JPS61124760A - Speed change control of automatic transmission for car - Google Patents

Abstract

PURPOSE:To permit the speed change control attaching importance onto the power faculty and traveling performance by carrying-out speed change control between a plurality of speed change stages and obtaining a large driving power, when the auxiliary load is over a prescribed value. CONSTITUTION:In step 6, it is judged if the auxiliary load W is larger than a prescribed value WSset or not. If W>=WSet, step 7 is executed, and if W>=WSet is not established, Step 8 is executed. In step 8, the S-range E-pattern is selected. The S-range E-pattern is the speed change pattern attaching importance onto the fuel economic efficiency, and the second speed stage is not achieved, and the switching of the speed change stages is carried-out between two speed change stages of the first speed stage and the third speed stage, and the engagement of a direct connection clutch is carried-out only at the third speed stage, and the speed change control attaching importance onto power faculty and traveling performance is carried-out.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a shift control method for an automatic transmission used in a vehicle such as an automobile, and more particularly to a shift control method for an automatic transmission of a variable gear speed type.

BACKGROUND OF THE INVENTION Automatic transmissions used in vehicles such as automobiles generally include a hydraulic torque converter and a gear-type transmission device that switches between a plurality of gear stages, and changes the transmission speed according to engine output and vehicle speed. The gear position of the transmission device is automatically controlled to switch according to predetermined shift control characteristics.

Problems to be Solved by the Invention The shift points of automatic transmissions are determined by considering power performance and fuel economy, but the optimum characteristics of automatic transmissions are determined by supplements such as alternators and cooler compressors driven by internal combustion engines. It changes in response to changes in machine load, and therefore the shift point is uniquely determined regardless of changes in auxiliary machine load.
In particular, the shift 11Jtll with good characteristics from the viewpoint of power performance and running performance may not be performed.

As a new automatic transmission for vehicles, there is provided a first shift pattern and an engine that performs shift control between at least three gears of a transmission device according to shift control characteristics predetermined according to I/I output speed. A second gear shift control device that performs gear change control between at least one of the at least three gear stages of the transmission, which does not include an intermediate gear stage, according to a shift control characteristic that is predetermined according to the output and the vehicle speed. Japanese Patent Application No. 59-176299 discloses an automatic vehicular transmission which has two shift patterns and performs shift and control according to one of the two shift patterns.

The automatic transmission for vehicles shown in Japanese Patent Application No. 59-176299 is a type of automatic transmission for vehicles in which the number of gears is changed, and the present invention provides an automatic transmission for vehicles using this type of automatic transmission for vehicles. It is an object of the present invention to provide a shift control method that performs appropriate shift control from the viewpoint of power performance, driving performance, and fuel economy in response to changes in load.

Means for Solving the Problems The shift control method for an automatic transmission for a vehicle according to the present invention uses a transmission device that switches between at least three gear stages, and when the auxiliary load is equal to or higher than a predetermined value, the output is set to 11gQ. Shift control is performed between all of the at least three gears according to a shift control characteristic predetermined according to the vehicle speed, and when the auxiliary equipment load is below a predetermined value, the shift control characteristic is predetermined according to the engine output and the vehicle speed. The gear change control method is characterized in that the gear shift IIJIl is performed between the gears not including at least one intermediate gear of the at least three gears' according to the gear shift control characteristics There is.

The transmission used to implement the speed change control method for an automatic transmission for vehicles of the present invention includes a first transmission that switches between two gears, and a second transmission that switches between at least two gears. transmission, and when the auxiliary equipment load exceeds a predetermined value, the first transmission is connected to the first transmission in at least two N gears of the second transmission. The shift control is performed between at least four gears by switching between the gears, and when the auxiliary equipment load is below a predetermined value, the (N-1> gears of the second transmission are controlled). switching the first transmission between two gears to perform gear change control between at least three gears not including at least one intermediate gear of the at least four gears; It has become.

Another feature of the automatic transmission shift control method according to the present invention is that when the auxiliary load is above a predetermined value, the upshift is performed at a higher vehicle speed than when the auxiliary load is below the predetermined value. It is said that

Effects and Effects of the Invention According to the speed change control method according to the present invention, when the auxiliary equipment load is at least a predetermined value, a plurality of gears including a large number of intermediate gears are changed when the auxiliary equipment load is at least a predetermined value. In between, shift control is performed to obtain a large driving force, and shift control is performed with emphasis on power performance and driving performance.On the other hand, when the auxiliary load is below a predetermined value, many intermediate gears are not included. Shift control is performed with emphasis on fuel economy.

