JPS61163031A - Speed change control method of automatic transmission for car - Google Patents

Abstract

PURPOSE:To perform adequate speed change control in view of the power performance and fuel economy by using a transmission transferring among all three speed change steps and performing shift control according to the speed change control characteristics in response to the engine output and car speed. CONSTITUTION:An electronic control device 60 feeds on/off signals to a direct- coupled clutch solenoid valve 46 and a sub-transmission solenoid valve 48 with a predetermined duty factor to a line oil pressure solenoid valve 42 and a main transmission solenoid valve 51. The are controlled by the information from a throttle opening sensor 61, a car speed sensor 62, a pattern select switch 63, and a shift position sensor 64. When the output pattern is set, if the car speed is the first predetermined value or more, the up-shift control is performed among all three speed change steps according to the predetermined speed change control characteristics putting much emphasis on the power performance.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a method for controlling speed changes in automatic transmissions used in vehicles such as automobiles.

BACKGROUND TECHNOLOGY Automatic transmissions used in automobiles, etc. generally have a hydraulic torque converter and a gear-type transmission that switches between a plurality of gears, and the automatic transmissions used in automobiles and other vehicles generally have a hydraulic torque converter and a gear-type transmission that switches between multiple gears, and adjusts the speed according to the engine output and vehicle speed. The gear position of the transmission device is automatically controlled to switch according to a predetermined shift control characteristic, that is, a shift pattern.

The shift points of automatic transmissions are determined taking into account power performance and fuel economy, but the shift points are uniquely determined and have a single shift pattern (therefore, when the gears are changed, the time However, if higher power performance is required, there will be a sense of dissatisfaction, and on the other hand, even if the shift pattern is set with greater emphasis on fuel economy, there will be no real hindrance to practical power performance. Operating conditions often occur that cannot occur.

In view of the above-mentioned problems, there is provided a speed change control device or method, which has a plurality of different speed change patterns and is characterized in that the speed change pattern is selected and set from among the plurality of speed change patterns according to the driver's will. This is disclosed in Japanese Patent Publication No. 47-36284 and Japanese Patent Application Laid-open No. 57-184755.

Problems to be solved by the invention Japanese Patent Publication No. 47-36284 or Japanese Patent Application Laid-Open No. 57-18
The speed change control device or method shown in Japanese Patent No. 4755 merely changes the speed change point according to the selected speed change pattern, and although this achieves the intended purpose, it is not sufficient.

A new automatic transmission for vehicles has a first shift pattern that performs shift control between at least three gears of the transmission according to shift control characteristics predetermined according to engine output and vehicle speed. , a gear shift control is performed 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 gear shift control characteristic predetermined according to engine output and vehicle speed; Japanese Patent Application No. 59-176299 discloses an automatic transmission for a vehicle which has two shift patterns and performs shift control according to one of the two shift patterns selected.

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 uses this type of automatic transmission for vehicles to improve power performance. It is an object of the present invention to provide a speed change method 11Jti1 that performs appropriate speed change control from the viewpoints of fuel efficiency and fuel economy.

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 an output travel pattern is set, the vehicle speed is is greater than or equal to the first predetermined value, upshift control is performed between at least three gears according to predetermined shift control characteristics according to engine output and vehicle speed, with emphasis on power performance, and the vehicle speed is increased. If the value is not greater than the first predetermined value, at least one intermediate gear of at least three gears is selected in accordance with a predetermined shift control characteristic according to the I1M output speed with emphasis on fuel economy. Upshift control is performed between gears that do not include Upshift control is performed between at least all three gears according to predetermined shift control characteristics according to the vehicle speed and vehicle speed, and if the vehicle speed is equal to or higher than the second predetermined value, the engine is The present invention is characterized in that the gear change control is performed between at least three gear gears, which does not include at least one intermediate gear gear, in accordance with gear shift control characteristics predetermined according to the output and the vehicle speed.

Effects and Effects of the Invention According to the shift control method according to the present invention, when the output drive pattern is selected, the shift control including a large number of intermediate gears from a low vehicle speed state is performed, compared to when the economical drive pattern is selected. is carried out to obtain a large driving force over a wide driving range, that is, shift control is performed with emphasis on power performance.On the other hand, when an economical driving pattern is selected, an output driving pattern is selected. Shift control 1t11J is performed with an emphasis on fuel economy without including many intermediate gears up to a high vehicle speed state compared to when the vehicle is in a high vehicle speed state.

