JP2775940B2 - Automatic transmission for vehicles - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic transmission for a vehicle having a plurality of combinations of engagement and disengagement of frictional engagement means such as clutch means and brake means for setting a predetermined gear position. It is about the machine.

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 a 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. Gear ratio at each gear,
Alternatively, the number of rotations of the rotating member, the load torque, and the like change in various ways, and an extremely large number 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 (gear ratio 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 must be increased. In addition, there is a problem that the durability of the friction engagement means and bearings is impaired. To solve such problems, for example, Japanese Patent Application Laid-Open No. Sho 60-57036 proposes an automatic transmission in which the speed ratio in the reverse operation is similar to the speed ratio in 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 sun gear of the second planetary gear mechanism is connected to the ring gear of the second planetary gear mechanism. 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 third gear of the carrier of the second planetary gear mechanism is further connected.
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 the operation table is not shown and there is no description of the shift speeds that can be set, in the configuration in which the one-way clutch is additionally installed, each shift speed is set in the same manner as the other examples shown in the publication. It is considered to be set.

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,
When shifting from a predetermined shift speed to another shift speed, there is a case where the rotation fluctuation amount of one of the rotating members has to be large, and this cannot be avoided, and as a result, The moment of inertia increases, which causes an abrupt change in the output torque, resulting in an inconvenience of increasing the shift shock.

The present invention has been made in view of the above circumstances, and has as its object to provide an automatic transmission that is advantageous for improving shift shock.

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. And a gear train set to a gear stage, and a pattern of a combination of engagement and disengagement of the friction engagement means for setting a predetermined gear stage has the same gear ratio and any of the rotating members in the gear train. In a plurality of types of automatic transmissions having different numbers of rotations, a predetermined rotation member is set between the first speed and the second speed, the second speed being set by shifting from the first speed. And the engagement / disengagement pattern of the frictional engagement means in which the sum of the variable rotational speed of the predetermined rotational member and the variable rotational speed of the predetermined rotating member during the period from the second gear to the third gear is reduced. It is necessary to provide control means for controlling the friction engagement means. It is characterized by the following.

The automatic transmission according to the present invention has a plurality of types of engagement / disengagement patterns of the friction engagement means for setting a predetermined gear position, and any one of these patterns is different from other patterns. Even if the obtained gear ratios are the same, the rotational speeds of any of the rotating members in the gear train are different. Each gear is set by an engagement / disengagement pattern selected and executed by the control means, and a second gear set by shifting from a predetermined first gear is set.
Is not only the variable rotational speed of the predetermined rotating member from the first gear to the second gear, but also the gear from the second gear to another third gear. In this case, the predetermined rotation member is set in an engagement / disengagement pattern in which a value obtained by adding the variable rotation speed to the variable rotation speed becomes smaller. As a result, in the present invention, fluctuations in the number of revolutions of the rotary member during a shift executed relatively quickly, such as a shift from the first gear to the third gear, are reduced. Inertia kinetic energy is small, which is advantageous for reducing shift shock.

Next, an embodiment of the present invention will be described in detail with reference to the drawings.

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 of the above-described components, 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 fourth clutch means K4 of the first to fifth clutch means K1 to K5 is constituted by a one-way clutch 20 and a multi-plate clutch 22 which are in parallel with each other, and the other clutch means are It is constituted by a multi-plate clutch. 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.

In addition, the third planetary gear mechanism 3 serves as brake means for preventing rotation of the rotating members in the planetary gear mechanisms 1, 2, and 3 described above.
The first brake means B1 for selectively blocking the rotation of the sun gear 3S, the second brake means B2 for selectively blocking the rotation of the carrier 2C of the second planetary gear mechanism 2, and the sun gear of the second planetary gear mechanism 2 Third brake means B3 for selectively preventing rotation of 2S and fourth brake means B4 for selectively preventing rotation of sun gear 1S of first planetary gear mechanism 1 are provided. Among these braking means, the first braking means B1
A one-way clutch 40 provided between a transmission case (hereinafter simply referred to as a case) 6 of a sun gear 3S of the third planetary gear mechanism 3 and a band brake 42 in a parallel relationship with the one-way clutch 40. The second brake means B2 is a multi-disc brake, and the third brake means B3 and the fourth brake means B4 are each constituted by a band brake. In addition,
In practical use, these brake means B1, B2, B3, B4
Needless to say, a suitable connecting member can be interposed between the case 6 and each element to be fixed by the brake means B1, B2, B3, B4 or the case 6.