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in detail by way of embodiments 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 Ia1 includes a three-element, one-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, which has a pump blade 1!3, a turbine impeller 4, a stator impeller 5, and a direct coupling clutch 6, and an auxiliary transmission device. The pump blade I3, 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 turbine impeller, which is an output member of the hydraulic torque converter 2, is connected to the output shaft 101 of the internal combustion engine 100. 4 is gear transmission! The output shaft 8 of the self-weight shifting @W17 is drive-coupled to the input shaft 9 of the vehicle t7, and the output shaft 8 of the self-weight shifting @W17 is drive-coupled to the drive wheels (not shown) of the vehicle via a differential gear.

The gear transmission 7 has an auxiliary gear transmission +IIO and a main gear transmission 11 in series with each other.

The am gear transmission 10 is an overdrive gear transmission in a conventional 4th speed automatic transmission, and has a sun gear 1.
2, a sun gear 12 and a ring gear 13 provided in the inner core.
, a planetary pinion 14 located between the sun gear 12 and the ring gear 13 and meshed with the two; a carrier 15 rotatably supporting the planetary pinion 14; and a one-way clutch that prevents the carrier 15 from rotating to the left with respect to the sun gear 12. (F@) 16 and a 00 clutch (Co) that selectively connects the sun gear 12 and carrier 15.
17 and an OD brake (Be) 18 for selectively fixing the sun gear 12 to the transmission case, the carrier 15 is drivingly connected to the input shaft 9, and the OD brake (Be) 18 selectively fixes the sun gear 12 to the transmission case.
By selectively engaging the D clutch 17 and the OD brake 18, it is possible to switch between two gear stages.

The main gear transmission 11 includes a front sun gear 20 and a rear sun gear 21 that are connected to each other by an intermediate shaft 19.
A front ring gear 22 provided concentrically with the front sun gear 20, a rear ring gear 23 provided concentrically with the rear sun gear 21, and a front planetary binion located between the front sun gear 20 and the front ring gear 22 and meshing with both. 24, a rear planetary pinion 25 that is located between the rear sun gear 21 and the rear ring gear 23 and meshes with them; a front carrier 26 that rotatably supports the front planetary pinion 24; and a rear planetary pinion 26 that rotatably supports the rear planetary pinion 25. The rear carrier 27 and the front ring gear 22, which is an input member for forward running of the main gear transmission @11, are connected to the auxiliary gear transmission Wt1.
a forward clutch (C+) 28 selectively connected to the ring gear 13, which is an output member of the engine 0, in a torque transmission relationship;
a direct clutch (C2) 29 that selectively connects the intermediate shaft 19 and the ring gear 13 in a torque transmission relationship; a shift brake (B1) 30 that selectively fixes the intermediate shaft 19 to the transmission case; Another shift brake (By) 31 selectively fixes the rear carrier 27 to the transmission case, and a one-way clutch (By) that locks the rear carrier 27 from rotating to the left.
F+>32, the front carrier 26 and the 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. This allows switching between a plurality of gears, including three forward gears and one reverse gear.

Gear shifting i! 7 is a sub gear transmission @10 and a main gear transmission i
*The multiple clutches and multiple brakes of It11 are engaged and released according to the table shown below, resulting in overdrive due to the cooperative action of the rear gear transmission @10 and the main gear transmission 2 fiif11. A plurality of gears including three forward speeds and one reverse speed are selectively achieved.

2nd speed OXO×××ΔΔD 2nd speed □xxxx○ΔX 3rd speed
QxQQxxxΔn 4th speed QQQx
xxxΔji 5 1%J QQ
xxxQx-and-1st speed □x□xxxΔΔ S 2nd speed QxxxQ○ΔXゝ 3
oxooxxxΔL th-speed
oxoxoxΔΔ1 2
o×××OOΔ× In this table, the O mark indicates that the relevant clutch or brake is engaged, the x mark indicates that the relevant clutch or brake is released, and the Δ mark indicates that the relevant one-way The clutch is engaged (locked) when the engine is driving the drive wheels from the internal combustion engine side.
This indicates that it is released (free) during engine braking when the internal combustion engine is driven from the drive wheel side.

