it is better to release during gear shifting. The marks indicate the means for releasing during an upshift.

As is clear from Tables 4 to 19 above,
In the method according to the present invention for the automatic transmission shown in FIG. 2 or FIG. 2, the engagement / disengagement pattern at the third forward speed is changed from the pattern in column b to the pattern in column c.
Rotational fluctuations of the rotating member at the time of shifting from the second speed to the third speed and at the time of shifting from the third speed to the fourth speed are reduced, which is advantageous in reducing shift shock. The third forward
While changing the engagement / disengagement pattern as described above while the speed is being set, the rotation speed of the rotating member changes, but the speed ratio set for the entire automatic transmission does not change. Therefore, it is hardly felt as a shock.

By the way, when shifting from the second speed to the fourth speed via the third speed, as described above, changing the order of (2b pattern → 3b pattern → 3c pattern → 4a pattern) as described above can reduce the speed of rotation fluctuation. However, without going through the pattern of 3b, it is possible to perform a shift without causing a so-called simultaneous shift that requires changing the engagement and disengagement states of three or more frictional engagement means at the same time during shifting. Can be
In performing such a shift, the shift may be performed based on the operation table obtained by removing the pattern 3b from each of Tables 4 to 19 described above. In that case, the second gear to the third gear
The frictional engagement means to be released at the time of shifting to high speed will be different from those shown in the above tables.

As is clear from the above Table 1 or Table 4 or lower, in the automatic transmission having the structure shown in FIG. 1 or FIG. 2, the first speed is set without engaging the fourth brake means B4 at all. In addition, it is possible to set the fifth speed to the fifth speed, so that the method of the present invention can be applied to an automatic transmission without the fourth brake means B4. An example of the configuration of the automatic transmission is shown in FIGS. 3 and 4 as a skeleton diagram. The example shown in FIG. 3 is obtained by omitting the fourth brake means B4 from the structure shown in FIG. 1, and the example shown in FIG. 4 is obtained by changing the fourth brake means from the structure shown in FIG. This is an example in which B4 is omitted. Therefore, when gear shifting control is performed for the transmission having the configuration shown in FIG. 3 or FIG. 4, the fourth brake means B4 in Tables 4 to 19 need not be engaged. Control may be performed according to the operation table.

In the examples shown in FIGS. 1 to 4 which are shown as examples of automatic transmissions to which the method of the present invention can be applied, each friction engagement means is shown by a symbol of a multi-plate structure. In many cases, a structure other than the multi-plate structure is used due to a restriction or a request from controllability, and examples thereof are shown below.

The example shown in FIG. 5 is a modification of the configuration shown in FIG. 1, in which the fourth clutch means K4 is constituted by a one-way clutch 20 and a multi-plate clutch 22 which are in a parallel relationship with each other, The first brake means B1 is constituted by a one-way clutch 40 provided between the case 6 and the multi-plate brake 42 in a parallel relationship with the one-way clutch 40. Further, the third and fourth brake means B3, B4 The other frictional engagement means is constituted by a multi-plate structure.

An operation table according to the method of the present invention for the automatic transmission shown in FIG. 5 is shown in Table 20. In the table below, the asterisk indicates that the engine is engaged during engine braking.

As is clear from Table 20, when shifting from the first speed to the second speed, the one-way clutch 20 of the fourth clutch means K4 is automatically released in conjunction with the engagement of the fourth brake means B4. (Change from the first pattern to the 2a pattern), and the shift from the second speed to the third speed is performed by engaging the third clutch device K3 with the fourth clutch device K4.
The one-way clutch 20 is automatically disengaged (change from the 2b pattern to the 3b pattern), and the shift from the third speed to the fourth speed is performed by the fifth clutch means K5
Is achieved by automatically releasing the one-way clutch 40 of the first brake means B1 by engaging (3c).
The change from the fourth pattern to the 4a pattern) and the shift from the fourth speed to the fifth speed are performed by engaging the third brake means B3 and causing the one-way clutch 20 of the fourth clutch means K4.
Is automatically released (change from the pattern of 4a to the pattern of 5a).

Therefore, when the method of the present invention is executed for the automatic transmission shown in FIG. 5, as is apparent from Table 20, the pattern of engagement / disengagement is changed in the second and third speeds. As a result, the rotating member (for example, the sun gear of the second planetary
2S) rotation fluctuation is reduced, which is advantageous for improving shift shock. The rotation speed of the rotating member in the automatic transmission shown in FIG. 5 is the value shown in Table 2 above, and therefore, unnecessary rotation in the second and third speeds (for example, the second planetary gear mechanism 2) The rotation speed of the carrier 2C is not always increased), and the relative rotation speed with respect to other members can be reduced accordingly. Further, by performing the shift control in accordance with Table 20, it is possible to execute the shift at the fifth forward speed in the forward gear using the two frictional engagement means of the fourth clutch means K4 and the first brake means B1 as disengagement elements. By using a one-way clutch for these components, the number of accumulators in the hydraulic control device can be reduced and the size thereof can be reduced, and shift control can be facilitated.