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.

In the automatic transmission having the configuration shown in FIG.
The first reverse speed is the main shift speed, which includes the second forward speed and the third forward speed.
So-called 2.2th, 2.5th, and 2.7th speeds are added between the first and second speeds, and so-called 3.2th and 3.5th speeds are added between the third and fourth speeds. In principle, it is possible to set 10 speeds and 1 reverse speed.
At other shift speeds except the 2.7th, 3.2th 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. There is a set, and if this is shown as an operation table, it is as shown in Table 1. Table 2 shows the rotational speeds of the rotating members in each of the planetary gear mechanisms 1, 2, and 3 at each shift speed.
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. If 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, if they are released like the first brake means B1 in the pattern of the column b of the fourth speed, The gear ratio does not change, but the rotation state changes.
In the pattern of the speed b column, the fourth clutch means K4 and the third clutch means
Includes those in which the gear ratio and the rotation state do not change even if the other * means such as the brake means B3 are engaged, even if released. In Tables 1 and 2, the second speed,
In the third, fourth, fifth, and reverse gears, the columns labeled a, b, c, etc. indicate the rotation of the planetary gear mechanism in the engagement / disengagement pattern for setting the gear. .. Indicate the engagement / disengagement pattern although the rotation speeds of the elements are different, and the symbols,... Represent the types of the engagement / release patterns although the rotation speeds of the rotation elements of the planetary gear mechanism are not different.

Table 1 shows the gear positions that can be set in principle. In practical use, a gear position that is superior in terms of power performance and acceleration performance is selected from these gear positions. In other words, the gears whose gear ratios are close to the geometric series are selected as the main gears, and as the engagement / disengagement pattern for setting each gear. From those listed in Table 1, those that are advantageous in terms of shift controllability and durability are selected. In the example shown in FIG. 1, each of the fourth clutch means K4 and the first brake means B1 is
Since the fourth clutch means K4 is in the engagement state, the relative rotation direction between the sun gear 1S of the first planetary gear mechanism 1 and the sun gear 2S of the second planetary gear mechanism 2 is a one-way clutch. In the normal direction, the engagement state is maintained by the one-way clutch 20, the multi-plate clutch 22 is engaged when engine braking is required, and the two sun gears 1S, 2S are normally engaged. If the relative rotation direction is the direction in which the one-way clutch 20 is released, the multi-plate clutch 22 is engaged to bring the fourth clutch means K4 into the engaged state. The same applies to the first brake means B1. If the rotation direction of the sun gear 3S of the third planetary gear mechanism 3 is the direction in which the one-way clutch 40 is engaged, the one-way clutch 40 is engaged to The brake means B1 is engaged, and when the engine brake is required, the multiple disc brake 42 is engaged.
If the rotation direction of the sun gear 3S of the planetary gear mechanism 3 is the direction in which the one-way clutch 40 is released, the multi-disc brake 42 is engaged, and the first brake means B1 is engaged.

In the automatic transmission shown in FIG. 1 as well, the setting of each shift speed shown in Table 1 is performed according to the vehicle speed of the engine load represented by the throttle opening, as in the conventional automatic transmission. Control means for supplying and discharging hydraulic pressure for engaging and disengaging the clutch means and brake means with respect to each of the clutch means and brake means, and input data such as vehicle speed V, throttle opening degree θ, and cooling water temperature. And an electronic control unit (ECU) E for outputting an electric instruction signal to the hydraulic control device C based on the control signal.