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 1 is
Pump impeller 3, turbine impeller 4, and stator impeller 5
The hydraulic torque converter 2 has a three-element, one-stage, two-phase general hydraulic torque converter 2 with a direct coupling clutch, and a gear transmission 7 as an auxiliary transmission. The pump impeller 3, which is a member, is drivingly connected to the output shaft 101 of the internal combustion engine 100, and the turbine impeller 4, which is the output member of the hydraulic torque converter 2, is drivingly connected to the input shaft 9 of the gear transmission 7. Device 7
The output shaft 8 is drive-coupled to drive wheels (not shown) of the vehicle via a differential gear.

The gear transmission 7 has a sub-gear transmission 10 and a main gear transmission 11 in series with each other.

The auxiliary gear transmission 10 is an overdrive gear transmission in a conventional 4th-speed automatic transmission.
2, and a ring gear 13 provided concentrically with the sun gear 12.
, a planetary binion 14 that is located between the sun gear 12 and the ring gear 13 and meshes with the two, a carrier 15 that rotatably supports the planetary binion 14, and a one-way clutch that prevents the carrier 15 from rotating to the left with respect to the sun gear 12. (Fo) 16, and an OD clutch (Co) that selectively connects the sun gear 12 and carrier 15.
17 and an OD brake (BO) 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 (BO) 18 selectively fixes the sun gear 12 to the transmission case.
By selectively engaging the 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 binion 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 binion 24, and a rear planetary binion 25 that is rotatable. The rear carrier 27 supported at
a forward clutch (C+) 28 selectively connected in a torque transmission relationship to the ring gear 13, which is an output member of the
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 (B+) 30 that selectively fixes the intermediate shaft 19 to the transmission case, and a rear carrier. Another shift brake (Bg) 31 selectively fixes the rear carrier 27 to the transmission case, and a one-way clutch (Bg) 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.

The gear transmission 7 is connected to the auxiliary gear transmission 10 and the main gear transmission by engaging and disengaging the plurality of clutches and the plurality of brakes of the auxiliary gear transmission 10 and the main gear transmission 11 according to the table shown below. By cooperating with the gear transmission 11, a plurality of gears, including three forward gears including an overdrive gear and one reverse gear, can be selectively achieved.

2nd speed 0XOX××Δ△ D 2nd speed oxX××oΔ× 3rd speed
0xOOX××△n 4th gear 000x
XXX△ji 5th speed FJJ 0OxxxQxx
1st speed □x□xxx△Δ S 2nd speed □xxxoo△×1 Season 3rd speed
O×○O×××△L th-speed 0xO
xO×△△5 2nd speed O×××OOΔ×In this table, the O symbol indicates that the relevant clutch or brake is engaged, and the The Δ mark indicates that the one-way clutch is engaged (locked) during engine drive when the internal combustion engine drives the drive wheels, and is released (free) during engine braking when the internal combustion engine is driven from the drive wheels. It is shown that.

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.

In the auxiliary gear transmission 10, when the OD brake 18 is released and the OD clutch 17 is engaged, the sun gear 12 and carrier 1
5 is connected, a direct gear is achieved, whereas when the OD clutch 17 is released and the OD brake 18 is engaged, and the sun gear 12 is fixed to the transmission case, an increased gear is achieved. . As is clear from the table above, in the auxiliary gear transmission @10, 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, and the main gear transmission 11 When the gears of the main gear transmission 11 are the second gear and the third gear, the gears are fixed to the direct gear, so that in addition to the overdrive gear which is the fifth gear, the lowest gear of the main gear transmission 11 and the lower gear are fixed. Another high-speed gear (conventional second gear)
Another gear stage is established between the two, and as a result, universal forward movement is achieved as a whole.

The gear ratio of the lowest gear of the main gear transmission 11 is set to 2.8.
26. When the gear ratio of the intermediate gear is 1.532, the gear ratio of the highest gear is 1.000, and the gear ratio of the increasing gear of the auxiliary gear transmission @10 is 0.705, the above-mentioned: The gear ratio of the gear stage 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 18.30.31 are hydraulically operated, which are driven by hydraulic nervo devices to selectively engage and operate, and control the supply and discharge of hydraulic pressure to and from the hydraulic servo device. According to a predetermined shift pattern according to the vehicle speed and throttle opening for each manual shift range, the control is performed by an electronic control device including a hydraulic control device and a microcomputer that instructs switching of oil passages of the hydraulic control device. By engaging and disengaging the clutch and the brake in the above-described manner, the gear stage of the gear transmission 7 is switched and set, and the direct coupling clutch 6 is engaged and disengaged.