The example shown in FIG. 6 is different from the configuration shown in FIG.
The brake means B4 is abolished and the fifth clutch means
K5 is composed of a one-way clutch 50 and a multi-plate clutch 51 which are in a parallel relationship with each other, and the other configuration is the same as the configuration shown in FIG. Table 21 shows an operation table for setting the five main forward steps.

The example shown in FIG. 7 is different from the configuration shown in FIG.
The brake means B4 is abolished and the second brake means
B2 is constituted by a one-way clutch 60 provided between the carrier 2C of the second planetary gear mechanism 2 and the case 6 and a multi-plate brake 61 in a parallel relationship with the one-way clutch.
This is similar to the configuration shown in the figure. Its main advance 5
Table 22 shows the operation table for setting the step.

Although the structure of each automatic transmission described above is based on the gear train shown in FIG. 1 described above, the method of the present invention can also be applied to those based on other gear trains. The following is shown.

In the example shown in FIG. 8, the ring gear 2R of the second planetary gear mechanism 2 is not connected to the carrier 3C of the third planetary gear mechanism 3 in the configuration shown in FIG. 3R, so that the carrier 1C of the first planetary gear mechanism 1 is connected to the ring gears 2R, 3R of the second planetary vehicleless mechanism 2 and the third planetary gear mechanism 3, and other configurations are the same as those shown in FIG. It is similar.

In the example shown in FIG. 9, the first planetary gear mechanism 1 in the configuration shown in FIG. 8 is changed to a double pinion type planetary gear mechanism, and the ring gear 1R of the first planetary gear mechanism 1 is changed to the second planetary gear mechanism. Planetary gear mechanism 2 and third planetary gear mechanism 3
Connected to the ring gears 2R, 3R, and the first planetary gear mechanism 1
Is selectively connected to the input shaft 4 via the first clutch means K1, and the other configuration is the same as the configuration shown in FIG.

In the example shown in FIG. 10, the third planetary gear mechanism 3 in the configuration shown in FIG. 8 is changed to a double pinion type planetary gear mechanism,
Accordingly, the carrier 3C of the third planetary gear mechanism 3 is connected to the ring gear 2R of the second planetary gear mechanism 2, and the output shaft 5 is connected to the ring gear 3R of the third planetary gear mechanism 3. This is similar to the configuration shown in the figure.

Further, the example shown in FIG. 11 is different from the configuration shown in FIG.
The brake means B4 is abolished, and the example shown in FIG. 12 is abolished from the structure shown in FIG.
The example shown in the figure is similar to the structure shown in FIG.
Is abolished.

In the automatic transmission having the structure shown in FIGS. 8 to 13, the gears shown in Table 23 and the engagement / disengagement pattern of the friction engagement means for setting each gear are possible. Table 24 shows the rotation speed when the input rotation speed of the rotating member of each of the planetary gear mechanisms 1, 2, and 3 is "1". The number of rotations shown in Table 24 depends on each planetary gear mechanism 1,
In the example where 2,3 is a single pinion type planetary gear mechanism,
Let the gear ratio be ρ1 = 0.450, ρ2 = 0.569, ρ3 = 0.405
In the example in which the first planetary gear mechanism 1 is a double pinion type, the gear ratio is ρ1 = 0.310. In the example in which the third planetary gear mechanism 3 is a double pinion type, the gear ratio is ρ3 = 0.288. It is the value in the case of doing.

When implementing the method of the present invention for the automatic transmission having the configuration shown in FIGS. 8 to 13, the shift control for the automatic transmission shown in FIGS. 1 and 2 is performed. For the same reason as described above, the five main steps in the forward gear are defined as (1 pattern) → (2b pattern) → (3b pattern → 3c pattern) → (4 patterns) → (Table 23) 5) and the shift is executed. An example of the operation table is shown in Tables 25 to 40 below. The automatic transmission without the fourth brake means B4 is referred to as the fourth brake means B4.
The shift control is performed based on an operation table that does not cause.

