JPH0532616B2 - - Google Patents

Description

[Detailed description of the invention]

[Industrial Field of Application] The present invention relates to a speed change control device for an automatic transmission in a vehicle such as an automobile, and in particular, a method for adjusting the balance between deceleration performance and riding comfort during deceleration by engine braking according to the driver's preference. The present invention relates to a shift control device for a vehicle automatic transmission that allows selective modification. [Prior Art] In vehicles such as automobiles equipped with an automatic transmission, the driver uses a manual shift lever to
Normally, one of the shift ranges consisting of D, S (or 2), and L ranges is selected for operation. [Problems to be Solved by the Invention] Shift ranges such as the L range and the S range are often used when an engine braking effect is required, such as when driving on a slope. When downshifting is performed at a high vehicle speed, a sufficient engine braking effect can be obtained, but on the other hand, the engine braking effect is too strong, which may cause tire noise and a large shift shock. . In order to avoid the above-mentioned problems, if the vehicle speed is changed to a low speed side especially during L range downshifting, the engine braking effect will not be too strong, but on the contrary, the engine braking effect may become insufficient. be. In view of the above-mentioned problems, the present invention provides a vehicle in which the balance between the gear shift shock and the engine braking effect can be selectively adjusted according to the driver's preference, especially during the L range engine braking where the engine braking is strongly applied. The object of the present invention is to provide a speed change control device for an automatic transmission. [Means for Solving the Problems] According to the present invention, the above-mentioned problems are solved as follows: In a shift control device for selectively achieving a plurality of gears in an automatic transmission for a vehicle, a first shift pattern in which when the vehicle is decelerated from the third gear, the gear is shifted from the third gear to the second gear where the engine brake is applied to the first gear where the engine brake is applied; A shift control device characterized in that it has a means for making it possible to select a second shift pattern in which the gear is shifted from the third gear to the first gear in which engine braking is applied by skipping the second gear. achieved. [Operations and Effects of the Invention] According to the shift control device of the present invention, when the first shift pattern is selected, the number of shifts during deceleration by the L range engine brake is 2, and the shift shock is increased accordingly. Although there are many times,
The engine brake is applied relatively early and is a gentle engine brake, whereas when the second shift pattern is selected, the number of shift shocks occurs once, but the engine brake is relatively rapid. Become. [Example] The present invention will be described in detail below with reference to the accompanying drawings. FIG. 1 schematically shows the structure of an automatic transmission for a vehicle to which the control method according to the present invention is applied. The automatic transmission 1 includes a three-element, one-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, which has a pump impeller 3, a turbine impeller 4, a stator impeller 5, and a direct coupling clutch 6, and an auxiliary transmission device. The pump impeller 3, which is an input member of the hydraulic torque converter 2, is drivingly connected to the output shaft 101 of the internal combustion engine 100, and the pump impeller 3, which is an input member of the hydraulic torque converter 2, is drive-coupled to the output shaft 101 of the internal combustion engine 100. The wheel 4 is drivingly connected to an input shaft 9 of a gear transmission 7, and an output shaft 8 of the gear transmission 7 is drivingly connected to drive wheels (not shown) of the vehicle via a differential gear. The gear transmission 7 includes an auxiliary gear transmission (first transmission) 10 and a main gear transmission (second transmission).
11 in series with each other when viewed from the power transmission path. The auxiliary gear transmission 10 is an overdrive gear transmission in a conventional 4th speed automatic transmission, and includes a sun gear 12, a ring gear 13 provided concentrically with the sun gear 12, and a ring gear 13 that is provided concentrically with the sun gear 12. A planetary pinion 14 that is located between the gear 13 and meshes with both, a carrier 15 that rotatably supports the planetary pinion 14, and a sun gear 1.
