JPH03181671A - Automatic transmission for vehicle - Google Patents

Abstract

PURPOSE:To reduce a transmission shock by selecting an engaging/releasing pattern to reduce the total variable rotational frequency in consideration of not only a speed change to a gear change step but also to the other gear change step, when a specific gear change step is set. CONSTITUTION:An automatic transmission which consists of the first to the third epicyclic gear mechanisms 1 to 3 achives the forward 5 speeds and the backward one speed by the selective engaging and releasing of clutches K1 to K5, and brakes B1 to B4. In this case, a control unit E selects the engaging/ releasing pattern of a friction engaging means for setting, the gear change step so as to reduce the total variable rotational frequency in consideration of not only the variable rotational frequency of some rotary member in the speed change to a gear change step, but also the variable rotational frequency of the rotary member from the gear change step to the other gear change step. In such a way, the speed change shock can be reduced, and the durability can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application This invention relates to an automatic transmission for a vehicle that has a plurality of combinations of engagement and release of friction engagement means such as clutch means and brake means for setting a predetermined gear stage. It's about machines.

Conventional automatic transmissions for vehicles generally use multiple sets of planetary gear mechanisms to connect predetermined rotating members such as sun gears, ring gears, or carriers, and to The rotary member is selectively connected to the input shaft via a clutch means, and one of the other rotary members is selectively fixed by a brake means, and the output shaft is further connected to the other rotary member. In this type of automatic transmission, the number of gear stages can be set depending on the number of planetary gear mechanisms used, the way each rotating member is connected, or the number and installation method of friction engagement means such as clutch means and brake means. Gear ratio at each gear stage,
Alternatively, the number of rotations of the rotating member, the load torque, etc. vary, and there are an extremely large number of possible configurations in principle. Even if it is configurable in principle, not all of them can be put to practical use, but practical aspects such as being easy to manufacture, being small and lightweight, having excellent speed change controllability, and being excellent in durability are important. It is by no means easy to create something that satisfies the demands of the world. For example, even if an automatic transmission uses three sets of planetary gear mechanisms to set five forward gears and an upper reverse gear, it is important to know how the frictional engagement means such as clutches are arranged, and the gears of each planetary gear mechanism. Depending on how the gear ratio (the ratio of the number of teeth between the sun gear and the ring gear) is taken, the gear ratio in reverse gear may become too large, and in such automatic transmissions, it is necessary to increase the capacity of the friction engagement means. There is also a problem that the durability of the frictional engagement means, bearings, etc. is impaired. To solve these problems, for example, Japanese Patent Laid-Open No. 60-57036 proposes an automatic transmission configured such that the gear ratio in reverse gear is close to the gear ratio in first forward gear. .

To briefly explain the structure of the automatic transmission according to this proposal, it is mainly composed of three sets of single pinion type planetary gear mechanisms, including a sun gear of the first planetary gear mechanism and a sun gear of the second planetary gear mechanism. The sun gear of the first planetary gear mechanism is connected permanently or selectively, the sun gear of the first planetary gear mechanism and the carrier of the second planetary gear mechanism are connected via a clutch as necessary, and the ring gear of the second planetary gear mechanism The ring gears of the third planetary gear mechanism are connected, the carrier of the first planetary gear mechanism is connected to these ring gears, and the carrier of the second planetary gear mechanism and the sun gear of the third planetary gear mechanism are connected via a clutch. are connected. 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. The braking means for stopping the rotation includes a brake that fixes the sun gear of the first planetary gear mechanism and a sun gear of the second planetary gear mechanism that are connected to each other, and a brake that fixes the sun gear of the third planetary gear mechanism. ing. This Japanese Patent Publication No. 60-57036
In the automatic transmission according to the above issue, in the first forward speed, the third
By engaging the brake for fixing the sun gear of the planetary gear mechanism and at the same time engaging the clutch that connects the carrier of the second planetary gear mechanism to the sun gear, the second planetary gear mechanism can be fixed.
The carrier of the planetary gear mechanism is prevented from rotating, and the carrier of the second planetary gear mechanism is similarly fixed in the reverse gear.

