JP2009115285A - Control device of power transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of a power transmission for traveling at a rotating speed advantageous to a fuel consumption characteristic, by optimally changing the gear ratio of a vehicular automatic transmission when the degree of change in a combustion state of an engine is different. <P>SOLUTION: When a change is caused in the combustion state of the engine different in the fuel consumption state due to a change in the content of bioethanol in gasoline fuel in a tank by mixing-in of the bioethanol different from ordinary gasoline fuel, the gear ratio of the vehicular automatic transmission is changed so that an operation point of the engine can approach an optimal point of the fuel consumption characteristic in response to the degree of the change in its combustion state. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a control device for a power transmission device, and more particularly, to change the speed ratio of a stepped transmission connected to an internal combustion engine having a plurality of combustion states having different fuel consumption characteristics to optimize the fuel consumption characteristics. It relates to measures to improve.

  Generally, when a fuel having a different octane number is used as a fuel for an internal combustion engine of a vehicle, knocking may be detected by the fuel having a low octane number. Therefore, deterioration of drivability (acceleration performance and power performance) is prevented by changing the ignition timing to the retard side when knocking is detected. At this time, since the torque of the internal combustion engine is reduced by changing the ignition timing to the retard side, it is necessary to compensate for the torque reduction.

Therefore, when a fuel having a different octane number is used, the reduction in the torque of the internal combustion engine due to the ignition timing being changed to the retarded side by detecting knocking is determined as the speed ratio of the continuously variable transmission connected to the internal combustion engine. In the past, there has been known a technique that compensates by increasing the rotational speed of the inner root engine by changing the above (for example, see Patent Document 1). In this case, by changing the gear ratio of the continuously variable transmission, when the combustion state of the internal combustion engine changes, the operating point of the internal combustion engine approaches the optimum point of the fuel consumption characteristic according to the change of the combustion state. I have to.
Japanese Patent Laid-Open No. 2002-213592

  By the way, in the continuously variable transmission connected to such an internal combustion engine, the transmission ratio is freely changed within the transmission ratio range, but the stepped transmission having a fixed transmission ratio is connected. However, the usable gear ratio is limited. Moreover, the multiple combustion states of the internal combustion engine with different fuel consumption characteristics are not limited to the case where fuels with different octane numbers are used, but the change in the content of different types of fuels different from normal fuels, and lean combustion of the air-fuel ratio The degree of change in the combustion state differs due to a change at the time of switching between the mode and the rich combustion mode, a change in supercharging pressure by a supercharger interposed in the intake path of the internal combustion engine, etc. It will be. For this reason, in a stepped transmission, there is a limit to the gear ratio that can be used, so it is necessary to devise measures to change the gear ratio of a stepped transmission when the degree of change in the combustion state of the internal combustion engine is different. was there.

  The present invention has been made in view of such points, and an object thereof is to optimally change the gear ratio of the stepped transmission when the degree of change in the combustion state of the internal combustion engine is different. Another object of the present invention is to provide a control device for a power transmission device capable of traveling at a rotational speed advantageous for fuel consumption characteristics.

  In order to achieve the above object, the present invention includes an internal combustion engine having a plurality of combustion states with different fuel consumption characteristics and a stepped transmission connected to the internal combustion engine as a control device for the power transmission device. For things. A gear ratio changing means is provided for changing the gear ratio of the stepped transmission according to the degree of change in the combustion state of the internal combustion engine.

  Depending on this specific matter, the use of fuel with a different octane number, the change in the content of different types of fuel different from normal fuel, the change in supercharging pressure due to the supercharger installed in the intake path of the internal combustion engine, or the air-fuel ratio If there is a change in the combustion state of the internal combustion engine due to changes in switching between the lean combustion mode and the rich combustion mode, the fuel consumption characteristics will be optimized according to the degree of change in the combustion state. The gear ratio of the stepped transmission is changed so that the operating point of the internal combustion engine is approached, and the vehicle can be driven at the rotational speed of the internal combustion engine that is advantageous in fuel consumption characteristics.

  In addition, the stepped transmission is provided with a plurality of gear ratio sequences, and the gear ratio changing means is configured to change the gear ratio by changing the gear ratio trains according to changes in a plurality of combustion states of the internal combustion engine. In the case where the gear ratio changing means for changing is provided, the degree of freedom of selection of gear stages having different gear ratios of the stepped transmission increases. Thus, when a change occurs in the combustion state of the internal combustion engine, the speed change of the stepped transmission is performed so that the operating point of the internal combustion engine close to the optimum point of the fuel consumption characteristic is used according to the degree of change in the combustion state. The degree of freedom to an advantageous shift stage when changing the ratio is increased, and the vehicle can be driven at the rotational speed of the internal combustion engine that is more advantageous for fuel consumption characteristics.

  Further, when changing the speed ratio sequence of the speed ratio sequence changing means, when changing the speed ratio involving switching of three or more friction elements, changing the speed ratio involving switching of the friction elements by two elements and 2 When changing the gear ratio sequence by changing the gear ratio sequence with the switching of the friction elements by two elements separately in multiple times, when changing the gear ratio sequence, there are three or more elements. When changing the gear ratio with switching of the friction elements, the change of the gear ratio and the change of the gear ratio row are performed separately by switching the friction elements by two elements. For this reason, the jump shift with the switching of the friction elements of three or more elements is prohibited, and the continuous shift is executed by the switching of the friction elements with the two elements, and the shift shock can be alleviated. In addition, when changing the transmission gear ratio involving switching of three or more friction elements, the transmission gear ratio change and the transmission gear ratio change are each performed by simple control by switching the friction elements using two elements. It is possible to change the gear ratio with the switching of the friction elements as described above by simple control.

  In addition, when the gear ratio sequence changing means selects a gear ratio sequence having a plurality of gear stages in which the operating point of the internal combustion engine close to the optimum point of the fuel consumption characteristic is used from among the gear ratio ratio trains. In this case, when a change occurs in the combustion state of the internal combustion engine, a gear ratio sequence is selected so that the operating point of the internal combustion engine close to the optimum point of the fuel consumption characteristic is used according to the degree of change in the combustion state. The gear ratio of the stepped transmission is changed, and the vehicle can be driven at the rotational speed of the internal combustion engine that is further advantageous in fuel consumption characteristics.

  Further, since the change in the combustion state of the internal combustion engine is small, the speed change pattern is changed when the speed change ratio change by the speed change ratio changing means and the speed change ratio change by the speed change ratio change means are not required. In this case, since the change in the combustion state of the internal combustion engine is small, even when the change of the gear ratio by the gear ratio changing unit and the change of the gear ratio sequence by the gear ratio changing unit are not necessary, the change from the plurality of gear shift patterns The shift pattern is changed to an excellent fuel consumption characteristic, and the vehicle can be driven more efficiently at the rotation speed of the internal combustion engine that is advantageous for the fuel consumption characteristic.

  In short, by providing a gear ratio changing means for changing the gear ratio of the stepped transmission according to the degree of change in the combustion state of the internal combustion engine, the stepped speed change according to the degree of change in the combustion state of the internal combustion engine. By changing the gear ratio of the machine, the vehicle can be driven at a rotational speed of the internal combustion engine that is advantageous for fuel consumption characteristics.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the drawings.