In the automatic transmission shown in FIG. 1, when setting each shift speed, an engagement / disengagement pattern of the clutch means and the brake means for setting each shift speed is also selected. The determination is made based on the rotation speed of the rotating members constituting the gear train, that is, the rotating members such as the sun gears of the planetary gear mechanisms 1, 2, and 3. As an example, a case where a stepwise shift from the first speed to the third speed is performed will be specifically described.
In addition to the clutch means K1, the fourth and fifth clutch means K
4, K5, the first and second brake means B1, B2 are set by engaging at least three of the four frictional engagement means, and the second speed is set by the pattern in column a of Table 1. Then, in addition to the first clutch means K1, the second clutch means K2,
At least three of the five friction engagement means of the fifth clutch means K5, the first brake means B1, the second brake means B2, and the fourth brake means B4, or the first brake means B1 and the fourth brake The shift between the first speed and the second speed is performed by, for example, the first speed since the device B4 is engaged.
The speed is set in the pattern shown in Table 1, and in this state, the second clutch means K2 is engaged and the fourth clutch means K
The second speed can be achieved by switching the engagement / disengagement state of the two friction engagement means, as in the case of the speed change in which the second speed is set in the pattern of the column a of Table 1 by releasing the second speed. Further, even when the second speed is set by the pattern in the column b of Table 1, the pattern in the column b is not limited to the first clutch means K1, but also the fourth clutch means K4, the first brake means B1, and the third This is a pattern in which three frictional engagement means of the brake means B3 are engaged or two frictional engagement means of the first brake means B1 and the fourth frictional means B4 are engaged. If the second speed is set in a pattern and the second brake means B2 is released and the third brake means B3 is engaged in that state, the engaged / disengaged state is set so that the second speed is set in the pattern in column b. The shift can be executed without the so-called simultaneous shift (or multiple shift) in which the number of friction engagement means to be switched is three or more. That is, the shift between the first speed and the second speed is performed without causing a simultaneous shift even when the second speed is set in any of the patterns in the column a or any of the patterns in the column b. Can be executed. In other words, any of the pattern in the column a and the pattern in the column b can be adopted as the engagement / disengagement pattern of the friction engagement means for setting the second speed.

On the other hand, when examining the shift between the second speed and the third speed, a simultaneous shift occurs even when the third speed is set in any of the patterns a, b, c, and d. The second speed can be set in the pattern of the column a, and the third speed can be set in the column a. Also, the second speed can be set in the pattern of the column b, and the third speed can be set. Unless the pattern is set in the pattern of the column b or the column c, as is known from Table 2, the variable rotation speed of any of the rotating members exceeds "1". Therefore, regarding the shift between the second speed and the third speed, when the second speed is set in the pattern of the column a, the third speed is set in the pattern of the column a, and the second speed is set in the column b. It is practical to set the third speed by the pattern in the column b or the pattern in the column c.

Therefore, the engagement / disengagement patterns that can be practically employed in the step-by-step shifting from the first speed to the third speed are as follows, if indicated by the reference numerals listed in Table 1.

1st-2nd: a-3rd: a 1st-2nd: b-3rd: b 1st-2nd: b-3rd: c 1st-2nd: a-2nd: b-3rd: c This means that the engagement / release pattern is changed in the second speed state.

By the way, when examining the fluctuating rotation speed of the rotating member in the above four types of speed change procedure, the speed change between the first speed and the second speed when the second speed is set in the pattern in column a (1st-2nd: a)
As can be seen from Table 2, the rotating member having the largest fluctuating speed at this time is the sun gear 2S of the second planetary gear mechanism 2, and its value is "0.43". When the second speed is set in the pattern of the column b (1st−2nd: b), the rotation speed of the sun gear 2S in the second planetary gear mechanism 2 changes from “−0.78” to “0.00”. The rotation speed is “0.78”. Therefore, with regard to the shift between the first speed and the second speed, the second speed is not set to the so-called simultaneous shift regardless of the setting of the pattern in the column a or the pattern in the column b. Then, it can be said that it is preferable to set the second speed in the pattern in the column a.

On the other hand, in the case of shifting between the second speed and the third speed, the second speed is set in the pattern of the column a and the third speed is set in the pattern of the column a (2nd: a-3rd: a). Then, the variable rotation speed of the sun gear 2S of the second planetary gear mechanism 2 becomes the largest, the value is “0.55”, and each of the second speed and the third speed is set in the pattern of the column b (2nd: b−3rd: b)
The rotation speed of the sun gear 2S of the planetary gear mechanism 2 does not change. Further, if the second speed is set in the pattern in the column b and the third speed is set in the pattern in the column c (2nd: b-3rd: c), the variable rotation speed of the sun gear 2S of the second planetary gear mechanism 2 becomes " 1.00 ". When the second speed is set in the pattern in the column a and then changed to the pattern in the column b, and then the third speed is set in the pattern in the column c (2nd: a-2nd: b-3rd: c), Second
Since the rotation speed of the sun gear 2S of the planetary gear mechanism 2 changes from "-1.21" to "0.00" and then changes to "1.00", the fluctuation speed as a whole becomes "2.21". That is, with regard to the shift between the second speed and the third speed, the shift in which the second speed is set in the pattern of the column a and the third speed is set in the pattern of the column b is the sun gear of the second planetary gear mechanism 2. This is preferable because the variable rotation speed of 2S is reduced.