FIG. 2 shows one embodiment of a control tMl 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 system W140 includes an oil pump 41 driven by the internal combustion engine 100 which is drivingly connected to the pump impeller 3 of the hydraulic torque converter 2, and hydraulic pressure is supplied from the oil pump 41, and the internal combustion engine 10 is controlled by duty ratio control.
A line oil pressure solenoid valve 42 that generates line oil pressure determined according to the output state of 0, a manual shift valve 44 that is manually operated by a manual shift lever 43 to set a manual shift range, and a direct coupling clutch 6.
a direct-coupled clutch control valve 45 that engages and releases the direct-coupled clutch, a solenoid valve 46 for a direct-coupled clutch that controls switching of the direct-coupled clutch i control valve 45, and either one of the OD clutch 17 and the OD brake 18 of the auxiliary gear transmission 10. A sub-transmission solenoid valve 47 that selectively supplies hydraulic pressure to switch the gear position of the sub-gear transmission 10 and a sub-transmission solenoid valve 48 that controls switching of the sub-transmission shift valve 47; Attachment @1
1 first clutch 28 and direct clutch 29
and a first shift valve 49 and a second shift valve 50 that control the supply and discharge of hydraulic pressure to and from the shift brakes 30 and 31, and a main shift tearing solenoid that controls switching of the first shift valve 49 and the second shift valve 60. It includes a valve 51.

The sub-transmission speed change valve 47 is constituted by a spool valve, and is configured to be switched depending on whether or not a predetermined control hydraulic pressure is supplied to its control boat, and is configured to switch depending on whether or not a predetermined control hydraulic pressure is supplied to its control boat. is operated in an on-off manner by 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 boat 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 transmission The 10th gear becomes an increasing gear,
On the other hand, when the solenoid valve 48 is not energized, the control hydraulic pressure of the IyJ control boat of the auxiliary transmission 1i1JIj valve 47 is discharged, and the transmission valve is switched to the direct gear attainment position, and at this time, the auxiliary gear is shifted. Equipment@10 is now able to achieve the direct connection stage.

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 control boat. Switching is performed depending on whether or not a control oil pressure of a first predetermined value PI is supplied, and the second speed change valve 50 supplies a control oil pressure of a second predetermined value Pt higher than the first predetermined value 1a P to its control boat. It is designed to switch depending on whether or not it is being supplied. The main transmission @company solenoid valve 51 generates control oil pressure to be supplied to the control boat of the first transmission valve 49 and the second transmission valve 50 by duty ratio control, and the solenoid valve is operated according to the first value R+. When driven by a pulse signal having a duty ratio, it generates a first predetermined hydraulic pressure Wi P +, and when driven by a pulse signal having a second duty ratio WI Rt, it generates a second predetermined hydraulic pressure 1ift P2. It's starting to happen.

Incidentally, the above-mentioned speed change valve and its control device were developed in U.S. Pat.
This method has already been proposed in Japanese Patent Application No. 26596 (Japanese Utility Model Publication No. 58-38186) and Japanese Patent Application No. 107260-1982 (Japanese Patent Application Laid-Open No. 56-24246).

If you need more detailed explanation on this,
Please refer to the publications of these applications.

The Denshi & IJ Goso-60 outputs an on-off signal to the direct clutch solenoid valve 46 and the sub-transmission solenoid valve 48, and sets the line oil pressure solenoid valve 42 and the main transmission solenoid valve 51 to a predetermined duty. It is designed to output a ratio pulse signal, and these controls are performed using 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, and pattern selection. switch 6
3 and information regarding the manual shift range provided by the shift position sensor 64 according to a flowchart as shown in FIG.

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 Figures 4 to 8, solid lines indicate upshift lines at each gear, broken lines indicate downshift lines at each gear, and dashed lines indicate each gear. The two-dot chain line indicates the engagement line where the direct coupling clutch is engaged in each gear, and the two-dot chain line indicates the release line where the direct coupling clutch is released in each gear.