  FIG. 1 is a skeleton diagram of an automatic transmission 1 for a vehicle applied to a control device for a power transmission device according to a first embodiment of the present invention, which is preferably used for vertical installation of an FR vehicle or the like. . The automatic transmission 1 for a vehicle includes a first transmission unit 2 mainly composed of a double pinion type first planetary gear unit 21, a double pinion type second planetary gear unit 31, and a single pinion type third planetary gear unit 21. The planetary gear device 32 and the second planetary gear device 33 are used as a main component, and the second transmission unit 3 is configured to shift the rotation of the input shaft 41 and output it from the output shaft 12. The input shaft 41 is a turbine shaft of the torque converter 4, and rotation is input through the torque converter 4 from the crankshaft 11 of the engine as a driving source for traveling, while the output shaft 12 is a differential gear device or the like. The left and right drive wheels are driven to rotate. The automatic transmission 1 for a vehicle is configured substantially symmetrically with respect to the center line, and the lower half of the center line is omitted in FIG. The same applies to the following embodiments.

  The carrier CA1 of the first planetary gear unit 21 constituting the first transmission unit 2 is connected to the input shaft 41 and driven to rotate. The sun gear S1 is fixed to the case 13 so as not to rotate, and the ring gear R1 is The rotation of the input shaft 41 is decelerated and output to the second transmission unit 3. As described above, the path that is transmitted from the input shaft 41 to the second transmission unit 3 via the carrier CA1 of the first planetary gear device 21, the pinion gear disposed in the carrier CA1, and the ring gear R1 is the second input path PA2. The first planetary gear unit 21 is decelerated at a constant speed ratio 1 / (1-ρ1) determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1, and in this embodiment ρ1 = 0. At 500, the gear ratio becomes 2.0 and is transmitted at half the rotational speed of the input shaft 41. In the present embodiment, in addition to the second input path PA2 that passes through the first planetary gear device 21, the first input path that directly transmits the rotation of the input shaft 41 to the second transmission unit 3 at a gear ratio of 1.0. PA1 is provided.

  In the second planetary gear unit 31, the first pinion gear that meshes with the sun gear S2 is configured by a stepped pinion 34 having a large diameter portion and a small diameter portion, and the large diameter portion functions as the first pinion gear, and the sun gear S2 On the other hand, the sun gear S4 of the fourth planetary gear unit 33 is meshed with the small diameter portion. The sun gear S4 corresponds to a third sun gear in the second transmission unit 3.

  The second planetary gear device 31, the third planetary gear device 32, and the fourth planetary gear device 33 constituting the second transmission unit 3 are partially connected to each other to thereby form five rotating elements RM1 to RM1. Specifically, the carrier CA2 of the second planetary gear unit 31, the sun gear S3 of the third planetary gear unit 32, and the carrier CA4 of the fourth planetary gear unit 33 are connected to each other to form the first rotation. The element RM1 is configured, the ring gear R2 of the second planetary gear unit 31 and the carrier CA3 of the third planetary gear unit 32 are connected to each other to configure the second rotating element RM2, and the ring gear R3 of the third planetary gear unit 32 3 rotation elements are configured, and the fourth rotation element RM4 is configured by the sun gear S4 of the fourth planetary gear unit 33, and the sun gear S2 of the second planetary gear unit 31 is The fifth rotating element RM5 is formed me.

  Further, the first rotating element RM1 (carrier CA2, sun gear S3, and carrier CA4) is selectively connected to the case 13 by the first brake B1 to stop the rotation, and the second rotating element RM2 (ring gear R2 and carrier CA3). ) Is selectively connected to the case 13 by the second brake B2 to stop the rotation, and the fifth rotating element RM5 (sun gear S2) is connected to the ring gear R1 of the first planetary gear device 21, that is, the first gear through the first clutch C1. The first rotation element RM1 (carrier CA2, sun gear S3, and carrier CA4) is selectively connected to the ring gear R1, that is, the second input path PA2 via the second clutch C2. The second rotating element RM2 (ring gear R2 and carrier CA3) is the third clutch. 3 and the first rotation element RM1 (carrier CA2, sun gear S3, and carrier CA4) are selectively connected to the input shaft 41, ie, the first input path PA1, via the fourth clutch C4. The fourth rotation element RM4 (sun gear S4) is selectively connected to the ring gear R1, that is, the second input path PA2 via the fifth clutch C5, and is selectively connected to the input path PA1, and the third rotation element RM3 (ring gear R3). ) Is integrally connected to the output shaft 12 to output rotation. The first brake B1, the second brake B2, and the first clutch C1 to the fifth clutch C5 are friction elements, and are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  FIG. 2A is a collinear diagram that can represent the rotational speeds of the rotating elements of the first transmission unit 2 and the second transmission unit 3 with straight lines, and the lower horizontal line represents the rotational speed “0”. The upper horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 41. In addition, each vertical line of the first transmission unit 2 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and their intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 21. . The figure shows a case where the gear ratio ρ1 = 0.500. The five vertical lines of the second transmission unit 3 indicate the first rotation element RM1 (carrier CA2, sun gear S3, and carrier CA4), second rotation element RM2 (ring gear R2 and carrier CA3), and third rotation in order from the left side. The element RM3 (ring gear R3), the fourth rotating element RM4 (sun gear S4), and the fifth rotating element RM5 (sun gear S2) are shown, and their intervals are the gear ratio ρ2 of the second planetary gear unit 31, the third planetary gear. It is determined according to the gear ratio ρ3 of the gear device 32 and the gear ratio ρ4 of the fourth planetary gear device 33. The figure shows a case where the gear ratio ρ2 = 0.444, ρ3 = 0.500, and ρ4 = 0.383. In this case, in the first and second speed ratio trains, the operating point of the engine is set as close as possible to the optimum region of fuel consumption characteristics (a circle on the center side in FIG. 7), which will be described later, as shown in FIG. ) In the fifth alignment line (right end in FIG. 2A), that is, the gear ratio ρ4 of the fourth planetary gear unit 33 is determined. Note that the circled numbers “1” to “5” of the second transmission unit 3 represent the first rotation element RM1 to the fifth rotation element RM5, respectively. The same applies to the following embodiments.

  As is apparent from this nomograph, the first clutch C1 and the second brake B2 are engaged, and the fifth rotation element RM5 is decelerated and rotated via the first transmission unit 2 and the second rotation. When the rotation of the element RM2 is stopped, the third rotation element RM3 connected to the output shaft 12 is rotated at the rotation speed indicated by “1st”, and the largest gear ratio (= the rotation speed of the input shaft 41 / the output shaft 12). 1st speed stage “1st” is established. When the first clutch C1 and the first brake B1 are engaged and the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 2 and the first rotating element RM1 is stopped from rotating, the third rotation is performed. The element RM3 is rotated at the rotational speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 3 is integrally decelerated and rotated via the first transmission unit 2, the third rotation element RM3 is indicated by “3rd”. The third speed “3rd”, which is rotated at the same speed as that of the ring gear R1 of the first speed change unit 2 and has a smaller speed ratio than the second speed “2nd”, is established. When the first clutch C1 and the fourth clutch C4 are engaged, the fifth rotating element RM5 is decelerated and rotated through the first transmission unit 2, and the first rotating element RM1 is rotated integrally with the input shaft 41. The third rotation element RM3 is rotated at the rotation speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established. When the first clutch C1 and the third clutch C3 are engaged, the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 2, and the second rotating element RM2 is rotated integrally with the input shaft 41. The third rotation element RM3 is rotated at the rotation speed indicated by “5th”, and the fifth shift stage “5th” having a smaller gear ratio than the fourth shift stage “4th” is established.