The gear ratios of the first forward gear and the reverse gear have similar values.

In addition, in the above-mentioned Japanese Patent Application Laid-open No. 60-57036, the second
The skeleton diagram shows a configuration in which a one-way clutch is interposed between the carrier and the case of a planetary gear mechanism, and a corresponding operation table is also shown, as well as an explanation of the gears that can be set. Therefore, in a configuration in which the one-way clutch is additionally installed, each gear stage is considered to be set in the same way as the other examples shown in the publication.

Problems to be Solved by the Invention In the conventional automatic transmission described above, the main gears are five forward gears and one reverse gear, and 2.5th gear and 3.5th gear are added to this, resulting in a total of 7 forward gears. Although it is possible to set one reverse gear, there is only one type of clutch and brake engagement/release combination to set each gear, and for this reason, the conventional automatic transmission described above is In airplanes, there is a risk that the shift shock may become worse, or that complex control may be required to prevent the shift shock from worsening. In other words, in the conventional automatic transmission described above, each gear has one type of combination of engagement and release of the frictional engagement means to set each gear. When shifting gears, there are cases where the amount of rotational fluctuation of one of the rotating members becomes large, and this cannot be avoided, resulting in an increase in the moment of inertia associated with shifting. This has the disadvantage that sudden fluctuations in output torque occur, resulting in a large shift shock.

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

Means for Solving the Problems In order to achieve the above object, the present invention provides a plurality of frictional engagement means and a plurality of gear ratios different from each other depending on the engagement/disengagement state of these frictional engagement means. It has a gear train set to a gear position, and the combination pattern of engagement and disengagement of the frictional engagement means for setting a predetermined gear position is such that the gear ratio is the same and any of the rotating members in the gear train In automatic transmissions of which there are multiple types with different rotational speeds, a second gear set by shifting from a first gear is set by a predetermined rotating member between the first gear and the second gear. The engagement/disengagement pattern of the frictional engagement means is set such that the sum of the varying rotational speed of the predetermined rotating member and the varying rotational speed of the predetermined rotating member during the transition from the second gear to the third gear is small. It is characterized by comprising a control means for controlling the frictional engagement means.

Function: The automatic transmission according to the present invention has a plurality of engagement/disengagement patterns of the frictional engagement means for setting a predetermined gear stage, and furthermore, one of these patterns is different from the other patterns. In this case, even if the obtained speed change ratio is the same, the rotational speed of one of the rotating members in the gear train is different.

Each gear is set by an engagement/disengagement pattern selected and executed by the control means, but the second gear which is set after being shifted from a predetermined first gear is different from the first gear. Not only the fluctuation rotational speed of a predetermined rotating member from the second gear position to this second gear position, but also
The engaging/disengaging pattern is set such that the value added to the varying rotational speed of the predetermined rotating member when the gear is shifted to the gear position is small. As a result, in the present invention, fluctuations in the rotational speed of the rotating member during a relatively quick gear change, such as a shift from first gear to third gear, are reduced, so that the fluctuations in the rotational speed of the rotating member are reduced, which should be absorbed during the gear change. The inertial kinetic energy is small, which is advantageous in reducing shift shock.

Embodiments Next, embodiments of the present invention will be described in detail based on the drawings.

In the example shown in the drawing, the gear train is composed of three sets of single pinion type planetary gear mechanisms 1, 2.3 as main components, and each element in each of these planetary gear mechanisms 1, 2.3 is as follows. It is connected and structured as follows. That is, the first
The carrier IC of the planetary gear mechanism 1 and the ring gear 3R of the third planetary gear mechanism 3 are connected to rotate together, and the ring gear 2R of the second planetary gear mechanism 2 and the carrier 3C of the third planetary gear mechanism 3 are connected so that they rotate together. Further, the sun gear IS 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 2, and the second planetary gear mechanism 2 is connected to the fourth clutch means via 4. sun gear 2S
and further connected to the carrier 2C of the second planetary gear mechanism 2.
is connected to the sun gear 3S of the third planetary gear mechanism 3 via a fifth clutch means 5.