The number of rotations of each rotating member when shifting is performed as described above can be known from Table 24. Among them, particularly for the third speed, the shifting from the second speed is performed by the pattern of 3b in the pattern 3b. Sun gear 2S of the second planetary gear mechanism 2
The rotation speed of the carrier 2C does not change, and the rotation speed of the carrier 2C increases from "0.44" to "0.51". Before setting the shift to the fourth speed, the third speed is set in the 3c pattern. At this point, the rotation of the sun gear 2S increases to "1.00", and the rotation of the carrier 2C also increases to "1.00". Therefore, by performing the speed change as described above, unnecessary rotation of the rotating member of the second planetary gear mechanism 2 is suppressed, and rotation fluctuation during the speed change is suppressed. As a result, progress of wear is suppressed and durability is improved. And the shift shock can be improved.

8 to 13 can also be improved by using a frictional engagement means having a one-way characteristic. FIG.
As shown in FIGS.

That is, in the example shown in FIG. 14, the fourth clutch means K4 in FIG.
And a multi-plate clutch 22, and the first brake means B1
Is constituted by a one-way clutch 40 disposed between the sun gear 3S of the third planetary gear mechanism 3 and the case 6, and a band brake 42 in a parallel relationship to the one-way clutch 40, and further, the third and fourth brake means B3 , B4 are constituted by band brakes, and the other frictional engagement means is of a multi-plate structure.

An operation table according to the method of the present invention for the automatic transmission shown in FIG. 14 is shown in Table 41.

When the method of the present invention is carried out as shown in Table 41 for the automatic transmission having the configuration shown in FIG. 14, similar to the case of the automatic transmission shown in FIG. Unnecessary rotation of the rotating member can be suppressed, rotation fluctuations caused by the shift can be reduced, and further, the forward main five-speed shift can be performed using the two engagement means as disengagement elements.

The example shown in FIG. 15 differs from the configuration shown in FIG.
The brake means B4 is abolished and the fifth clutch means
K5 is composed of a one-way clutch 50 and a multi-plate clutch 51 which are in a parallel relationship with each other, and the other configuration is the same as the configuration shown in FIG. Table 42 shows an operation table for setting the five main forward steps.

The example shown in FIG. 16 is different from the configuration shown in FIG.
The brake means B4 is abolished and the second brake means
B2 is constituted by a one-way clutch 60 provided between the carrier 2C of the second planetary gear mechanism 2 and the case 6 and a multi-plate brake 61 in a parallel relationship with the one-way clutch.
This is similar to the configuration shown in the figure. Its main advance 5
Table 43 shows the operation table for setting the step.

The configuration of the automatic transmission targeted by the present invention is not limited to the configuration shown in the above-described embodiment, and a band brake, a multi-plate clutch, or the like is used as a frictional engagement unit such as a clutch unit or a brake unit. Configuration,
The applicant of the present invention has disclosed, for example, Japanese Patent Application No. 63-176270 and Japanese Patent Application No. 63-2216.
The structure shown in No. 70 etc. can be adopted.
In the present invention, the change of the engagement / disengagement pattern within the same speed ratio may be performed by outputting a speed change command, or may be performed before that. Further, according to the present invention, the engagement and engagement of the friction engagement means selected to set each gear position.
The release combination pattern is not limited to the pattern shown in the above-described embodiment, but may be changed according to the structure of each automatic transmission.

Effects of the Invention As is apparent from the above description, in the shift control method of the present invention, the shift of an automatic transmission having a plurality of combinations of engagement and disengagement of clutch means and brake means for setting a predetermined shift speed is performed. Since the engagement / disengagement pattern is changed before setting the gear or before setting the target gear so that the rotational fluctuations associated with the gear change are reduced, the shift shock is improved. In addition, unnecessary rotation can be suppressed, and accordingly, durability can be improved.

[Brief description of the drawings]

1 to 16 are skeleton diagrams each showing an example of an automatic transmission to which the method of the present invention can be applied. 1,2,3 ... Planetary gear mechanism, 1S, 2S, 3S ... Sun gear, 1C, 2
C, 3C …… Carrier, 1R, 2R, 3R …… Ring gear, K1, K2, K
3, K4, K5 ... clutch means, B1, B2, B3, B4 ... brake means.

Claims (1)

(57) [Claims] The present invention has a plurality of friction engagement means and a gear train set to a plurality of shift speeds having different speed ratios depending on the engagement / disengagement state of the friction engagement means. There are a plurality of types of combinations of engagement and disengagement of the friction engagement means for setting one specific shift speed, in which the gear ratio is the same and the rotation speed of any of the rotating members in the gear train is different. In the automatic transmission, prior to shifting the combination pattern of engagement / disengagement of the friction engagement means for setting the specific shift speed from the specific shift speed to another shift speed, the other shift speed may be changed. A shift control method for an automatic transmission, wherein the shift pattern is changed to another pattern in which the amount of change in the number of rotations of the rotating member in the gear train when shifting to a gear is reduced.