a one-way clutch (F ₀ ) 16 that prevents the carrier 15 from rotating counterclockwise relative to the transmission case; an OD clutch (Co) 17 that selectively connects the sun gear 12 and the carrier 15; The carrier ₁₅ is drivingly connected to the input shaft 9, and the OD clutch 17 and the OD brake 18 are selectively engaged to shift between two gears. It is now possible to switch to The main gear transmission 11 includes a front sun gear 20 and a rear sun gear 21 connected to each other by an intermediate shaft 19, a front ring gear 22 provided concentrically with the front sun gear 20, and a rear ring provided concentrically with the rear sun gear 21. gear 23
, a front planetary pinion 24 that is located between the front sun gear 20 and the front ring gear 22 and meshes with them, and a planetary pinion 25 that is located between the rear sun gear 21 and the rear ring gear 23 and meshes with both of them. , a front carrier 26 rotatably supporting the front planetary pinion 24, and a rear planetary pinion 25.
A rear carrier 27 rotatably supported, and a front ring gear 22, which is an input member for forward running of the main gear transmission 11, are selectively connected to the ring gear 13, which is an output member of the auxiliary gear transmission 10, in a torque transmission relationship. forward clutch (C ₁ ) 28
, a direct clutch (C ₂ ) 29 that selectively connects the intermediate shaft 19 and the ring gear 13 in a torque transmission relationship, and a shift brake (B ₁ ) that selectively fixes the intermediate shaft 19 to the transmission case. ) 30, another shift brake (B ₂ ) 31 that selectively fixes the rear carrier 27 to the transmission case, and a one-way clutch (F ₁ ) 32 that locks the rear carrier 27 from rotating counterclockwise. Front carrier 2
6 and rear ring gear 23 are drivingly connected to the output shaft 8, and the plurality of clutches and the plurality of brakes are engaged and released in a predetermined combination, thereby providing three forward speeds and one reverse speed. It is designed so that it can be changed between the following gears. The gear transmission 7 is constructed by the clutches and brakes of the auxiliary gear transmission 10 and the main gear transmission 11 being engaged and released according to the table shown below. A plurality of gears, including five forward gears including an overdrive gear and one reverse gear, are selectively achieved by the cooperative action of the main gear transmission 11 and the main gear transmission 11.

[Table] In this table, the ○ mark indicates that the relevant clutch or brake is engaged, the × mark indicates that the relevant clutch or brake is released, and the △ mark indicates that the relevant one-way clutch is engaged in internal combustion. This indicates that it is engaged (locked) during engine drive, in which the drive wheels are driven from the engine side, and released (free), during engine braking, in which the internal combustion engine is driven from the drive wheel side. In the auxiliary gear transmission 10, the OD brake 18 is released and the OD clutch 17 is engaged, so that the sun gear 1
When 2 and carrier 15 are connected, a direct gear is achieved, and in response, OD clutch 17 is released and OD brake 18 is engaged to engage sun gear 12.
When the transmission case is fixed to the transmission case, an increased speed is achieved. Secondary gear transmission 10
As is clear from the table above, when the forward clutch 28 and the direct clutch 29 are both engaged and the gear position of the main gear transmission 11 is the highest gear (direct gear), and when the forward clutch 28 and the direct clutch 29 are engaged, 28
is engaged, and when the gear stage of the main gear transmission 11 is the lowest gear gear (first gear), it is switched between the direct gear and the increasing gear, and the gear gear of the main gear transmission 11 is changed to the lowest gear gear (first gear). When it is the second gear, it is fixed to the direct gear, and as a result, in addition to the overdrive gear that is the fifth gear, the lowest gear of the main gear transmission 11 and the gear that is one higher speed ( Another gear stage is established between the conventional second gear stage), and thereby five forward speed stages are established as a whole. The direct coupling clutch 6 incorporated in the hydraulic torque converter 2, the auxiliary gear transmission 10, the clutches 17, 28, 29 of the main gear transmission 1, and the brake 1
Reference numerals 8, 30, and 31 are hydraulically operated devices that are driven by hydraulic servo devices to selectively engage and operate, and include a hydraulic control device that controls the supply and discharge of hydraulic pressure to and from the hydraulic servo device; The clutch and brake are operated according to a predetermined shift pattern according to the vehicle speed and throttle opening for each manual shift range under the control of an electronic control device including a microcomputer that instructs oil passage switching. By engaging and disengaging in the above-mentioned combination, the gear stage of the gear transmission 7 is changed and set, and the direct coupling clutch 6 is engaged and disengaged. FIG. 2 shows one embodiment of a control device for a vehicle automatic transmission used to implement the control method according to the present invention. In FIG. 2, 40 indicates a hydraulic control device, and 60 indicates an electronic control device. The hydraulic control device 40 includes an internal combustion engine 1 drivingly connected to a pump impeller 3 of a hydraulic torque converter 2.