In addition, in the HI range, an upshift to the second speed is not performed, and only a downshift from the second speed to the first speed is performed.

The 11-rate transmission 10 achieves a direct gear when the OD brake 18 is released and the OD clutch 17 is engaged to connect the sun gear 12 and the carrier 15, whereas the OD clutch 17 is released. When the OD brake 18 is engaged and the sun gear 12 is fixed to the transmission case, an increased speed is achieved. As is clear from the above table, the auxiliary gear transmission f10 operates when both the forward clutch 28 and the direct clutch 29 are engaged and the gear position of the main gear transmission 11 is the highest speed gear (directly coupled gear). When the forward clutch 28 is engaged and the gear position of the main gear transmission 11 is the lowest gear (first gear), the gear is switched between the direct gear and the increasing gear. When the gears are the second gear and the third gear, they are fixed to the direct gear, so that in addition to the overdrive gear which is the fifth gear, the main gear transmission 1
1 lowest speed gear and another higher speed gear (
Another gear stage is established between the conventional second gear stage),
As a result, a forward transition can be established as a whole.

The gear ratio of the lowest gear of the main gear transmission 11 is 2.82.
6. The gear ratio of the intermediate gear is 1.532) If the gear ratio of the highest gear is i, ooo, and the gear ratio of the increasing gear of the IPl gear transmission 10 is 0.705, the second gear The gear ratio of the gears is 1.992.

Direct coupling clutch 6 incorporated in fluid torque converter 2
and the clutch 1 of the auxiliary gear transmission 10 and the main gear transmission 1
7, 28, 29 and brakes 18, 30, and 31 are hydraulically operated, which are driven by a hydraulic servo device to selectively engage and operate, and the hydraulic pressure controls the supply and discharge of hydraulic pressure to and from the hydraulic servo device. The clutch is operated according to a predetermined shift pattern according to vehicle speed and throttle opening for each manual shift range under the control of an electronic control device including a control device and a microcomputer that instructs switching of oil passages of the hydraulic control device. By engaging and releasing the brakes in the above-described combination, the gear stage of the gear transmission 17 is switched and set, and the direct coupling clutch 6 is engaged and released.

FIG. 2 shows one embodiment of a control device for a vehicle automatic transmission used to implement the l1ilj 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 system M40 includes an oil pump 41 driven by the internal combustion engine 100 that is drive-connected to the pump impeller 3 of the hydraulic torque converter 2, and is supplied with hydraulic pressure from the oil pump 41, and controls the internal combustion engine 100 by controlling the duty ratio.
A line oil pressure solenoid valve 42 generates a predetermined line oil pressure according to the output state of the line oil pressure, a manual shift valve 44 that is manually operated by a manual shift lever 43 to set a manual shift range, and the engagement of the direct coupling clutch 6. Direct-coupled clutch control valve 45 that releases, direct-coupled clutch solenoid valve 46 that controls switching of direct-coupled clutch control valve 45, and auxiliary gear transmission! 10 OD clutch 1
7 and the OD brake 18 to selectively supply hydraulic pressure to one of them to switch the gear stage of the auxiliary gear transmission 10; and a auxiliary transmission that controls switching of the auxiliary transmission speed change valve 47. Machine solenoid valve 48 and main gear transmission equipment 11
Switching control of the first shift valve 49 and the second shift valve 50, which 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 first shift valve 49 and the second shift valve 60. The main transmission solenoid valve 51 performs the following steps.

The gear change valve 47 for the eleventh transmission is constituted by a spool valve, and is switched depending on whether or not a predetermined control oil pressure is supplied to the control boat, and the control oil pressure is supplied to the control boat. This is carried out in an on-off manner using a solenoid valve 48 for the sub-transmission device. For example, when the solenoid valve 48 is energized, the control oil pressure is supplied to the control port of the sub-transmission speed change valve 47, and the speed change valve is switched to the position where the speed increase is achieved, thereby causing the sub-gear to shift @ The gear position of 1t10 becomes an increasing gear position, and when the solenoid valve 48 is not energized, the control oil pressure of the control boat of the auxiliary transmission control valve 47 is discharged, and the gear change valve achieves the direct gear. At this time, the IN-vehicle transmission *io achieves the direct gear.