Note that as a connection structure for each of the above-mentioned elements, a connection structure used in general automatic transmissions such as a hollow shaft, a solid shaft, or an appropriate connecting drum can be used.

The input shaft 4 is connected to an engine (not shown) via a power transmission means (not shown) such as a torque converter or a fluid coupling, and the input shaft 4 and the ring gear IR of the first planetary gear mechanism 1 are connected to each other. In between, there is a first
A clutch means 1 is provided, and a third clutch means 3 is provided between the input shaft 4 and the sun gear 1S of the first planetary gear mechanism 1 to selectively connect the two.

Of the first to fifth clutch means Kl, to 5, the fourth clutch means 4 is constituted by a one-way clutch 20 and a multi-disc clutch 22 which are in a parallel relationship with each other, and the other clutch means The means is constituted by a multi-disc clutch. In addition, in practical use, since there are restrictions on the arrangement of each component, each clutch means Kl has 2.
3. Of course, a suitable intermediate member such as a connecting drum may be interposed as a connecting member for 4 and 5.

Further, as a brake means for preventing the rotation of the rotating members in the above-mentioned planetary gear mechanism 1.2.3, a first brake means Bl for selectively preventing rotation of the sun gear 3S of the third planetary gear mechanism 3, and a second A second brake means B2 that selectively blocks the rotation of the carrier 2C of the gear mechanism 2, a third brake means B3 that selectively blocks the rotation of the sun gear 2S of the second planetary gear mechanism 2, and a first planetary gear mechanism. 4th brake means B4 for selectively blocking rotation of sun gear IS 1;
and is provided. The first of these braking means
The brake means B1 is a sun gear 3 of the third planetary gear mechanism 3.
A one-way clutch 40 provided between S and a transmission case (hereinafter simply referred to as a case) 6, and a band brake 4 in parallel with this one-way clutch 40.
2, and the second brake means B
2 is a multi-disc brake, and a 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 Bl, B2°B3. B4 and these brake means Bl, B2°B3. Of course, an appropriate connecting member can be interposed between each element to be fixed by B4 or between the case 6 and the case 6.

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

The automatic transmission with the configuration shown in FIG. 1 has five forward speeds and one reverse speed as the main gears, and between the second forward speed and the third forward speed there are so-called 2.2 speed and 2.2 speed. 10 forward speeds and 1 reverse speed with the addition of 5th speed and 2.7th speed, and the so-called 3.2nd speed and 3.5th speed between the 3rd and 4th forward speeds.
In principle, it is possible to set the gears of 2.2nd, 2.7th, 3.2nd, and 3.5th.
For other gears other than the above gears, there are multiple combinations of engagement and release (so-called engagement and release patterns) of the clutch means and brake means to set the gear, and these can be shown as an operation table. As shown in Table 1. Table 2 also shows the number of revolutions of the rotating members in each planetary gear mechanism 1.2.3 at each gear stage. In addition, in Table 1, ○
The mark indicates engagement, the blank indicates release,
In addition, the * mark indicates that it may be engaged, and furthermore, this * mark indicates that it may be engaged.
The marks indicate those that do not cause a change in the gear ratio or rotational state even if they are released, such as the fifth clutch means 5 in the first gear or the first brake means B1, and those that do not cause a change in the gear ratio or rotational state when released, such as the fifth clutch means 5 in the first gear or the first brake means B1 in the pattern in column b in the fourth gear.
Brake means Bl, when released, does not change the gear ratio but changes the rotational state, and the fourth clutch means in the pattern of column b of 2nd speed is 4 or the third brake means B3.
This includes cases where the gear ratio and rotational state do not change even if the other means marked with an asterisk (*) are engaged and released. In addition, in Tables 1 and 2, the columns marked with a, b, c, etc. for 2nd, 3rd, 4th, 5th, and reverse gears indicate the gears in question. Among the engagement/release patterns for the purpose of
The symbols ■, ■, . . . represent the types of engagement/disengagement patterns even though the rotational speeds of the rotating elements of the planetary gear mechanism do not differ.