00, a line oil pressure solenoid valve 42 that is supplied with oil pressure from the oil pump 41 and generates a line oil pressure determined according to the output state of the internal combustion engine 100 through duty ratio control, and a manual A manual shift valve 44 that is manually operated by a shift lever 43 to set a manual shift range; a direct-coupled clutch control valve 45 that engages and releases the direct-coupled clutch 6; and a direct-coupled clutch control valve that controls switching of the direct-coupled clutch control valve 45. A sub-transmission transmission valve 47 that selectively supplies hydraulic pressure to the solenoid valve 46 and either one of the OD clutch 17 and OD brake 18 of the sub-gear transmission 10 to switch the gear position of the sub-gear transmission 10.
and an auxiliary transmission solenoid valve 48 that performs switching control of the auxiliary transmission speed change valve 47, and a main gear transmission 11.
The first shift valve 49 and the second shift valve 50 that control the supply and discharge of hydraulic pressure to the first clutch 28, the direct clutch 29, and the shift brakes 30 and 31, and the switching of the first shift valve 49 and the second shift valve 60. It also includes a main transmission solenoid valve 51 that performs control. The sub-transmission speed change valve 47 is constituted by a spool valve, and is configured to switch depending on whether or not a predetermined control hydraulic pressure is supplied to its control port. This is done in an on-off manner by means of a solenoid valve 48 for the transmission. For example, when the solenoid valve 48 is energized, the control oil pressure is supplied to the control port of the auxiliary gear shift valve 47, and the shift valve is switched to a position for achieving a speed increase, thereby causing the auxiliary gear transmission 10 becomes an increasing speed, and on the other hand, when the solenoid valve 48 is not energized, the control hydraulic pressure from the control port of the auxiliary transmission speed change valve 47 is discharged, and the speed change valve changes to the direct gear. At this time, the auxiliary gear transmission 10 is set to the direct gear. The first speed change valve 49 and the second speed change valve 50 are each configured to be switched individually depending on the height of the control oil pressure supplied to the control port. first predetermined value
The second speed change valve 50 is switched depending on whether or not a control oil pressure of P ₁ is supplied, and a control oil pressure of a second predetermined value P ₂ higher than the first predetermined value P ₁ is supplied to the control port of the second transmission valve 50. It is designed to switch depending on whether it is being used or not. Main transmission solenoid valve 51
generates control hydraulic pressure to be supplied to the control ports of the first speed change valve 49 and the second speed change valve 50 by duty ratio control, and the solenoid valve receives a pulse signal of a duty ratio according to a first value _R1 . When driven by a pulse signal with a duty ratio of a second value _R2 , it generates a hydraulic pressure of a first predetermined value P1, and when driven by a pulse signal with a duty ratio of a second value _R2 , the second predetermined value is generated.
It is designed to generate hydraulic pressure of P ₂ . Incidentally, the above-mentioned transmission valve and its control device are disclosed in Utility Application No. 55-26596 (Utility Model Publication No. 58-38186) and Japanese Patent Application No. 58-38186.
This has already been proposed in No. 55-107260 (Japanese Unexamined Patent Publication No. 56-24246), and if a more detailed explanation is required, please refer to the publications of these applications. The electronic control device 60 turns on the direct coupling clutch solenoid valve 46 and the auxiliary transmission solenoid valve 18.