Therefore, in the case of a stepwise shift from the first gear to the third gear,
The four types of shift procedures described above are preferable in terms of shift controllability. However, if the second one of these shift procedures is the 1st-2nd: b-3rd: b shift procedure, the first gear and the first gear are used. When the variable speed of the sun gear 2S of the second planetary gear mechanism 2 is changed to "0.
78 ", and the variable speed between the second speed and the third speed is" 0.00 ", the sum of which is" 0.78 ". In the case of the above-described first speed change procedure (1st-2nd: a-3rd: a), the total variable rotational speed of the sun gear 2S of the second planetary gear mechanism 2 is increased. In the case of the third shift procedure (1st-2nd: b-3rd: c), the total fluctuating speed of the sun gear 2S of the second planetary gear mechanism 2 becomes "1.78", and In the case of the fourth speed change procedure (1st-2nd: a-2nd: b-3rd: c), the total variable speed of the sun gear 2S of the second planetary gear mechanism 2 is "2.64".

When shifting from a predetermined speed to another speed as described above, the engagement / disengagement pattern is determined based on the speed controllability only between the two speeds and the fluctuating speed of any of the rotating members. When selected and set, there is a case where the overall variable rotation speed of any of the rotating members becomes large when shifting from the other gear to another gear, and therefore, in the automatic transmission having the above-described configuration, For example, when setting the second speed,
An engagement / disengagement pattern in which the sum of the variable rotational speeds is small and the simultaneous gear shifting does not occur, including not only the gear shifting from the first gear to the second gear but also the gear shifting from the second gear to the third gear. Select and set. The control is performed by appropriately engaging or releasing the friction engagement means by the electronic control unit E and the hydraulic control device C.

Although the above description is for the case of the shift from the first speed to the third speed, the case of the shift from the second speed to the fourth speed, etc., is the same as the case described above, and the total variable rotation of the predetermined rotating member is the same. An engagement / release pattern of the friction engagement means is selected based on the number and the number of friction engagement means to be switched,
In addition, in the case of a so-called jump shift to a shift speed two or more steps apart from the shift between the adjacent speeds, the same applies to the total fluctuating speed of the predetermined rotating member and the friction engagement to be switched. Engagement of friction engagement means based on the number of means
A release pattern is selected and set. Such a shift control is a control that predicts the gear position whether or not it will be set in the future, but the prediction after the shift that will be set in the future is, for example, a shift pattern that is performed in the current automatic transmission. Can be performed by using data obtained by statistically calculating the shift speed, or by storing a shift speed set every time during traveling and analyzing the shift speed to perform a so-called learning control for obtaining a shift pattern.

The present invention is not limited to the configuration shown in FIG. 1, but can be applied to an automatic transmission having another configuration.
Shown in the figure. The configuration shown here is obtained by partially changing the connection between the rotating members constituting the gear train in the configuration shown in FIG. That is, the first to third planetary gear mechanisms 1, 2, and 3, which are single pinion type planetary gear mechanisms, are arranged on the same axis between the input shaft 4 and the output shaft 5 arranged on the same axis. The ring gear 2R of the second planetary gear mechanism 2 and the ring gear 3R of the third planetary gear mechanism 3 are connected, and the carrier 1C of the first planetary gear mechanism 1 is connected to these ring gears 2R, 3R. The clutch means includes a first clutch means K1 for connecting the input shaft 4 and the ring gear 1R of the first planetary gear mechanism 1, a sun gear 1S of the first planetary gear mechanism 1, and a carrier of the second planetary gear mechanism 2.
2C, a second clutch means K2 for connecting the input shaft 4 to the ring gear 1R of the first planetary gear mechanism 1, a sun gear 1S for the first planetary gear mechanism 1, and a second planetary gear mechanism 2. Clutch means K for connecting the sun gear 2S
4. Fifth clutch means K5 connecting the carrier 2C of the second planetary gear mechanism 2 and the sun gear 3S of the third planetary gear mechanism 3,
Each is provided. Also, as braking means,
First brake means B1 for fixing the sun gear 3S of the third planetary gear mechanism 3, second brake means B2 for fixing the carrier 2C of the second planetary gear mechanism 2, and sun gear 2S for the second planetary gear mechanism 2.
And a fourth brake means B4 for fixing the sun gear 1S of the first planetary gear mechanism 1 are provided, respectively. And the output shaft 5 is the third planetary gear mechanism 3
Carrier 3C.