The first speed change valve 49 and the second speed change valve 50 are configured to be switched individually depending on the height of the control oil pressure supplied to the vi me boat. The second speed change valve 50 is switched depending on whether or not a control oil pressure of a predetermined value PI is supplied, and the second speed change valve 50 is switched to a second predetermined value P2 higher than the first predetermined value P+.
It is designed to switch depending on whether or not the control hydraulic pressure is supplied. The main shift @ positioning solenoid valve 51 generates control hydraulic pressure to be supplied to the control boats of the first shift valve 49 and the second shift valve 50 with a duty ratio of 11 Jl, and the solenoid valve is operated according to a first value R1. When driven by a pulse signal with a duty ratio, it generates a hydraulic pressure of a first predetermined value P+, and when driven by a pulse signal with a duty ratio of a second value R2, it generates a hydraulic pressure of the second predetermined value P2. It is supposed to be done.

Incidentally, the above-mentioned speed change valve and its control device were developed in U.S. Pat.
It has already been proposed in No. 26596 (Utility Model Publication No. 58-38186) and Japanese Patent Application No. 107260 (Sho 55-107246), and if a more detailed explanation is required, Please refer to the publications of these applications.

The electronic control device 60 includes a solenoid valve 46 for a direct clutch.
It outputs an on-off signal to the auxiliary transmission solenoid valve 48, and outputs a pulse signal with a predetermined duty ratio to the line oil pressure solenoid valve 42 and the main transmission solenoid valve 51. is controlled by information regarding the throttle opening of the internal combustion engine 100 given by the throttle opening sensor 61, information regarding the vehicle speed given by the vehicle speed sensor 62, information regarding the selected pattern given by the pattern select switch 63, and the shift position sensor. The manual shift range is carried out according to the flowchart shown in FIG. There is.

Note that the throttle opening degree is used as information representative of the engine output, and this may be the amount of depression of the accelerator pedal or the torque of the engine output shaft.

The auxiliary equipment load detection means 65 may be for detecting the operating state of an auxiliary equipment driven by the internal combustion engine 100, such as an alternator or a cooler compressor.

Next, an example of the method for controlling a vehicle automatic transmission according to the present invention will be described with reference to the flowchart shown in FIG. 3 and the shift pattern graphs shown in FIGS. 4 to 8. In the shift patterns shown in FIGS. 4 to 8, the solid lines indicate the upshift lines at each gear, and the broken lines indicate the downshift lines at each gear. The two-dot chain line indicates the engagement line at which the direct coupling clutch is engaged in each gear, and the release line at which the direct coupling clutch is released at each gear.

The 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 inputted from various sensors and switches. be exposed. Step 1
Next, proceed to step 2.

In step 2, it is determined whether the manual shift range is the forward range. When the range is □, the process advances to step 3, whereas when it is not within the range □, the process advances to step 4.

In step 3, a range pattern as shown in FIG. 4 is selected. Step 3 is followed by Step 1
Proceed to step 7.

In step 4, it is determined whether the manual shift range is the S range. When the S range is selected, the process proceeds to step 5, whereas when the S range is not selected, the process proceeds to step 9.

In step 5, it is determined whether the shift pattern set by the pattern select switch 63 is an output travel pattern. If the driving pattern is the output driving pattern, the process advances to step 6, whereas if the driving pattern is not the output driving pattern, that is, if it is the economical driving pattern, the process goes to step 7.

In step 6, it is determined whether the auxiliary machine load W is greater than a predetermined value WSset. When W≧W3 set, the process proceeds to step 7, and when W≧W S set, the process proceeds to step 8. That is, even if the economical driving pattern is selected, the output driving pattern is selected when the load on the auxiliary equipment is large.

In step 7, an S range P pattern (output travel pattern) as shown in FIG. 5 is selected.

The S range P pattern is a shift pattern that emphasizes power performance, and in this shift pattern, gear shifts are performed at 1 of the first gear, second gear, and third gear. The direct coupling clutch 6 is engaged only in the third gear.