Outputs an off signal and activates the line hydraulic solenoid valve 4.
2 and the main transmission solenoid valve 51, a pulse signal with a predetermined duty ratio is output to the throttle opening sensor 61.
information regarding the throttle opening of the internal combustion engine 100 given by the engine, information regarding the vehicle speed given by the vehicle speed sensor 62, information regarding the selection pattern given by the pattern select switch 63, and information regarding the manual shift range given by the shift position sensor 64. The process is carried out in accordance with the flowchart shown in FIG. 3 in accordance with the information and the information regarding the operating state of the brake for braking the vehicle traveling provided by the brake switch 65. Note that the throttle opening degree is used as information representing the engine output, and this may be the amount of depression of the accelerator pedal or the torque of the engine output shaft. The speed change control routine of the flowchart shown in FIG. 3 is repeatedly executed at predetermined time intervals or at predetermined crank angles, and in the first step 1, control information is input from various sensors and switches. things are done. After step 1, proceed to step 2. In step 2, it is determined whether the manual shift range is in the L range. When it is in the L range, the process proceeds to step 3, whereas when it is not in the L range, it proceeds to step 6. In step 3, it is determined whether the shift pattern set by the pattern select switch 63 is the first pattern. If it is the first pattern, proceed to step 4, and if it is not the first pattern, proceed to step 5. In step 4, the L range first pattern as shown in FIG. 4 is selected. In the L range first pattern, the gears are switched between the first gear, the second gear, and the third gear. However, upshifting to third gear is not performed in this shift range. In step 5, the L range second pattern as shown in FIG. 5 is selected. In the L range second pattern, the gear stage is changed between the first gear stage and the third gear stage. Even in this shift range, upshifting to third gear is not performed. In step 6, it is determined whether the manual shift range is the S range. When it is in the S range, proceed to step 7;
If it is not in the microwave, proceed to step 8. In step 7, an S range pattern as shown in FIG. 6 is selected. In the S range pattern, the gears are changed between the first gear, the second gear, and the third gear, and the direct coupling clutch 6 is engaged only in the third gear. It will be done. In step 8, it is determined whether the manual shift range is the D range. If it is in the D range, the process proceeds to step 9, whereas if it is not in the D range, the process proceeds to step 12. In step 9, it is determined whether the shift pattern selected by the pattern select switch 63 is the first pattern. If it is the first pattern, the process proceeds to step 10, whereas if it is not the first pattern, the process proceeds to step 11. In step 10, the D range first pattern as shown in FIG. 7 is selected. The D range first pattern is a shift pattern that emphasizes power performance, and in this shift pattern, all of the first, second, third, fourth, and fifth gears are shifted. The gears are changed between the gears 1 and 2, and the gears are shifted through five forward gears. In the D range first pattern, the direct coupling clutch 6 is engaged in each of the third, fourth, and fifth gears. In step 11, the D range second pattern as shown in FIG. 8 is selected. This D range second pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, except for the second gear, the first gear, third gear, fourth gear, and fifth gear are The gears are switched between the four gears, and the shift control is performed using four forward gears. Also D
In the second range pattern, the direct coupling clutch 6 is engaged in each of the third, fourth, and fifth gears. 1 in D range second pattern →
3 shift up line and 3→4 shift up line and 4→
The 5 shift up line is on the lower vehicle speed side than each of the 1 → 2 shift up line, 3 → 4 shift up line, and 4 → 5 shift up line in the D range first pattern, and in the D range second pattern, the D range Upshifting is performed at a lower vehicle speed than in the first pattern, and fuel economy is improved accordingly. In step 12, it is determined whether or not the range is in the R range. Step when in R range