(This page, blank space below) Table 1 Table 1 shows the gears that can be set in principle.
In practical use, the gears that are superior in terms of power performance and acceleration must be selected and set from among these gears, and specifically, the gear ratio should be close to a geometric series. The related gear will be selected as the main gear,
Further, as the engagement/disengagement pattern for setting each gear stage, one that is advantageous in terms of shift controllability, durability, etc. is selected from among those listed in Table (2). Further, in the example shown in FIG. 1, each of the fourth clutch means 4 and the first brake means B1 is connected to the one-way clutch 20
．． 40, the fourth clutch means has a
If the relative rotation direction of the sun gear 1S of the first planetary gear mechanism 1 and the sun gear 2S of the second planetary gear mechanism 2 is in the direction in which the one-way clutch 20 is engaged, the one-way clutch is normally engaged. 20, the multi-disc clutch 22 is engaged when engine braking is required, and if the relative rotational direction of the two sun gears Is and 2S is the direction in which the one-way clutch 20 is disengaged, ;The multi-disc clutch 22 is engaged and the fourth clutch means 4 is engaged. Also, the first brake means B! Similarly, if the rotational 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 and the first brake means Bl is engaged. state, and when engine braking is required, the multi-plate brake 42 is engaged, and on the contrary, the third planetary gear mechanism 3 is engaged.
If the rotational direction of the sun gear 3S is the direction in which the one-way clutch 40 is released, the multi-disc brake 42 is engaged and the first
The brake means B1 is brought into engagement.

In the automatic transmission shown in Fig. 1, the setting of each gear stage shown in Table 1 is made according to the engine load represented by the throttle opening and the vehicle speed, as in conventional automatic transmissions. As a control means, a hydraulic control device C supplies and discharges hydraulic pressure to engage and release each of the clutch means and brake means, and input data such as vehicle speed V, throttle opening θ, or cooling water temperature. An electronic control unit (ECU) E is provided which outputs an electrical instruction signal to the hydraulic delamination control unit [C] based on the hydraulic delamination control [C].

In the automatic transmission shown in FIG. 1, when setting each gear, the engagement/disengagement pattern of the clutch means and brake means for setting each gear is also selected. The determination is made using the rotational speed of the rotating members constituting the gear train, ie, the sun gears of each planetary gear mechanism 1, 2, 3, as a criterion.

As an example, to specifically explain the case where a stepwise shift is performed from the first speed to the third speed, the first forward speed is achieved by using the fourth and fifth clutch means Kl in addition to the first clutch means Kl. ．． 5, the first and second brake means Bl, B2
If the second speed is set by engaging at least three of the four frictional engagement means, and if the second speed is set according to the pattern in column a of Table 1, then in addition to the first clutch means Kl, the second clutch 2 for the means, 5 for the fifth clutch means, the first brake means Bl, the second brake means B2, the fourth brake means B4
Since at least three of the five frictional engagement means or the first brake means B1 and the fourth brake means B4 are engaged, the difference between the first speed and the second speed is Shifting can be carried out, for example, by setting the first working speed according to the pattern (■) in Table 1, and in this state, by engaging the second clutch means 2 and disengaging the fourth clutch means 4, the second speed is changed. This can be achieved by switching between the engaged and disengaged states of the two frictional engagement means, as in the case of shifting according to the pattern (■) in column a of Table 1. Further, even if the second speed is set according to the pattern in column b of Table 1, the pattern in column b requires that in addition to 1 for the first clutch means, 4 for the fourth clutch means, 4 for the first brake means DI, Since this is a pattern in which three frictional engagement means of the third brake means B3 are engaged, or two frictional engagement means of the first brake means Bl and the fourth brake means B4 are engaged, for example, the first speed is Set according to the pattern of ■, and in that state, the second brake means B
2 and engage the third brake means B3, the number of frictional engagement means to be switched between engagement and disengagement will be three, so that the second speed is set in the pattern of ■ in column b. Shifting can be performed without having to perform two or more so-called simultaneous shifting (or multiple shifting). That is, the first
Even if the second speed is set to either pattern in column a or pattern in column b, the shift can be performed without simultaneous gear shifting. . In other words, both the pattern in column a and the pattern in column b can be adopted as the engagement/release pattern of the frictional engagement means for setting the second speed.