  When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission unit 3 is rotated integrally with the input shaft 41, the third rotation element RM3 rotates at the rotational speed indicated by "6th", that is, with the input shaft 41. The sixth shift stage “6th”, which is rotated at the same rotational speed and has a smaller speed ratio than the fifth shift stage “5th”, is established. The gear ratio of the sixth gear stage “6th” is 1.0. When the second clutch C2 and the third clutch C3 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 2, and the second rotating element RM2 is rotated integrally with the input shaft 41. The third rotation element RM3 is rotated at the rotation speed indicated by “7th”, and the seventh shift stage “7th” having a smaller gear ratio than the sixth shift stage “6th” is established. When the third clutch C3 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 41 and the first rotating element RM1 is stopped from rotating, the third rotating element RM3 is “ The eighth speed “8th” is established with a lower speed ratio than the seventh speed “7th”.

  When the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated via the first transmission unit 2 and the second rotating element RM2 is stopped from rotating. The third rotation element RM3 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse shift stage “Rev” is established.

  (B) in FIG. 2 is an operation table that collectively shows the relationship between the above-described shift speeds and the operation states of the clutches C1 to C5 and the brakes B1 and B2. “◯” indicates engagement, and the blank indicates release. The shifting of each successive gear can be performed by simply grasping any two of the clutches C1 to C4 and the brakes B1 and B2. Further, the gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ3 of the first planetary gear device 21, the second planetary gear device 31, and the third planetary gear device 32, for example, ρ1 = 0.500, ρ2. = 0.444 and ρ3 = 0.500, the gear ratio shown in FIG. 2B is obtained, the gear ratio step is substantially constant and an appropriate value, and the total gear ratio width (= 5. 014 / 0.667) is also as large as about 7.521, the gear ratio of the reverse gear “Rev” is also appropriate, and an appropriate gear ratio characteristic as a whole can be obtained.

  On the other hand, in this embodiment, instead of engaging the first clutch C1, the fifth clutch C5 is engaged, and the fourth rotation element RM4 is decelerated and rotated via the first transmission unit 2, whereby the first shift stage. It is also possible to establish “1st” to fifth shift stage “5th”. The gear ratios of these gear speeds change as compared with the case where the first clutch C1 is engaged, but the position of the fourth rotating element RM4 (sun gear S4) in FIG. Instead of the first gear stage “1st” to the fifth gear stage “5th” established by the engagement of the first clutch C1 by appropriately setting the gear ratio ρ4. Can be used.

  In this embodiment, as shown in FIG. 3, by engaging the fifth clutch C5 instead of engaging the first clutch C1 for the first to third speeds “1st” to “3rd”, It is supposed to be established. In these gear stages “1st” to “3rd”, the clutches and brakes other than the first clutch C1 and the fifth clutch C5 are engaged and released, and specifically, the fifth clutch C5 and the second brake B2 are engaged. Are engaged, and the fourth rotation element RM4 is decelerated and rotated via the first transmission unit 2 and the second rotation element RM2 is stopped from rotating, so that the first gear stage “1st” with the largest gear ratio is obtained. Is established. Further, the fifth clutch C5 and the first brake B1 are engaged, the fourth rotating element RM4 is decelerated and rotated through the first transmission unit 2, and the first rotating element RM1 is stopped from rotating. The second shift stage “2nd” having a smaller gear ratio than the first shift stage “1st” is established, the second clutch C2 and the fifth clutch C5 are engaged, and the second transmission unit 3 is shifted to the first shift stage. By being integrally decelerated and rotated via the part 2, the third shift stage “3rd” having a smaller speed ratio than the second shift stage “2nd” is established. At the third shift stage “3rd”, the first clutch C1 can be engaged at the same time.

  In the shift control using these shift speeds “1st” to “3rd”, as is apparent from FIG. 3B, three engagement elements (clutch and brake) are applied in the 2⇔3 shift or the 3⇔4 shift. Although it is necessary to switch, the other speed changes can be performed only by grasping the two engaging elements. Further, the gear ratio of the shift speeds “1st” to “3rd” is appropriately determined according to the gear ratio ρ4 of the fourth planetary gear device 33. For example, if ρ4 = 0.383, the gear shift shown in FIG. A ratio is obtained. Compared with the case of FIG. 2 in which the first clutch C1 is engaged, the gear ratio of the third speed “3rd” is the same at 2.000, but 5.014 is the same at the first speed “1st”. In addition to 4.286, at the second shift stage “2nd”, 3.005 becomes 2.762, and both become slightly smaller values and the drive torque decreases. Further, the total transmission ratio width is about 6.429, which is a cross gear ratio as compared with the case of FIG.

  In the present embodiment, the first gear stage “1st” to the third gear stage “3rd” in FIG. 2 established by engaging the first clutch C1 are the first gear ratio row and the fifth clutch C5 is engaged. The first shift speed “1st” to the third shift speed “3rd” in FIG. 3 established by combining are the second speed ratio trains, and the first shift speed “1st” to the eighth shift speed “8th” as a whole. The first gear ratio row is wider than the second gear ratio row, and the start acceleration performance is superior.

  In such a vehicular automatic transmission 1, shift control is performed by, for example, a shift control device 100 shown in FIG. 4. The shift control device 100 is configured to include a microcomputer having a CPU, a RAM, a ROM, and the like. Functionally, the shift pattern switching unit 102, the gear ratio sequence switching unit 104, the automatic transmission unit 106, and the manual transmission unit 108 are functionally provided. It has. In addition to the throttle opening sensor, the intake air amount sensor, and the fuel pressure sensor, the transmission control device 100 receives signals from sensors that detect the operating state of the engine. That is, a signal is also input from an accelerator sensor that detects the depression amount ACCP of the accelerator pedal, an engine rotation speed sensor that detects the engine rotation speed NE from the rotation of the crankshaft, and the like. In addition, a coolant temperature sensor for detecting the engine coolant temperature THW, an air-fuel ratio sensor for detecting the air-fuel ratio of the air-fuel mixture from the exhaust components in the exhaust passage, and a knocking sensor for detecting knocking that occurs during abnormal combustion of the engine are also input. is doing. In addition to such sensors, various sensors are provided as necessary.

  Further, the shift control device 100 selects a power mode selection signal and an economy mode from a power mode selection switch 110, an economy mode selection switch 111, a manual mode selection switch 112, a transmission switch 114, and a transmission gear ratio selection switch 116, respectively. A signal for selecting a manual mode, a signal for directly selecting an up / down or each gear position, and a signal for selecting a gear ratio sequence are supplied. The manual mode selection switch 112 and the shift switch 114 are provided so as to be switched by, for example, a shift lever operation, and the power mode selection switch 110, the economy mode selection switch 111, and the gear ratio selection switch 116 are provided, for example, on an instrument panel or the like. It is done. Further, the selection of the gear ratio row is for switching between the shift according to the operation table of FIG. 2B and the shift according to the operation table of FIG. 3B. An indication indicating the magnitude of the gear ratio of the first gear stage “1st” or the quality of the start acceleration performance is provided in the vicinity of the gear ratio row selection switch 116.