13, and on the other hand, when it is not in the R range, that is, N
When in range or P range, step 14
Proceed to. In step 13, the direct coupling clutch is released and the gear is switched to reverse gear. In step 14, the direct coupling clutch is released and the gear is shifted to the neutral stage. After step 3, step 6, step 7, step 10, and step 11, the process proceeds to step 15, and in step 15, the current vehicle speed V is
It is determined whether Vdown is smaller than the downshift vehicle speed Vdown to a gear position lower than the current gear position for the current throttle opening. V≦Vdown
When this is the case, it is necessary to downshift, and in this case proceed to step 16, in which V
If not ≦Vdown, proceed to step 19. In step 16, the direct coupling clutch 6 is released, and the process then proceeds to step 17. In step 17, it is determined whether a predetermined period of time has elapsed since release of the direct coupling clutch 6 was started. If the predetermined time has not elapsed since the start of disengagement of the direct coupling clutch, the process proceeds to step 23, whereas if the predetermined time has elapsed since the disengagement of the direct coupling clutch started, the process proceeds to step 18. In step 18, a downshift is performed to change the gear to a predetermined gear. In step 19, it is determined whether the current vehicle speed V is greater than the vehicle speed Vup for upshifting to a gear higher than the current gear for the current throttle opening. If V≧Vup, it is necessary to perform an upshift, and in this case, proceed to step 20. On the other hand, when V≧Vup, it is not necessary to perform a downshift or an upshift, and proceed to step 23. . In step 20, the direct coupling clutch 6 is released. Step 20 is followed by Step 21
Proceed to. In step 21, it is determined whether a predetermined period of time has elapsed since release of the direct coupling clutch 6 was started. If the predetermined time has not elapsed since the start of disengagement of the direct coupling clutch 6, the process proceeds to step 23, and on the other hand, after the predetermined time has elapsed since the disengagement of the direct coupling clutch 6 started, the process proceeds to step 22. In step 22, an upshift is performed to change the gear to a predetermined high speed gear. Note that both downshifts and upshifts are carried out after a predetermined period of time has elapsed since the start of the direct coupling clutch's release, as it takes a certain amount of time to release the direct coupling clutch, and shifting is performed when the direct coupling clutch has not fully released. This is because if a downshift or an upshift is performed, a large shift shock may occur. In step 23, it is determined whether or not the vehicle is being braked. When the vehicle is being braked, the process proceeds to step 24 so that the direct coupling clutch is released to avoid stalling of the internal combustion engine, whereas when the vehicle is not being controlled, the process proceeds to step 25. In step 24, the direct coupling clutch 6 is released. In step 25, it is determined whether the throttle valve is fully closed, that is, at the idle opening position. When the throttle valve is fully closed, the process proceeds to step 24 to release the direct coupling clutch 6 in order to reduce idling vibration and shock when starting the vehicle.
If the throttle valve is not fully closed, proceed to step 26. In step 26, it is determined whether the current vehicle speed is smaller than the direct coupling clutch release vehicle speed Vroff at the current gear position. When V≦Vroff, the process proceeds to step 24, whereas when V≦Vroff does not hold, the process proceeds to step 27. In step 27, it is determined whether the current vehicle speed is greater than the direct coupling clutch engagement vehicle speed Vron at the current gear position. When V≧Vron, the process proceeds to step 28, whereas when V≧ron does not hold, the process is reset. In step 28, it is determined whether a predetermined time has elapsed after the shift. If the predetermined time has not elapsed after the shift, the step will be reset, whereas if the predetermined time has elapsed after the shift, the step will be reset.