In step 8, the S range E pattern (economic driving pattern) as shown in FIG. 6 is selected. This S range E pattern is a shift pattern that emphasizes fuel economy, and in this shift pattern, the second gear is not achieved, but the two gears of the first gear and the third gear are shifted. The gears are switched between the two, and the direct coupling clutch 6 is engaged only in the third gear. The 1→3 shift up line in the S range E pattern is the 1→3 shift up line in the S range P pattern.
→It is on the lower vehicle speed side than the 2nd shift up line, and in the S range E pattern, the third gear range is expanded compared to the S range P pattern. As a result, fuel economy is improved in the S range E pattern compared to the S range P pattern.

In step 9, it is determined whether the manual shift range is the D range. If it is in the D range, the process proceeds to step 10, whereas if it is not in the D range, the process proceeds to step 14.

In step 10, the pattern select switch 63
A determination is made as to whether or not the selected shift pattern is an output travel pattern. If the pattern is an output driving pattern, the process proceeds to step 12, whereas if the pattern is not an output driving pattern, that is, if it is an economical driving pattern, the process proceeds to step 11.

In step 11, the auxiliary machine load W is set to a predetermined mwQ! 1
A determination is made as to whether or not it is greater than 13t. W□W□
set, proceed to step 12, and W≧WDset
If not, proceed to step 13. That is, even if the economical driving pattern is selected, the output driving pattern is selected when the load on the auxiliary equipment is large. Note that the predetermined value WDset is a predetermined value of 1.
111WSset or a predetermined value wsset
It may be different from

In step 12, the D range P pattern (output travel pattern) as shown in FIG. 7 is selected. D
Range P pattern is a shift pattern that emphasizes power performance, and in this shift pattern, all shifts in the first, second, third, fourth, and fifth gears are performed. A gear shift is performed between the gears, and a gear shift is performed by forward shifting. Further, in the D range P pattern, the direct coupling clutch 6 is engaged in each of the third gear, fourth gear, and fifth gear.

In step 13, the D range E pattern as shown in FIG. 8, which is an economical driving pattern in the D range, is selected. This D range E 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 range E
In this pattern, the direct coupling clutch 6 is engaged in each of the third gear, fourth gear, and fifth gear.

1→3 shift up line and 3 in D range E pattern
→4 shift up line and 4→5 shift up line are on the lower vehicle speed side than each of 1→2 shift up line, 3→4 shift up line and 4→5 shift up line in D range P pattern, and in D range E pattern. In this case, the upshift is performed at a lower vehicle speed than in the D range P pattern, and the fuel economy improves accordingly.

In step 14, it is determined whether or not the R range is set. If it is in the R range, proceed to step 15;
On the other hand, when it is not the R range, that is, the N range or the P
If it is in the range, proceed to step 16.

In step 15, the direct coupling clutch is released and the gear is switched to reverse gear.

In step 16, the direct coupling clutch is released and the gear is switched to the neutral stage.

Steps 3, 7, 8, 12, and 13 are followed by step 17, and in step 17, the current vehicle speed ■ is a gear shift lower than the current gear position for the current throttle opening. Downshift vehicle speed Vd to gear.

A determination is made as to whether or not it is smaller than wn. V≦vdOW
When it is O, it is necessary to downshift,
In this case, the process proceeds to step 18, whereas V≦V d
If it is not owned, the process advances to step 21.

In step 18, the direct coupling clutch 6 is released, and the process then proceeds to step 19.

In step 19, it is determined whether a predetermined period of time has elapsed since disengagement 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 25, whereas if the predetermined time has elapsed since the disengagement of the direct coupling clutch started, the process proceeds to step 20.

In step 20, a downshift is performed to change the gear to a predetermined gear.

In step 21, it is determined whether the current vehicle speed V is greater than the upshift vehicle speed vup to a gear higher than the current gear for the current throttle opening. If ■≧■up, it is necessary to perform an upshift, and in this case, the process proceeds to step 22.On the other hand, if ■≧Vup, it is not necessary to perform either a downshift or an upshift, and the process proceeds to step 22. Proceed to 25.

In step 22, the direct coupling clutch 6 is released. After step 22, the process proceeds to step 23.

In step 23, it is determined whether a predetermined period of time has elapsed since disengagement of the direct coupling clutch 6 was started.

If the predetermined time has not elapsed since disengagement of the direct coupling clutch 6 was started, the process proceeds to step 25, whereas after the predetermined time has elapsed since the disengagement of the direct coupling clutch 6 started, the process proceeds to step 24.