  The automatic transmission means 106 automatically switches the shift stages “1st” to “8th” of the vehicle automatic transmission 1 according to a predetermined shift map with the vehicle speed and the accelerator operation amount as parameters, and the manual transmission means 108. When the manual mode is selected by the manual mode selection switch 112, the shift stages “1st” to “1” of the automatic transmission 1 for the vehicle according to the up / down signal, the shift stage selection signal, etc. supplied from the shift switch 114. 8th "is switched. The shift pattern switching means 102 switches the shift pattern used in the shift control of the automatic shift means 106 to the normal mode, the power mode, or the economy mode. When the power mode is selected by the power mode selection switch 110, FIG. As shown in FIG. 6, the normal mode shift pattern (shown by a solid line in FIG. 6) is changed to a power mode shift line (shown by a one-dot chain line in FIG. 6) on the high vehicle speed side, while the economy mode When the economy mode is selected by the selection switch 111, the shift pattern for the normal mode is changed to the economy mode shift line (represented by a two-dot chain line in FIG. 6) on the low vehicle speed side.

  The gear ratio sequence switching means 104 switches between a shift based on the operation table using the first gear ratio sequence as shown in FIG. 2 and a shift based on the operation table using the second gear ratio sequence as shown in FIG. When the manual mode is selected by the manual mode selection switch 112, the operation table of the gear ratio sequence selected by the gear ratio selection switch 116 is set, and the manual transmission means 108 sets the operation table thus set. Shift control is performed according to When not in the manual mode, the operation table is set according to whether or not the power mode is in the same manner as in the shift map, and when the power mode is selected by the power mode selection switch 110, the first gear ratio row of the wide gear ratio in FIG. The operation table used is set. Otherwise, the operation table using the second gear ratio sequence in FIG. 3 is set. The automatic transmission means 106 performs shift control according to the set operation table. In this case, when the engine combustion state is lean combustion, the gear ratio sequence switching means 104 is selected when the first gear ratio sequence having a wide gear ratio is selected, while the engine combustion state is rich combustion. A second gear ratio sequence that is a cross gear ratio is selected. The operation table is set and switched according to the solenoid valve for switching the hydraulic circuit so that the engagement and disengagement states of the clutches C1 to C5 and the brakes B1 and B2 are switched according to each operation table to establish each gear stage. This means setting and switching of a series of ON and OFF patterns.

  FIG. 5 is a diagram showing an example of a shift operation device 5 that manually switches a plurality of types of shift positions by manual operation. The shift operation device 5 includes a shift lever 51 that is disposed on the side of the driver's seat and is operated to select a plurality of types of shift positions.

  The shift lever 51 is in a neutral state (neutral state) in which the power transmission path in the vehicle automatic transmission 1, that is, in the first and second transmission units 2 and 3 is interrupted, and the first and second transmission units 2 and 3. The parking position “P (parking)” for locking the output shaft 12, the reverse traveling position “R (reverse)” for reverse traveling, and the power transmission path in the first and second transmission units 2, 3 are interrupted The neutral position “N (neutral)” for achieving the neutral state, and the forward automatic shift position “D (drive) for executing the automatic shift control within the change range of the total speed ratio at which the automatic transmission 1 for the vehicle can change. Or a forward automatic shift travel position for setting a so-called shift range in which a manual shift operation mode (manual mode) is established to limit a high-speed shift stage in automatic shift control. ® to down "M (manual)" is provided so as to be manually operated.

  FIG. 6 is a shift diagram showing three types of shift patterns: a shift pattern for normal mode (shown by a solid line in FIG. 6), a shift pattern for power mode (shown by a one-dot chain line in FIG. 6), and an economy mode Shift patterns (indicated by a two-dot chain line in FIG. 6), and these shift patterns are stored in advance in the ROM of the shift control device 100. The shift pattern for the power mode is determined so that the shift is performed on the higher vehicle speed side than the shift pattern for the normal mode, and the shift pattern for the economy mode is shifted on the lower vehicle speed side than the shift pattern for the normal mode. Is determined to be performed.

  FIG. 7 is a fuel consumption characteristic efficiency map showing the torque characteristics with respect to the engine speed. The fuel consumption characteristic efficiency map is obtained when the engine and the fuel type are determined. Pre-stored in 100 ROMs. FIG. 7 shows only the efficiency maps of the two fuel consumption characteristics when the fuel consumption characteristics change due to the change in octane number. Of these two fuel consumption characteristic efficiency maps, the fuel consumption characteristic efficiency map located on the upper side shows the case where the fuel octane number of the fuel is high and the fuel consumption characteristic of the engine is rich, and the fuel consumption characteristic located on the lower side. The characteristic efficiency map shows the case where the fuel octane number of the fuel is low and the fuel consumption characteristic of the engine is lean, but since the octane number continuously changes, not only the above two examples but also the fuel The efficiency map of consumption characteristics is also changing continuously. The fuel consumption characteristics efficiency maps of the two examples show higher fuel consumption characteristics as they go to the center.

  The engine can also be burned by bioethanol as a different type of fuel different from normal gasoline fuel, and changes to multiple combustion states due to changes in octane number due to changes in bioethanol content. It has become. As shown in FIG. 4, the speed change control device 100 is provided with a speed change ratio changing means 6, which changes the combustion state of the engine that changes due to the octane number of the fuel. The speed ratio of the automatic transmission 1 for a vehicle is changed so that the operating point of the engine is brought close to the optimum point of the fuel consumption characteristics according to the degree. That is, as shown in FIG. 7, when the combustion state of the engine is low from the combustion state when the octane number of fuel is high and the fuel consumption characteristic is rich, the fuel consumption characteristic is low (lower side) Change to the combustion state (in the case of the fuel consumption characteristic efficiency map), the gear ratio of the vehicular automatic transmission 1 is changed, thereby approaching the optimum point of the fuel consumption characteristic efficiency map located on the upper side. The engine operating point B is changed to an engine operating point B that is close to the optimum point of the efficiency map of the fuel consumption characteristic located below the engine operating point A. In this case, the degree of change in the combustion state of the engine is determined by signals input from sensors such as a knocking sensor and an air-fuel ratio sensor in the shift control device 100, and based on the determination, the fuel consumption characteristic The gear ratio of the vehicle automatic transmission 1 is changed by the gear ratio changing means 6 so that the operating point of the engine is brought close to the optimum point.

  The gear ratio changing means 6 includes a gear ratio sequence changing means 61 and a gear change pattern changing means 62. The gear ratio change means 61 changes the operating point of the engine to the optimum point of the fuel consumption characteristic by changing to one of the two speed ratio trains according to the degree of change of the plurality of combustion states of the engine. The gear ratio is changed so as to be close, and the command signal is output to the gear ratio sequence switching means 104. Further, the shift pattern changing means 62 has a small degree of change in the combustion state of the engine, so that the change of the gear ratio is not required due to the change of the gear ratio ratio change means 6 or the gear ratio change means 61. The shift pattern shown in FIG. 6 is changed from the shift pattern for the normal mode to the shift pattern for the power mode or the shift pattern for the economy mode, and the command signal is output to the shift pattern switching means 102.