The routine of the flowchart shown in FIG. 3 is repeatedly executed at every predetermined time or every predetermined crank angle. This is done by inputting 1J. After step 1, proceed to step 2.

In step 2, it is determined whether the manual shift range is 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, the process proceeds to step 4.

In step 3, the L range pattern as shown in FIG. 4 is selected. Step 3 is followed by Step 1
Proceed to step 5.

In step 4, it is determined whether the manual shift range is the S range. When the range is S, the process proceeds to step 5, whereas when it is not the S range, the process proceeds to step 8.

In step 5, it is determined whether the shift pattern set by the pattern select switch 3 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, an S ranged pattern as shown in FIG. 5 is selected. The S ranged pattern is a shift pattern that emphasizes power performance, and in this shift pattern, when the vehicle speed is below a predetermined value vp, the S ranged pattern shifts from the first gear to the second gear without upshifting to the second gear. An upshift to third gear is performed, and when the vehicle speed is equal to or higher than a predetermined 1*Vp, upshifts are performed between first gear, second gear, and third gear, and third gear is also upshifted to third gear. The direct coupling clutch 6 is engaged only in the stage.

In step 7, the S range E 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, when the vehicle speed is below a predetermined value Ve higher than the predetermined +tlI V El, an upshift to the second gear is performed. An upshift is performed from the first gear to the third gear without any delay, and when the vehicle speed is equal to or higher than Ve, upshifts are performed between the first gear, the second gear, and the third gear. Furthermore, the direct coupling clutch 6 is engaged only in the third gear. This improves fuel economy in the S range E pattern compared to the S ranged pattern.

In step 8, it is determined whether the manual shift range is the D range. If the range is D, the process proceeds to step 9, whereas if it is not 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 an output travel pattern. If the pattern is an output driving pattern, the process proceeds to step 10, 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 10, the D range P pattern as shown in FIG. 7 is selected. The D range P pattern is a shift pattern in which the power performance is I iff, and in this shift pattern, when the vehicle speed is below a predetermined value Vp, the D range P pattern shifts from 1st to 3rd gear without upshifting to 2nd gear. The gears are switched between the gears, the fourth gear, and the fifth gear, and when the vehicle speed is equal to or higher than a predetermined mvp, the gears are switched between the first gear, the second gear, the third gear, and the fourth gear. The gear shift is performed between all the gears of the fifth gear and the fifth gear. 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 11, a 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, an upshift to the second gear is performed when the vehicle speed is below a predetermined value ve higher than the predetermined value Vp. The gears are shifted between four gears: first gear, third gear, fourth gear, and fifth gear, and when the vehicle speed is equal to or higher than a predetermined value e, the first gear is switched. The gears are switched between the gears, the second gear, the third gear, the fourth gear, and the fifth gear. 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. As a result, the D range E pattern has better fuel economy than the D range P pattern.

In step 12, it is determined whether the range is R or apricot. If it is in the R range, proceed to step 13,
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 14.

In step 13, the direct coupling clutch 6 is released and the gear is switched to reverse gear.

In step 14, the direct coupling clutch 6 is released and the gear is switched to the neutral stage.

Steps 3, 6, 7, 10, and 11 are followed by step 15, and in step 15, 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 WO. V≦Vd.

When wn, it is necessary to downshift, and in this case, the process proceeds to step 16, whereas V≦V
If it is not down, the process advances 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 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 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 Vut+ for upshifting to a gear position slower than the current gear position for the current throttle opening. ■If V≧Vup, it is necessary to perform an upshift, and in this case, the process proceeds to step 20.On the other hand, if V≧Vup is not the case, it is necessary to perform neither a downshift nor an upshift, and in this case, the process proceeds to step 23. Proceed to.

In step 20, the direct coupling clutch 6 is released. After step 20, the process advances to step 21.

In the stealth 1, it is determined whether a predetermined time has elapsed since the direct coupling clutch 6 started to be released.