On the other hand, when considering the shift between 2nd speed and 3rd speed, simultaneous shifting occurs regardless of which pattern the 3rd speed is set in column a, column b, column C, or column d. However, if 2nd gear is set in the pattern in column a and 3rd gear is set in column a, or if 2nd gear is set in the pattern in column b and 3rd gear is set in column a, Column b or C
As is known from Table 2, unless the pattern is set in the column, the variable rotational speed of one of the rotating members will exceed "1". Therefore, for shifting between 2nd and 3rd speeds, if 2nd speed is set according to the pattern in column a, 3rd speed is set according to the pattern in column a, and 2nd speed is set according to the pattern in column b. When setting by pattern, it is practical to set the third speed by the pattern in column b or the pattern in column C.

Therefore, the engagement/disengagement pattern that can be practically adopted during a stepwise shift from 1st to 3rd gear is
The codes listed in the table are as follows.

15l-2nd: a-3rd: al sl -2nd: b-3rd: blsl
-2nd 2nd b-3rd: c 1st-2nd: a-2Ild: b-3rd: c
Note that the fourth shift procedure means that the engagement/disengagement pattern is changed in the second speed state.

By the way, if we consider the varying rotational speed of the rotating members in the four types of shift procedures mentioned above, we can see that the shift between the first and second gears (lsl-2nd
As can be seen from Table 2, the rotating member with the largest variable rotational speed in case a) is the sun gear 2S of the second planetary gear mechanism 2, and its value is "0.43". Also, when setting the second speed using the pattern in column b (lsj-2ad
:b) Since the rotation speed of the sun gear 2S in the second planetary gear mechanism 2 changes from -0.78° to "0.00", the varying rotation speed becomes 10.78@. Therefore, with regard to shifting between 1st and 2nd gears, setting 2nd gear in either the pattern in column a or the pattern in column b will not result in so-called simultaneous shifting, but only from the point of view of the varying rotation speed. Therefore, it can be said that it is preferable to set the second speed according to the pattern in column a.

On the other hand, when shifting between 2nd and 3rd speeds, the 2nd
If the speed is set according to the pattern in column a and the third speed is set according to the pattern in column a (2nd: a-3+d: a), the second
The variable rotation speed of the sun gear 2S of the planetary gear mechanism 2 is the largest, and its value is "0.55", and the second and third speeds are each set according to the pattern in column b (2nd:
b-3+d: If b) is performed, no change occurs in the rotational speed of the sun gear 2S of the second planetary gear mechanism 2. Furthermore, 2nd gear b
If the setting is made according to the pattern in column C and the third speed is set according to the pattern in column C (2nd: b 3td: C), the variable rotation speed of sun gear 2S of second planetary gear mechanism 2 will be "1.00".
”. Then, after setting 2nd gear using the pattern in column a, change to the pattern in column b, and then set 3rd gear to C.
Set according to the pattern in the column (2nd: a-2nd: b-3
rd:C), the sun gear 2 of the second planetary gear mechanism 2
Since the rotation speed of S changes from "-1.21 degrees" to "0.01" and then to "1.00", the overall fluctuating rotation speed becomes "2.21". In other words, when shifting between 2nd and 3rd speeds, a shift in which 2nd speed is set in the pattern in column a and 3rd speed is set in the pattern in column b is as follows.
This is preferable because the fluctuating rotational speed of the sun gear 2S of the planetary gear mechanism 2 becomes small.