  When changing the transmission gear ratio sequence by the transmission gear ratio changing means 61, when changing the transmission gear ratio involving switching of three or more friction elements, changing the transmission gear ratio involving switching of the friction elements by two elements is performed. The gear ratio is changed by dividing the change of the gear ratio sequence accompanied by the switching of the friction elements by the two elements separately into a plurality of times. Specifically, at the time of shifting from the first gear stage “1st” of the first gear ratio row to the second gear step “2nd” of the second gear ratio row, the first gear step “1st” of the first gear ratio row. To the second gear stage “2nd” of the same first gear ratio train, and then the second gear “1nd” of the first gear ratio train to the second gear “2nd” of the second gear ratio train. Change the ratio sequence. In this case, the second brake B2 is disengaged from the first gear stage “1st” of the first gear ratio sequence in which the first clutch C1 and the second brake B2 are engaged, and the first brake B1 is engaged. After changing the gear ratio from the first gear “1st” to the second gear “2nd” in the first gear ratio row by changing the two engagement elements, the first clutch By releasing the engagement of C1 and engaging the fifth clutch C5, the second gear position “2nd” of the first gear ratio train is changed to the second gear of the second gear ratio train. The gear ratio sequence is changed to the gear stage “2nd”.

  Next, there is a difference in the fuel consumption characteristics of the automatic transmission 1 for a vehicle by the shift control device 100 when a change occurs in the combustion state of the engine due to a change in the octane number due to a change in the content of bioethanol. A control procedure for changing the gear ratio will be described with reference to the flowchart of FIG.

  First, in step ST1 of the flowchart of FIG. 8, it is determined based on the detection values from the knocking sensor and the air-fuel ratio sensor whether or not the combustion state of the engine having different fuel consumption characteristics has changed. This determination is based on whether or not bioethanol as a different type of fuel different from normal gasoline fuel is mixed and the content of bioethanol in the gasoline fuel in the tank exceeds a predetermined amount (for example, 3% or more). Judgment.

  If the determination in step ST1 is YES when the combustion state of the engine having different fuel consumption characteristics has changed, in step ST2, the vehicle automatic transmission 1 is determined based on the degree of change in the combustion state of the engine in step ST1. It is determined whether changing the speed ratio is advantageous in terms of fuel consumption.

  If the determination in step ST2 is YES, in which it is more advantageous in terms of fuel consumption to change the speed ratio of the vehicle automatic transmission 1, the speed ratio ratio changing means 61 changes the speed ratio ratio in step ST3. It is determined whether or not it is necessary to change the gear ratio. If the determination in step ST3 is YES, in which it is necessary to change the transmission ratio with a change in the transmission ratio train, in step ST4, it is determined whether or not a jumping shift occurs due to the change in the transmission ratio train. In this case, the interlaced shift is, for example, from the first gear stage “1st” of the first gear ratio row with the wide gear ratio in FIG. 2 to the second gear step “2nd” of the second gear ratio row with the cross gear ratio in FIG. This refers to the case where a shift occurs. At this time, when a jump shift occurs during the shift from the first shift stage “1st” of the first speed ratio train to the second shift stage “2nd” of the second gear ratio train, switching of the friction elements of three or more elements is performed. The gear ratio is changed with the following.

  From this point, if the determination in step ST4 is YES in which an interlaced shift occurs due to a change in the gear ratio sequence, in step ST5, an intermediate shift stage (in this case, the wide gear ratio of the wide gear ratio is set so as not to occur). After the shift to the second gear stage (1nd) in the first gear ratio sequence is interposed, the gear ratio sequence is changed in step ST6. Specifically, after shifting from the first gear ratio “1st” of the first gear ratio train to the second gear “2nd” of the same first gear ratio train, the second gear “1nd” of the first gear ratio train. To the second gear stage “2nd” of the second gear ratio row. In this case, the second brake B2 is disengaged from the first gear stage “1st” of the first gear ratio sequence in which the first clutch C1 and the second brake B2 are engaged, and the first brake B1 is engaged. After changing the gear ratio from the first gear “1st” to the second gear “2nd” in the first gear ratio row by changing the two engagement elements, the first clutch By releasing the engagement of C1 and engaging the fifth clutch C5, the second gear position “2nd” of the first gear ratio train is changed to the second gear of the second gear ratio train. The gear ratio sequence is changed to the gear stage “2nd”.

  On the other hand, if the determination in step ST4 is NO in which no jumping shift occurs due to the change in the gear ratio sequence, the process proceeds to step ST6 as it is.

  Thereafter, in step ST7, as close as possible to the optimum point of the fuel consumption characteristic changed according to the degree of change in the combustion state of the engine determined in step ST1 (the circle on the center side of the efficiency map shown in FIG. 7). Change the operating point of the engine.

  On the other hand, if the determination in step ST3 is NO, in which it is not necessary to change the gear ratio with changing the gear ratio sequence, only the gear ratio is changed in step ST8. Specifically, the gear ratio is changed from the first gear stage “1st” in the first gear ratio row to the second gear step “2nd” in the same first gear ratio row. In this case, the second brake B2 is disengaged from the first gear stage “1st” of the first gear ratio sequence in which the first clutch C1 and the second brake B2 are engaged, and the first brake B1 is engaged. The gear ratio is changed from the first gear stage “1st” to the second gear stage “2nd” in the first gear ratio row by changing the two engaging elements.

  Thereafter, the process proceeds to step ST7.

  On the other hand, if the determination in step ST2 is NO, which is disadvantageous in terms of fuel consumption if the gear ratio of the vehicle automatic transmission 1 is changed, that is, since the change in the combustion state of the engine is small, the gear ratio change or If the change is not necessary, in step ST9, the speed change ratio is not changed, but the speed change pattern is shifted in the vehicle speed direction or the accelerator opening direction as shown in FIG. Change to a shift pattern for the economy mode or a shift pattern for the economy mode.

  As described above, in Example 1 described above, combustion of an engine in which bioethanol different from normal gasoline fuel is mixed and fuel consumption characteristics are different due to a change in the content of bioethanol in the gasoline fuel in the tank. When a change occurs in the state, the gear ratio of the vehicle automatic transmission 1 is changed so that the operating point of the engine approaches the optimum point of the fuel consumption characteristics according to the degree of change in the combustion state. At this time, when the transmission gear ratio is changed by changing the transmission gear ratio sequence in accordance with changes in a plurality of combustion states of the engine, the automatic transmission 1 for a vehicle increases the degree of freedom of selection of gear stages having different transmission gear ratios. . As a result, when a change occurs in the combustion state of the engine, an advantageous shift when changing the gear ratio so that the operating point of the engine approaches the optimum point of the fuel consumption characteristic according to the degree of change in the combustion state. The degree of freedom to the stage is increased, and the vehicle can be driven at an engine speed that is advantageous for fuel consumption characteristics. In addition, since the speed ratio sequence that uses the engine operating point close to the optimum point of the fuel consumption characteristics is selected from the two speed ratio ratio sequences, if the combustion state of the engine changes, the combustion state Depending on the degree of change, a gear ratio sequence that brings the operating point of the engine closer to the optimum point of the fuel consumption characteristics is selected, and the gear ratio of the vehicle automatic transmission 1 is changed. This is very advantageous for driving the vehicle at an advantageous engine speed.

  Further, when changing the gear ratio sequence, when changing the gear ratio involving switching of three or more friction elements, changing the gear ratio involving switching of the friction elements by two elements and switching of the friction elements by two elements Since the change of the gear ratio sequence accompanying the change is performed several times separately, the interlaced shift involving the switching of the friction elements of three or more elements is prohibited, and the continuous shift is performed by the switching of the friction elements by the two elements. Is executed and the shift shock can be reduced. In addition, when changing the gear ratio involving switching of three or more friction elements, the change of the gear ratio and the change of the gear ratio sequence are performed by simple control by switching the friction elements by two elements, respectively. It is possible to change the gear ratio with switching of friction elements of three or more elements with simple control.