Even in the automatic transmission having the configuration shown in FIG. 2, it is possible in principle to set 10 forward speeds and 1 reverse speed.
The operation table is shown in Table 3, and the rotation speed of each rotating member (the rotation speed when the rotation speed of the input shaft 4 is "1") is shown in Table 4.
It is shown in the table. The gear ratio of each of the planetary gear mechanisms 1, 2, and 3 is ρ
1 = 0.450, ρ2 = 0.569, ρ3 = 0.405.

As is clear from these tables, in the configuration shown in FIG. 2, there are a plurality of types of engagement / disengagement patterns in which the number of rotations of the rotating member differs between the third forward speed and the second forward speed. Also in the automatic transmission shown, when the second speed or the third speed is set, these shift speeds are determined by changing the rotational speed and shift controllability when shifting from another shift speed to that shift speed, The engagement / disengagement pattern of the friction engagement means is selected and set in consideration of the variable rotational speed and the shift controllability when shifting from the gear to another gear. The control is performed by, for example, an electronic control unit and a hydraulic control device, as in the example shown in FIG.

By the way, in FIG. 2, each friction engagement means is shown by a symbol of a multi-plate structure, but like the structure shown in FIG.
Either of the friction engagement means may be configured to include a one-way clutch.

Each of the above-described embodiments is an example in which a gear train is formed by three sets of single pinion type planetary gear mechanisms.However, the present invention is also applied to an automatic transmission in which a gear train is formed using a double pinion type planetary gear mechanism. The present invention can be applied to an automatic transmission in which a friction engagement means is added to the configuration shown in FIG. 1 or 2 as appropriate, or any of the friction engagement means is omitted. The point is that, for example, Japanese Patent Application Nos. 1-185151 and 1-18 already filed by the present applicant.
No. 5,152, Japanese Patent Application No. 1-1869991, Japanese Patent Application No. 1-1869992, Japanese Patent Application No. 1-205478, Japanese Patent Application No. 1-280957, etc. The present invention can be applied to an automatic transmission having a plurality of types of engagement / disengagement patterns for setting the gear position.

Advantageous Effects of the Invention As is clear from the above description, in the automatic transmission according to the present invention, when setting a predetermined shift speed, not only the fluctuating rotation speed of any of the rotating members at the time of shifting to that shift speed, but also ,
The engagement / disengagement pattern of the friction engagement means for setting the shift speed so as to reduce the total change speed in consideration of the change speed of the rotating member when shifting from the shift speed to another shift speed is also considered. Since the speed is selected and the shift is executed, the variable rotational speed in the entire shift process is reduced, which is advantageous for reducing the shift shock, and the durability of the friction engagement means can be improved.

[Brief description of the drawings]

FIG. 1 is a skeleton diagram showing one embodiment of the present invention, and FIG.
The figure is a skeleton diagram showing a gear train according to another embodiment of the present invention. 1,2,3 ... Planetary gear mechanism, 1S, 2S, 3S ... Sun gear, 1C, 2
C, 3C carrier, 1R, 2R, 3R ring gear, 4 input shaft, 5 output shaft, C hydraulic control unit, E electronic control unit.

Claims (1)

(57) [Claims] The present invention has a plurality of friction engagement means and a gear train which is set to a plurality of gears having different speed ratios according to the engagement / disengagement state of the friction engagement means, and In an automatic transmission in which a combination pattern of engagement and disengagement of the friction engagement means for setting the shift speed has a same speed ratio and different rotation speeds of any of the rotating members in the gear train, The second shift speed set by shifting from the first speed,
The difference between the variable rotation speed of the predetermined rotating member during the transition from the first gear to the second gear and the variable rotation speed of the predetermined rotating member during the transition from the second gear to the third gear An automatic transmission for a vehicle, comprising: control means for controlling the friction engagement means so as to set the engagement / release pattern of the friction engagement means so that the sum becomes small.