Therefore, in the case of a stepwise shift from 1st to 3rd gear, the four types of shift procedures described above are preferable in terms of shift controllability. : b -3rd: If the shift procedure is b, the second
The variable rotation speed of the sun gear 2S of the planetary gear mechanism 2 is "0.7".
8'', and the varying rotational speed between 2nd and 3rd speeds is 0, OOo, the sum of which is 0.78, and there is nothing that exceeds this. The speed change procedure results in large rotational speed fluctuations. That is, the first shift procedure (lsl-2Ild: a-3r
d: In the case of a), the total variable rotation speed of the sun gear 2S of the second planetary gear mechanism 2 is "0.98", and the third shift procedure (lsl-2nd: b-3rd: c)
In this case, the total rotating speed of the sun gear 2S of the second planetary gear mechanism 2 is "1.78", and furthermore, in the case of the fourth shift procedure (1st-2nd: a-2nd: b-3
rd: c) includes the sun gear 2S of the second planetary gear mechanism 2.
The total rotating speed is 2.64@.

As mentioned above, when shifting from a predetermined gear to another gear, the engagement/disengagement pattern is selected based on the shift controllability only between the two gears and the varying rotational speed of one of the rotating members. If the setting is made as follows, the overall fluctuating rotational speed of any rotating member may become large when shifting from the gear position of the function to another gear position. For example, when setting the second speed,
Select an engagement/disengagement pattern that minimizes the sum of fluctuating rotational speeds and does not cause simultaneous gear changes, including not only the shift from 2nd to 2nd gear, but also the shift from 2nd to 3rd gear. and set. The control is performed by the electronic control unit E and the hydraulic control device C appropriately engaging or disengaging each of the frictional engagement means.

The above explanation is for the case of shifting from 1st speed to 3rd speed, but in the case of shifting from 2nd speed to 4th speed, etc., the total fluctuating rotation of the predetermined rotating member is similar to the above case. The engagement/disengagement pattern of the frictional engagement means is selected and set based on the number of frictional engagement means and the number of frictional engagement means to be switched. In the case of so-called jump shifting, the engagement/disengagement pattern of the frictional engagement means is similarly selected based on the total fluctuating rotational speed of a predetermined rotating member and the number of frictional engagement means to be switched. and is set. This type of shift control is a control that predicts the gear that will be set in the future, but the prediction of the gear that will be set in the future is
For example, this can be done using data obtained by statistically determining the shift pattern used in current automatic transmissions, or the so-called shift pattern can be determined by storing and analyzing the gears that are set during driving. This is possible by performing learning control.

Further, the present invention is not limited to the configuration shown in FIG. 1 above,
The invention can also be applied to automatic transmissions with other configurations, an example of which is shown in FIG. The configuration shown here is a modification of the configuration shown in FIG. 1 described above, in which the connections between the rotating members constituting the gear train are partially changed. That is, first to third planetary gear mechanisms 1.2.3, which are single pinion type planetary gear mechanisms, are arranged on the same wheel line between the input shaft 4 and the output shaft 5, which are 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 and 3R. The clutch means includes a first clutch means 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 ■, and a carrier 2C of the second planetary gear mechanism 2. 2 for the second clutch means that connects the input shaft 4 and the ring gear IR of the first planetary gear mechanism 1, 3 for the third clutch means that connects the input shaft 4 and the ring gear IR of the first planetary gear mechanism 1, and 3 for the third clutch means that connects the input shaft 4 and the ring gear IR of the first planetary gear mechanism 1.
4, the fourth clutch means connecting the sun gear IS of the second planetary gear mechanism 2 and the sun gear 2S of the second planetary gear mechanism 2.
A fifth clutch means 5 for connecting the carrier 2C and the sun gear 3S of the third planetary gear mechanism 3 is provided, respectively. The brake means include a first brake means Bl that fixes the sun gear 3S of the third planetary gear mechanism 3, a second brake means B2 that fixes the carrier 2C of the second planetary gear mechanism 2, and a sun gear of the second planetary gear mechanism 2. A third brake means B3 for fixing the sun gear 2S, and a fourth brake means B4 for fixing the sun gear 1S of the first planetary gear mechanism 1 are provided, respectively.