  Furthermore, if there is no need to change the gear ratio or gear ratio sequence because the change in the combustion state of the engine is small, the gear shift pattern is shifted in the vehicle speed direction or the accelerator opening direction without changing the gear ratio. Since the change is made, the shift pattern is changed to a shift pattern having excellent fuel consumption characteristics, and the vehicle can be driven more efficiently at an engine speed that is advantageous for the fuel consumption characteristics.

  Next, a second embodiment of the present invention will be described with reference to FIGS.

  In this embodiment, the configuration of the second transmission unit is changed. The rest of the configuration except for the second speed change unit is the same as that of the first embodiment, and the same parts are denoted by the same reference numerals and detailed description thereof is omitted.

  That is, in the second embodiment, as shown in FIG. 9, the second transmission unit 7 includes a single pinion type second planetary gear device 71, a double pinion type third planetary gear device 72, and a single pinion type fourth planetary gear device 72. The planetary gear device 73 and the fifth planetary gear device 74 are mainly configured. The pinion gear of the second planetary gear device 71 is a stepped pinion 75 having a large diameter portion and a small diameter portion, and the small diameter portion functions as a pinion gear and meshes with the sun gear S2 and the ring gear R2 of the second planetary gear device 71. The ring gear R5 of the fifth planetary gear device 74 is meshed with the large diameter portion. In addition, the carriers CA2 and CA3 of the second planetary gear device 71 and the third planetary gear device 72 are constituted by a common member, and the sun gears S2 and S3 are constituted by a common member. The pinion gear of the gear device 71 (the small diameter portion of the stepped pinion 75) also serves as the first pinion gear (the pinion gear meshing with the sun gear S3) of the third planetary gear device 72.

  The second planetary gear device 71, the third planetary gear device 72, the fourth planetary gear device 73, and the fifth planetary gear device 74 constituting the second transmission unit 7 are partially connected to each other. The six rotation elements RM1 to RM6 are configured by, specifically, the sun gear S2 of the second planetary gear unit 71 and the sun gear S3 of the third planetary gear unit 72 are connected to each other to configure the first rotation element RM1. Then, the second rotating element RM2 is constituted by the ring gear R4 of the fourth planetary gear unit 73, the ring gear R3 of the third planetary gear unit 72 and the carrier CA4 of the fourth planetary gear unit 73 are connected to each other, and the third rotating element is The carrier CA2 of the second planetary gear unit 71, the carrier CA3 of the third planetary gear unit 72, the sun gear S4 of the fourth planetary gear unit 73, and the fifth planetary tooth. The carrier CA5 of the device 74 is connected to each other to form the fourth rotating element RM4, the ring gear R2 of the second planetary gear device 71 forms the fifth rotating element RM5, and the ring gear R5 of the fifth planetary gear device 74 sets the sixth rotating element RM5. A rotating element RM6 is configured.

  The first rotating element RM1 (sun gears S2 and S3) is selectively connected to the case 13 by the first brake B1 to stop the rotation, and the third rotating element RM3 (ring gear R3 and carrier CA4) is the second brake. The second rotating element RM5 (ring gear R2) is selectively connected to the case 13 by B2 and stopped. The fifth rotating element RM5 (ring gear R2) is connected to the ring gear R1 of the first planetary gear device 21, which is an intermediate output member, via the first clutch C1, that is, the second gear. The first rotation element RM1 (sun gears S2, S3) is selectively connected to the ring gear R1, that is, the second input path PA2 via the second clutch C2, and selectively connected to the input path PA2. (Ring gear R4) is selectively connected to the input shaft 41, that is, the first input path PA1, via the third clutch C3. The three-rotation element RM3 (ring gear R3 and carrier CA4) is selectively connected to the input shaft 41, that is, the first input path PA1 via the fourth clutch C4, and the sixth rotation element RM6 (ring gear R5) engages the fifth clutch C5. The ring gear R1, that is, the second input path PA2 is selectively connected, and the fourth rotating element RM4 (carriers CA2, CA3, sun gear S4, and carrier CA5) is integrally connected to an output gear 76 as an output member. Output rotation. In this embodiment, the first input path PA1 is configured via the carrier CA1 of the first planetary gear device 21 of the first transmission unit 2.

  Then, as shown in FIG. 10, the first clutch C1 and the second brake B2 are engaged, and the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 2, and the third rotating element RM3 is When the rotation is stopped, the fourth rotation element RM4 connected to the output gear 76 is rotated at the rotation speed indicated by “1st”, and the first gear stage “1st” having the largest gear ratio is established. When the first clutch C1 and the first brake B1 are engaged and the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 2 and the first rotating element RM1 is stopped from rotating, the fourth rotation is performed. The element RM4 is rotated at the rotation speed indicated by “2nd”, and the second speed “2nd” having a smaller gear ratio than the first speed “1st” is established. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 7 is integrally decelerated and rotated via the first transmission unit 2, the fourth rotation element RM4 is indicated by “3rd”. The third speed “3rd”, which is rotated at the same speed as that of the ring gear R1 of the first speed change unit 2 and has a smaller speed ratio than the second speed “2nd”, is established. When the first clutch C1 and the third clutch C3 are engaged, the fifth rotating element RM5 is decelerated and rotated via the first transmission unit 2, and the second rotating element RM2 is rotated integrally with the input shaft 41. The fourth rotation element RM4 is rotated at the rotational speed indicated by “4th”, and the fourth speed “4th” having a smaller gear ratio than the third speed “3rd” is established. Note that, instead of engaging the first clutch C1 and the third clutch C3, by engaging the first clutch C1 and the fourth clutch C4, the fifth rotating element RM5 is rotated at a reduced speed via the first transmission unit 2. In addition, the third speed change element “4th” can be established by rotating the third rotation element RM3 integrally with the input shaft 41.

  When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission unit 7 is rotated integrally with the input shaft 41, the fourth rotational element RM4 is rotated at the rotational speed indicated by “5th”, that is, with the input shaft 41. The fifth shift stage “5th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fourth shift stage “4th”, is established. The gear ratio of the fifth gear stage “5th” is 1.0. When the second clutch C2 and the fourth clutch C4 are engaged, the first rotating element RM1 is decelerated and rotated through the first transmission unit 2, and the third rotating element RM3 is rotated integrally with the input shaft 41. The fourth rotation element RM4 is rotated at the rotation speed indicated by “6th”, and the sixth shift stage “6th” having a smaller gear ratio than the fifth shift stage “5th” is established. When the fourth clutch C4 and the first brake B1 are engaged and the third rotating element RM3 is rotated integrally with the input shaft 41 and the first rotating element RM1 is stopped, the fourth rotating element RM4 is “ The seventh speed change step “7th”, which is rotated at the rotational speed indicated by “7th” and has a smaller speed ratio than the sixth speed change step “6th”, is established. When the third clutch C3 and the first brake B1 are engaged, the second rotation element RM2 is rotated integrally with the input shaft 41 and the first rotation element RM1 is stopped from rotating, the fourth rotation element RM4 is “ The eighth speed “8th” is established with a lower speed ratio than the seventh speed “7th”.

  Further, when the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated via the first transmission unit 2 and the third rotating element RM3 is stopped from rotating. The fourth rotation element RM4 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse shift stage “Rev” is established.