Proceed to 29. In step 29, the direct coupling clutch 6 is engaged. The speed change control method according to the present invention operates by switching the auxiliary gear transmission 10 between the direct gear stage and the increasing gear stage in the L range or the S range, such as the L range first pattern and the S range pattern as shown in FIG. A second gear is obtained between the first gear and the third gear, and deceleration operation by engine braking is performed under many gears for good drivability. There is. The second L range pattern as shown in FIG. 5 is a second speed in which the main gear transmission 11 is set to the lowest speed and the auxiliary gear transmission 10 is set to the increasing speed. This is a shift pattern that is equivalent to the L range shift pattern in conventional general automatic transmissions that do not use gears, and when the vehicle speed decreases beyond a predetermined value _V1 , the first gear is suddenly shifted from the third gear. is downshifted to. On the other hand, in the L range first pattern as shown in FIG. 4, when the vehicle speed decreases beyond a predetermined value _V2 which is higher than the predetermined value _V1 , the downshift to the second gear is first performed. done, and a predetermined value V ₁
When the vehicle speed decreases beyond a lower predetermined value _V3 , the next gear is downshifted to the first gear. By performing the downshift in two stages according to the vehicle speed in this manner, an appropriate engine braking effect can be obtained in each vehicle speed range without causing tire noise or large shift shocks. Incidentally, the upshift to the second speed in the L range first pattern shown in FIG. 4 and the upshift to the third speed in the L range second pattern shown in FIG. This is done to prevent In addition, since the second gear is established in the S range, a large number of gears can be obtained during deceleration driving in the S range as well as in the L range, and appropriate engine braking is achieved in each vehicle speed range. effect will be obtained. Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto, and various embodiments are possible within the scope of the present invention. It will be clear to those skilled in the art.

[Brief explanation of the drawing]

FIG. 1 is a schematic configuration diagram showing one embodiment of an automatic transmission for a vehicle used to implement the speed change control method according to the present invention, and FIG. 2 is a hydraulic control diagram used to implement the speed change control method according to the present invention. A schematic configuration diagram showing one embodiment of the device and an electronic control device, FIG. 3 is a flow chart showing an example of the implementation procedure of the speed change control method for an automatic transmission for a vehicle according to the present invention, and FIG.
Shift diagram showing an example of the first range pattern, No. 5
The figure is a shift diagram showing an example of the L range second pattern, FIG. 6 is a shift diagram showing an example of the S range pattern, FIG. 7 is a shift diagram showing an example of the D range first pattern, and FIG. FIG. 2 is a shift diagram showing an example of the second pattern of the D range. DESCRIPTION OF SYMBOLS 1...Automatic transmission for vehicles, 2...Hydraulic torque converter, 3...Pump impeller, 4...Turbine impeller, 5...Stator impeller, 6...Direct coupling clutch, 7...Gear transmission , 8...output shaft, 9
...Input shaft, 10...Sub-gear transmission, 11...
Main gear transmission, 12... Sun gear, 13... Ring gear, 14... Planetary pinion, 15...
...Carrier, 16...One-way clutch, 17
...OD clutch, 18...OD brake, 19
...Intermediate shaft, 20...Front sun gear, 21...
...Rear sun gear, 22...Front ring gear,
23... Rear ring gear, 24... Front planetary pinion, 25... Rear planetary pinion, 26... Front carrier, 27... Rear carrier, 28... Forward clutch, 29...
Direct clutch, 30, 31...Shift brake, 32...One-way clutch, 40...
Hydraulic control device, 41...Oil pump, 42...
Line hydraulic solenoid valve, 43...Manual shift lever, 44...Manual shift valve, 4
5... Direct coupling clutch control valve, 46... Solenoid valve for direct coupling clutch, 47... Speed change valve for auxiliary transmission,
48... Solenoid valve for sub-transmission, 49... First shift valve, 50... Second shift valve, 51... Solenoid valve for main transmission, 60... Electronic control device, 61
...Throttle opening sensor, 62...Vehicle speed sensor, 63...Pattern select switch, 64...
...Shift position sensor, 65...Brake switch, 100...Internal combustion engine, 101...Output shaft.

Claims (1)

[Claims] 1. In a shift control device for selectively achieving a plurality of gears in an automatic transmission for a vehicle, when the vehicle is decelerated from the third gear in the L range, The first shift pattern involves shifting from third gear to second gear, where engine braking is applied, and then to first gear, where engine braking is applied, and engine braking is applied from third gear to skipping second gear. 1. A speed change control device comprising means for making it possible to select a second speed change pattern in which a first speed is applied.