In step 24, an upshift is performed to change the gear to a predetermined high speed gear.

Note that both downshifts and upshifts are executed after a predetermined period of time has elapsed after the start of disengagement of the direct-coupled clutch, as it takes a certain amount of time to disengage the direct-coupled clutch, and the disengagement of the direct-coupled clutch is not completed. This is because if a downshift or upshift is performed at times, a large shift shock may occur.

In step 25, it is determined whether or not the vehicle is being braked. When the vehicle is being braked, the process proceeds to step 26 so that the direct coupling clutch is released to avoid stalling of the internal combustion engine, whereas when the vehicle is not being braked, the process proceeds to step 27.

In step 26, the direct coupling clutch 6 is released.

In step 27, 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 26 to release the direct coupling clutch 6 in order to reduce idling vibration and shock when the vehicle starts. If the throttle valve is not fully closed, the process advances to step 28.

In step 28, it is determined whether the current vehicle speed is smaller than the direct clutch release vehicle speed V roff at the current gear position. When V≦V roff, the process proceeds to step 26, whereas ■≦Vr.

If it is not ff, the process advances to step 29.

In step 29, it is determined whether the current vehicle speed is greater than the direct clutch engagement vehicle speed Vron at the current gear position. When V≧Vron, the process proceeds to step 30, whereas when ■≧ron does not hold, the process is reset.

In step 30, it is determined whether a predetermined time has elapsed after the shift. If the predetermined time has not elapsed after the shift, it is reset, whereas if the predetermined time has elapsed after the shift, the process proceeds to step 31.

In step 31, the direct coupling clutch 6 is engaged.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited thereto.
It will be apparent to those skilled in the art that various embodiments are possible within the scope of the invention.

[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 electronic 111w device, FIG. 3 is a flowchart showing an example of the implementation procedure of the speed change method 11JI11 of an automatic transmission for a vehicle according to the present invention, and FIG. A shift diagram showing an example, FIG. 5 is a shift diagram showing an example of the S range pattern, FIG. 6 is a shift diagram showing an example of the S range pattern, and FIG. 7 is a shift diagram showing an example of the D range pattern. FIG. 8 is a shift diagram showing an example of a D range pattern. 1...Automatic transmission for vehicles, 2...Hydraulic torque converter, 3...Pump impeller, 4...Turbine impeller. 5... Stator impeller, 6... Direct clutch, 7...
...Gear transmission, 8...Output shaft, 9...Input shaft,
DESCRIPTION OF SYMBOLS 10... a1 gear transmission, 11... Main gear transmission, 12... Sun gear, 13... Ring gear, 14
...Planetary Binion, 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 binion, 25... Rear planetary binion, 2
6...Front carrier, 27...Rear carrier,
28...Forward clutch, 29...Direct clutch.

Claims (3)

[Claims] (1) A transmission device that switches between at least three gears is used, and when the auxiliary load of the internal combustion engine is equal to or higher than a predetermined value, the above transmission is performed according to predetermined shift control characteristics depending on the engine output and vehicle speed. Shift control is performed between all at least three gears, and when the auxiliary equipment load is below a predetermined value, one of the at least three gears is controlled according to a predetermined shift control characteristic according to the engine output and vehicle speed. 1. A shift control method, comprising performing shift control between gears that do not include at least one intermediate gear. (2) In the shift control method for an automatic transmission for a vehicle according to claim 1, the transmission device includes a first transmission device that switches between two gear stages and a first transmission device that switches between two gear stages, and a first transmission that switches between two gear stages. The device is configured by a series combination device with a second transmission that switches between the first and second transmissions, and when the auxiliary equipment load is greater than a predetermined value, at least two N gears of the second transmission are switched between the first and second transmissions. The transmission of the second transmission is switched between two gears to perform gear change control between at least four gears, and when the auxiliary load is below a predetermined value, the (N-1) gears of the second transmission are controlled. switching the first transmission between two gears in a gear, and between at least three gears not including at least one intermediate gear of the at least four gears; A speed change control method characterized by performing speed change control. (3) In the speed change control method for an automatic transmission for a vehicle according to claim 1 or 2, when the auxiliary machine load is above a predetermined value, the auxiliary machine load is higher than when the auxiliary machine load is below the predetermined value. A shift control method characterized by upshifting at vehicle speed.