  In this case as well, as is clear from FIG. 10 (b), it is possible to perform shifting at each successive shift speed by merely grasping any one of the clutches C1 to C4 and the brakes B1 and B2. The gear ratio of each gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 21, the second planetary gear device 71, the third planetary gear device 72, and the fourth planetary gear device 73. If ρ1 = 0.450, ρ2 = 0.351, ρ3 = 0.368, ρ4 = 0.286, the gear ratio shown in FIG. 10B is obtained, and the gear ratio step is substantially constant and appropriate. And the total gear ratio width (= 3.550 / 0.526) is as large as about 6.745, the gear ratio of the reverse gear stage “Rev” is also appropriate, and an appropriate gear ratio characteristic is obtained as a whole. It is done.

  On the other hand, instead of engaging the first clutch C1, the fifth clutch C5 is engaged, and the sixth rotating element RM6 is decelerated and rotated via the first transmission unit 2, whereby the first gear "1st" to the first gear. The fourth shift stage “4th” can be established. The gear ratios of these gear speeds vary as compared with the case where the first clutch C1 is engaged, but the position of the sixth rotation element RM6 (ring gear R5) in FIG. 10A, that is, the fifth planetary gear device. 74 is appropriately determined according to the gear ratio ρ5. By appropriately setting the gear ratio ρ5, the first gear stage “1st” to the fourth gear stage “4th” established by the engagement of the first clutch C1 are set. Can be used instead.

  In the present embodiment, as shown in FIG. 11, the fifth clutch C5 is engaged instead of the first clutch C1 for all of the first gear shift stage “1st” to the fourth gear shift stage “4th”. As a result, it can be established. In these shift speeds “1st” to “4th”, the engagement and disengagement states of the clutch and the brake other than the first clutch C1 and the fifth clutch C5 are the same. Specifically, the fifth clutch C5 and the second brake B2 Are engaged, the sixth rotation element RM6 is decelerated and rotated via the first transmission unit 2 and the third rotation element RM3 is stopped from rotating, so that the first gear stage “1st” with the largest gear ratio is obtained. Is established. Further, the fifth clutch C5 and the first brake B1 are engaged, the sixth rotating element RM6 is decelerated and rotated through the first transmission unit 2, and the first rotating element RM1 is stopped from rotating. The second shift stage “2nd” is established, the second clutch C2 and the fifth clutch C5 are engaged, and the second transmission portion 7 is integrally decelerated and rotated via the first transmission portion 2. Thus, the third shift stage “3rd” is established, the third clutch C3 and the fifth clutch C5 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 41, and the sixth rotating element RM6. Is decelerated and rotated via the first transmission 2 to establish the fourth shift stage “4th”. In the fourth shift stage “4th”, the fourth clutch C4 and the fifth clutch C5 are engaged to rotate the third rotating element RM3 integrally with the input shaft 41 and to change the sixth rotating element RM6 to the first transmission unit 2. It can also be established by rotating at a reduced speed via the.

  Even in the shift control using these shift speeds “1st” to “4th”, as is clear from FIG. 11B, it is only necessary to change the two engaging elements (clutch or brake) at all shifts. Shifting can be performed. Further, the gear ratio of the shift speeds “1st” to “4th” is appropriately determined according to the gear ratio ρ5 of the fifth planetary gear device 74. For example, if ρ5 = 0.561, the gear ratio is shown in FIG. A gear ratio is obtained. Compared with the case of FIG. 10 in which the first clutch C1 is engaged, the gear ratio of the third speed “3rd” is 1.818, which is the same, but 3.550 is the same at the first speed “1st”. At 4.59, the second shift stage “2nd” has 2.456 of 2.839, both of which are slightly larger, and the drive torque increases, while at the fourth shift stage “4th”, 1. 349 becomes 1.259 and becomes a slightly small value. Further, the total transmission ratio width is about 8.719, which is a wide gear ratio as compared with the case of FIG.

  In the present embodiment, the first gear stage “1st” to the fourth gear stage “4th” in FIG. 10 established by engaging the first clutch C1 are the first gear ratio row and the fifth clutch C5 is engaged. The first shift speed “1st” to the fourth shift speed “4th” in FIG. 11 that are established by combining are the second speed ratio trains, and the first shift speed “1st” to the eighth shift speed “8th” as a whole. The gear ratio is wider in the second gear ratio row than in the first gear ratio row, and the start acceleration performance is superior. Also in the vehicular automatic transmission 1 ′ of the present embodiment, the fifth rotation element RM5 is connected to the second input path PA2 by the first clutch C1, so that the first gear ratio sequence shown in FIG. 10 continues. The first gear stage “1st” to the fourth gear stage “4th” are established, and the sixth rotation element RM6 is connected to the second input path PA2 by the fifth clutch C5, whereby the second gear ratio shown in FIG. Since the first shift stage “1st” to the fourth shift stage “4th” in which the rows are continuous are established, for example, as in the first embodiment, the power mode selection switch 110 and the gear ratio row selection switch 116 are used. According to the selection of the gear ratio sequence itself, the gear ratio trains are switched and a series of gear shifts are performed, so that more appropriate gear shift control is performed. In addition, when the engine combustion state is lean combustion, the second gear ratio sequence having a wide gear ratio is selected by the gear ratio switching means 104, while when the engine combustion state is rich combustion, the cross gear ratio is selected. Is selected by the gear ratio sequence switching means 104.

  In this case, the speed ratio change means 61 changes the speed ratio with the change of the speed ratio sequence, so that the interlaced speed change, for example, the first speed stage “1st” in the second speed ratio sequence of the wide gear ratio in FIG. 11 to FIG. When a shift from the first gear ratio row of the first gear ratio row to the second gear step “2nd” of the cross gear ratio occurs, the first gear step “1st” of the second gear ratio row to the second gear step “2nd” of the first gear ratio row. When a jumping shift occurs during the shift to "," the gear ratio is changed with the switching of three or more friction elements. For this reason, the gear ratio train is changed after interposing a shift to the intermediate gear (in this case, the second gear “1nd” of the second gear ratio row of the wide gear ratio) so that the interlaced gear does not occur. . Specifically, after shifting from the first gear stage “1st” of the second gear ratio series to the second gear stage “2nd” of the same second gear ratio series, the second gear stage “1nd” of the second gear ratio series ”To the second gear stage“ 2nd ”of the first gear ratio row is changed. At this time, the second brake B2 is disengaged from the first gear stage "1st" of the second gear ratio sequence in which the second clutch C1 and the second brake B2 are engaged, and the first brake B1 is engaged. After changing the gear ratio from the first gear “1st” to the second gear “2nd” in the second gear ratio row by changing the two engaging elements, the fifth clutch By releasing the engagement of C5 and engaging the first clutch C1, the second transmission stage “2nd” of the second transmission ratio series is changed to the second transmission stage of the first transmission ratio series. The gear ratio sequence is changed to the gear stage “2nd”.