If the predetermined time has not elapsed since the direct coupling clutch 6 started to be disengaged, the process proceeds to step 23, whereas after the predetermined time has elapsed since the direct coupling clutch 6 started to disengage, 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 executed after a predetermined period of time has elapsed since the start of disengagement of the direct-coupled clutch, because it takes a certain amount of time to disengage the direct-coupled clutch, and when the disengagement of the direct-coupled clutch is not completed. This is because if a downshift or 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 braked, 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 open, that is, at the idle opening position. When the throttle valve is fully open, the process proceeds to step 24 in order to release the direct coupling clutch 6 in order to reduce the shock during idle shooting and vehicle start. If the throttle valve is not fully open, the process advances to step 26.

In step 26, 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 24; on the other hand, when V≦■'Off, the process proceeds to step 27.

In step 27, it is determined whether the current vehicle speed is greater than the direct clutch engagement vehicle speed V ran at the current gear position. (2) When ≧Vron, the process proceeds to step 28; on the other hand, 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, it is reset, whereas if the predetermined time has elapsed after the shift, the process proceeds to step 2.

In step 29, the direct coupling clutch 6 is engaged.

When the output driving pattern is selected by performing speed change control according to the flowchart as described above,
Compared to when the economical driving pattern is selected, shift control including many intermediate gears is performed from a low vehicle speed state, and a large driving force is obtained over a wide driving range, that is, a shift that emphasizes power performance. When control is performed and an economical driving pattern is selected, compared to when an output driving pattern is selected, shifting is performed that emphasizes fuel economy without including many intermediate gears up to high vehicle speeds. Control takes place.

In addition, the speed change characteristic switching vehicle speeds Vp and Ve are 09 when in S range.
They may be different from each other at 22:00.

Although the present invention has been described in detail with respect to specific embodiments above, the present invention is not limited to these embodiments, and any number of embodiments can be made within the scope of the present invention. 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 electronic control device, FIG. 3 is a flowchart showing an example of the actual/A procedure of the shift control method for an automatic transmission for a vehicle according to the present invention, and FIG. 4 is an L range pattern. FIG. 5 is a shift diagram showing an example of the S range P pattern. FIG. 6 is a shift diagram showing an example of the S range E pattern. FIG. 7 is a shift diagram showing an example of the S range P pattern.
FIG. 8 is a shift diagram showing an example of a range P pattern, and FIG. 8 is a shift diagram showing an example of a D range E 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 tooth skewer transmission butt, 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
...S7 sun gear, 22...Front ring gear,
23...S7 ring gear, 24...Front planetary binion, 25...Rear planetary binion, 2
6...Front carrier, 27...Rear carrier,
28...Forward clutch, 29...Direct clutch. 30.31... Shift brake, 32... One urchin, clutch, 40... Hydraulic control device, 41...
Oil pump, 42... line hydraulic solenoid valve,
43...Manual shift lever 144...Manual shift valve, 45...Direct clutch control valve, 46...
... Solenoid valve for direct coupling clutch, 47... Speed change valve for sub-transmission □, 48... Solenoid valve for sub-transmission, 49
...Second speed change valve, 50...Second speed change valve, 51...
Main transmission solenoid valve, 60...electronic control 111
1.61... Throttle opening sensor, 62... Vehicle speed sensor, 63... Pattern select switch, 64...
...Shift position sensor. Patent applicant: Toyota Motor Corporation representative
Patent attorney Masaki Akashi - Roto LQl
&Needro N-Iso 1 Tsutsu 6

Claims (1)

[Claims] A transmission device that switches between at least three gears is used, and when an output driving pattern is set, if the vehicle speed is equal to or higher than the first predetermined value, the engine output and vehicle speed are changed with emphasis on power performance. Accordingly, upshift control is performed between at least all three gears according to predetermined shift control characteristics, and if the vehicle speed is not higher than the first predetermined value, engine output and vehicle speed are adjusted with emphasis on fuel economy. An economical driving pattern is set by performing upshift control between at least one of the at least three gears, which does not include an intermediate gear, according to predetermined shift control characteristics according to the speed change control characteristics. Sometimes, if the vehicle speed is equal to or higher than a second predetermined value that is greater than the first predetermined value, at least all three gears are shifted according to predetermined shift control characteristics according to engine output and vehicle speed, with emphasis on power performance. If the vehicle speed is not higher than the second predetermined value, at least three gear shifts are performed in accordance with predetermined shift control characteristics depending on engine output and vehicle speed, with emphasis on fuel economy. A shift control method comprising performing upshift control between gears that do not include at least one intermediate gear.