The output shaft 5 is connected to the carrier 3C of the third planetary gear mechanism 3.

Even with an automatic transmission having the configuration shown in FIG. 2, it is theoretically possible to set 10 forward gears and 1 reverse gear.
The operation table is shown in Table 3, and the number of rotations of each rotating member (
The number of revolutions when the number of revolutions of the input shaft 4 is set to "1" is the fourth
Shown in the table. The gear ratio of each planetary gear mechanism 1, 2.3 is ρ1=0.4501ρ2=0.569, ρ3=0
．． It is 405.

(This page, blank spaces below) Table 4 Table As is clear from these tables, in the configuration shown in Figure 2, multiple types of engagements with different rotational speeds of rotating members are used in the second forward speed and the third forward speed. Therefore, even in the automatic transmission shown in Fig. 2, when setting 2nd or 3rd gear, these gears are used for shifting from other gears to that gear. The engagement/disengagement pattern of the friction engagement means is selected in consideration of the varying rotational speed and shift controllability when shifting from that gear to another gear. and is set. The control is performed by, for example, an electronic control unit and a hydraulic control device, as in the example shown in FIG.

Incidentally, in FIG. 2, each friction engagement means is shown as a symbol of a multi-plate structure, but similarly to the configuration shown in FIG. It can be done.

Furthermore, although each of the above-mentioned embodiments is an example in which a gear train is constructed using three sets of single pinion type planetary gear mechanisms, the present invention can also be applied to an automatic transmission in which a gear train is constructed using a double pinion type planetary gear mechanism. Can be applied and also the first
It can also be applied to an automatic transmission constructed by adding a frictional engagement means to the structure shown in FIG. Already filed patent application No. 1-185151, patent application No. 1
-185152, Japanese Patent Application No. 1-186991, Japanese Patent Application No. 1-186992, Japanese Patent Application No. 1-205478, Japanese Patent Application No. 1-280957, etc. The present invention can be applied to an automatic transmission that has a plurality of types of engagement/disengagement patterns for setting any gear stage.

Effects of the Invention As is clear from the above explanation, in the automatic transmission of the present invention, when setting a predetermined gear, not only the varying rotational speed of any rotating member when shifting to that gear, but also , an engagement/disengagement pattern of the frictional engagement means that sets the gear position so that the total fluctuating rotational speed is small, taking into consideration the fluctuating rotational speed of the rotating member when shifting from that gear position to another gear position. is selected and the gear shift is executed, the rotational speed fluctuation during the entire gear shifting process is reduced, which is advantageous in reducing shift shock, and it is also possible to improve the durability of the frictional engagement means.

[Brief explanation of drawings]

Figure 1 is a skeleton diagram showing one embodiment of this invention, Figure 2 is a skeleton diagram showing an embodiment of the present invention.
The figure is a skeleton diagram showing a gear train according to another embodiment of the present invention. 1.2.3...Planetary gear mechanism, IS, 2S, 3S・
...Sun gear, IC, 2C, 3C...Carrier,
IR, 2R, 3R...Ring gear, 4...Input shaft, 5...Output shaft, C...Hydraulic control device, E...
・Electronic control unit.

Claims (1)

[Claims] It has a plurality of frictional engagement means and a gear train that is set to a plurality of gears having different gear ratios depending on the engagement/disengagement state of these frictional engagement means, and sets a predetermined gear. In an automatic transmission in which there are multiple types of combination patterns of engagement and disengagement of the friction engagement means, the gear ratio is the same but the rotation speed of one of the rotating members in the gear train is different. The second gear set is determined by the fluctuation rotational speed of a predetermined rotating member during the transition from the first gear to the second gear, and the fluctuation rotation speed of the predetermined rotating member during the transition from the second gear to the third gear. A vehicle characterized by comprising a control means for controlling the frictional engagement means to set an engagement/disengagement pattern of the frictional engagement means such that the total sum with the fluctuating rotational speed of the predetermined rotating member becomes small. automatic transmission.