  Thus, also in Example 2 described above, when a change occurs in the combustion state of the engine having different fuel consumption characteristics due to a change in the content of bioethanol in gasoline fuel, the degree of change in the combustion state Accordingly, the gear ratio of the vehicle automatic transmission 1 'is changed so that the operating point of the engine approaches the optimum point of the fuel consumption characteristics. At this time, if the gear ratio is changed by changing the first or second gear ratio row in accordance with changes in a plurality of combustion states of the engine, the vehicle automatic transmission 1 ′ has different gear stages having different gear ratios. The degree of freedom of selection increases. As a result, when a change occurs in the combustion state of the engine, an advantageous shift when changing the gear ratio so that the operating point of the engine approaches the optimum point of the fuel consumption characteristic according to the degree of change in the combustion state. The degree of freedom to the stage is increased, and the vehicle can be driven at an engine speed that is advantageous for fuel consumption characteristics. In addition, a speed ratio sequence that uses an engine operating point close to the optimum point of the fuel consumption characteristic is selected from the two speed ratio ratio sequences. Depending on the degree of change in the state, a gear ratio sequence is selected so as to bring the engine operating point closer to the optimum point of the fuel consumption characteristics, and the gear ratio of the vehicle automatic transmission 1 'is changed. This is very advantageous when the vehicle is driven at an engine rotation speed advantageous for characteristics.

  Further, when changing the gear ratio sequence, when changing the gear ratio involving switching of three or more friction elements, changing the gear ratio involving switching of the friction elements by two elements and switching of the friction elements by two elements Since the change of the gear ratio sequence accompanying the change is performed several times separately, the interlaced shift involving the switching of the friction elements of three or more elements is prohibited, and the continuous shift is performed by the switching of the friction elements by the two elements. Is executed and the shift shock can be reduced. In addition, when changing the gear ratio involving switching of three or more friction elements, the change of the gear ratio and the change of the gear ratio sequence are performed by simple control by switching the friction elements by two elements, respectively. It is possible to change the speed ratio with switching of friction elements of three or more elements with simple control.

  In addition, this invention is not limited to said each Example, The other various modifications are included. For example, in each of the above-described embodiments, the case where the first and second gear ratio trains are eight-speed gear shifts has been described. However, for each gear ratio train, the first gear shift stage “1st” to the seventh gear shift stage “7th”, It is also possible to perform the shift control at seven forward speeds such as the shift speed “2nd” to the eighth shift speed “8th” or the first shift speed “1st” to the sixth shift speed “6th” + the eighth shift speed “8th”. In addition, it is possible to perform the shift control at a shift speed of 6 or less forward speeds for each speed ratio train. Further, the number of gears in each gear ratio sequence may be different from each other. Further, the number of gear ratio sequences is not limited to two, and the number of gear ratio sequences may be three or more.

  In each of the above embodiments, when a change occurs in the combustion state of the engine due to a change in the bioethanol content in the gasoline fuel, the vehicle automatic transmission 1, according to the degree of change in the combustion state. The gear ratio of 1 'was changed, but the change in the combustion state of the engine was caused by the change in the octane number of the fuel due to the mixture of high-octane gasoline and regular gasoline, or the change in the supercharging pressure by the turbocharger. Due to changes in the air-fuel ratio between the lean combustion mode and the rich combustion mode, or due to changes in combustion in the lean combustion mode after engine warm-up, Of course, the gear ratio of the vehicle automatic transmission may be changed according to the degree of change in the combustion state.

  As mentioned above, although each Example of this invention was described in detail based on drawing, these are only one Embodiment, This invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

1 is a skeleton diagram of an automatic transmission for a vehicle to which a control device for a power transmission device according to a first embodiment of the present invention is applied. FIG. Similarly, in the automatic transmission for a vehicle, (a) is a collinear diagram when the shift control is performed using the first gear ratio sequence, and (b) is a diagram showing an operation table. Similarly, in the automatic transmission for a vehicle, (a) is a collinear diagram in the case where shift control is performed using the second gear ratio sequence, and (b) is a diagram showing an operation table. It is a block diagram explaining the control system of the automatic transmission for vehicles similarly. It is the top view which looked at the shift operation apparatus operated in order to select the multiple types of shift position similarly provided with the shift lever from the upper direction. FIG. 6 is a characteristic diagram showing characteristics of a shift diagram that is similarly changed in accordance with the combustion state of the engine in the power transmission device. It is explanatory drawing which shows the efficiency map of the fuel consumption characteristic which similarly shows the characteristic of the torque with respect to the rotational speed of an engine. FIG. 6 is a flowchart showing a control procedure for changing the gear ratio of the vehicle automatic transmission when the combustion state of the engine similarly changes. It is a skeleton figure of the automatic transmission for vehicles which applied the control device of the power transmission device concerning Example 2 of the present invention. Similarly, in the automatic transmission for a vehicle, (a) is a collinear diagram when the shift control is performed using the first gear ratio sequence, and (b) is a diagram showing an operation table. Similarly, in the automatic transmission for a vehicle, (a) is a collinear diagram in the case where shift control is performed using the second gear ratio sequence, and (b) is a diagram showing an operation table.

Explanation of symbols

1,1 'Automatic transmission for vehicles (stepped transmission)
A, B Engine operating point (Internal combustion engine operating point)
6 gear ratio changing means 61 gear ratio row changing means C1 first clutch (friction element)
C2 Second clutch (friction element)
C3 3rd clutch (friction element)
C4 4th clutch (friction element)
C5 5th clutch (friction element)
B1 First brake (friction element)
B2 Second brake (friction element)

Claims (9)

An internal combustion engine having a plurality of combustion states with different fuel consumption characteristics;
A stepped transmission connected to the internal combustion engine;
A control device for a power transmission device, comprising: a gear ratio changing means for changing a gear ratio of the stepped transmission according to a degree of change in a combustion state of the internal combustion engine. In the control apparatus of the power transmission device according to claim 1,
The stepped transmission includes a plurality of gear ratio sequences,
The transmission ratio changing means includes transmission ratio change means for changing the transmission ratio by changing the transmission ratio series in accordance with changes in a plurality of combustion states of the internal combustion engine. Control device for the device. In the control apparatus of the power transmission device according to claim 2,
When changing the speed ratio sequence of the speed ratio sequence changing means, when changing the speed ratio accompanied by switching of three or more friction elements, the change of the speed ratio accompanying switching of the friction elements by the two elements and the two elements A control device for a power transmission device, wherein a change of the gear ratio is performed by dividing the change of the gear ratio sequence accompanying the switching of the friction element by a plurality of times separately. In the control apparatus of the power transmission device according to claim 2,
The speed ratio train changing means selects a speed ratio train having a plurality of speed stages from which the operating point of the internal combustion engine close to the optimum point of the fuel consumption characteristic is used. A control device for a power transmission device. In the control apparatus of the power transmission device according to claim 1,
A control device for a power transmission device, wherein the change in the combustion state of the internal combustion engine is caused by the change in the content ratio of the different fuel. In the control apparatus of the power transmission device according to claim 1,
A control device for a power transmission device, wherein the change in the combustion state of the internal combustion engine is caused by a change in the octane number of the fuel. In the control apparatus of the power transmission device according to claim 1,
In the middle of the intake path of the internal combustion engine, a supercharger for supercharging intake air is interposed,
The control device for a power transmission device according to claim 1, wherein the change in the combustion state of the internal combustion engine is caused by the change in the supercharging pressure by the supercharger. In the control apparatus of the power transmission device according to claim 1,
The internal combustion engine is operated by switching between a lean combustion mode and a rich combustion mode of the air-fuel ratio,
A control device for a power transmission device, wherein the change in the combustion state of the internal combustion engine is caused by a change at the time of switching between the two combustion modes. In the control apparatus of the power transmission device according to claim 1,
When the change of the gear ratio by the gear ratio changing means and the change of the gear ratio sequence by the gear ratio changing means are not required because the change in the combustion state of the internal combustion engine is small, only the gear change pattern is changed. A control device for a power transmission device.

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