JPS6184452A - Speed change control method of automatic speed change gear for car - Google Patents

Abstract

PURPOSE:To improve running characteristic by using a speed change gear which can be switched to at least three speed change steps, whereby at the time of four-wheel driving, speed change control is made between all speed change steps, and at the time of two-wheel driving, speed change control is made between speed change steps not including the middle speed change step at least. CONSTITUTION:An automatic speed change gear 1 includes a fluid torque con verter 2 with a direct-coupled clutch 6 and a geared speed change device 7, wherein the geared speed change device 7 comprises an auxiliary geared speed change device 10 which is a geared speed change device for overdrive and main geared speed change device 11, and an output shaft 8 is connected to a four wheel-two wheel switch device 35. The main geared speed change device 11 can be switched to three speed change steps. In this case, an electronic con trol device is adapted to make speed change control extending over all speed change steps according to a speed change control characteristic determined corresponding to an engine output and a car velocity at the time of four wheel driving, and make speed change control between speed change steps not includ ing at least one middle speed change step among three speed change steps.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to a speed change control method for an automatic transmission used in a vehicle such as an automobile, and in particular, it is capable of switching the drive state between four-wheel drive and two-wheel drive. , relates to a shift control method for an automatic transmission used in a so-called part-time 4WD type vehicle.

BACKGROUND OF THE INVENTION Automatic transmissions used in vehicles such as automobiles generally include a hydraulic torque converter and a gear-type transmission that switches between a plurality of gear stages, and the transmission changes depending on the 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 As vehicles such as 111J cars, the so-called part-time 4W is capable of switching the drive state between four-wheel drive and two-wheel drive.
The D-type vehicle is known. In this type of vehicle, four-wheel drive generally requires greater driving force than two-wheel drive, and therefore four-wheel drive requires a greater number of intermediate gears than two-wheel drive. It is preferable that the shift control is performed between a plurality of gears so that a large driving force can be obtained.

SUMMARY OF THE INVENTION In view of the above-mentioned needs, it is an object of the present invention to provide a method for controlling a speed change of an automatic transmission for a vehicle.

Means for Solving the Problems The method of controlling automatic transmissions for vehicles according to the present invention includes the following steps: A transmission device that switches between at least three gear stages is used, and during four-wheel drive, the gear shift is controlled between all of the at least three gear stages according to predetermined shift control characteristics according to engine output and vehicle speed. and when driving two-wheel drive, performs shift control between gears that do not include at least one intermediate gear among the at least three gears according to predetermined shift control characteristics according to engine output and vehicle speed. The present invention is characterized in that a speed change control method is performed.

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 in the case of four-wheel drive, at least two N gears of the second transmission, each of which connects the first transmission between two gears. and performs gear change control between at least four gears, and when driving two wheels, the first transmission is controlled between two gears in (N-1> gears of the second transmission). The gear shift control is performed between at least three gears not including at least one intermediate gear among the at least four gears.

Another feature of the shift control method for an automatic transmission according to the present invention is that when the vehicle is in two-wheel drive, upshifting is performed at a lower vehicle speed than in four-wheel drive.

Effects and Effects of the Invention According to the shift control method according to the present invention, during four-wheel drive,
Compared to two-wheel drive, gear change control is performed between multiple gears including a large number of intermediate gears, and a large driving force is obtained. During driving, shift control is performed that emphasizes fuel economy without involving many intermediate gears.

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 input member of the hydraulic torque converter 2 includes 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. A certain pump impeller 3 is drivingly connected to the output shaft 101 of the internal combustion engine PA100, and a 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. The output shaft 8 is connected to a drive wheel (not shown) of the vehicle with differential teeth 1! The drive connection is via the f1 device.

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 (Go>) that selectively connects the sun gear 12 and carrier 15.
17, and the sun gear 12 is selectively fixed to the transmission case. D brake <Bo) 18, the carrier 15 is drivingly connected to the input shaft 9, and the OD
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 2o, 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 that selectively connects the ring gear 13, which is an output member, in a torque transmission relationship; and 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 2.
7 selectively fixed to the transmission case, and a one-way clutch (F) that locks the left rotation of the rear carrier 27.
l) 32, the front carrier 26 and rear ring gear 23 are drivingly connected to the output shaft 8, and the above-mentioned ? !
By engaging and disengaging two or more clutches and the plurality of brakes in a predetermined combination, the vehicle can be switched between a plurality of speeds, three forward speeds and one reverse speed.

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. In cooperation with the gear transmission 11, a plurality of gears, including three forward gears including an overdrive gear and one reverse gear, are selectively achieved.

2nd speed Q X Q X X XΔΔD 2nd speed oXxXXOΔX 3rd speed 0
XOOxxxΔn 4th speed 0OOxXxXΔ
5th speed % OO××X0xX 5th speed
□x□xxxΔΔ S 2nd speed QxxxxQQΔX'=-1=n-
111-ΩΔ9≦shi (-boat L th -speed ox
oxoxΔ△now 2nd gear □xxx00ΔX
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 disengaged, and the Δ mark indicates that the relevant one-way clutch is engaged from the internal combustion engine side. This indicates that it is engaged (locked) during engine drive that drives the drive wheels, and released (free) during engine braking that drives the internal combustion engine from the drive wheels side.

Note that in the L range, an upshift to the second gear is not performed, and only a downshift from the second gear to the first gear 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 above table, the auxiliary gear transmission @ 10 operates when both the forward clutch 28 and the two direct clutches 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 fifth 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, a forward gear stage is established as a whole.

The gear ratio of the lowest gear of the main gear transmission 11 is 2.82.
6. 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 second gear The gear ratio of the gears is 1.992.

An output shaft 8 of the gear transmission 7 is connected to a four-wheel/two-wheel switching device 35 . This switching device 35 switches the output shaft 8 to the rear wheel drive shaft 3 by operating a manually operated switching lever 36.
7 and the front wheel drive shaft 38;
The output shaft 8 is switched between a two-wheel drive state in which the output shaft 8 is drivingly coupled to only one of the rear wheel drive shaft 37 and the front wheel drive shaft 38. Four-wheel-two-wheel cutting J! i! +Device 3
5 may be of a hydraulic type as shown in Japanese Patent Application Laid-Open No. 57-33025, a manual type using a dog latch, or an electromagnetic type using a powder clutch.

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 each hydraulically actuated by a hydraulic servo device to selectively engage the engagement member i11, and the hydraulic pressure controls the supply and discharge of hydraulic pressure to and from the hydraulic servo device. υ control by an electronic control device including a servo device and a microcomputer that instructs the switching of the oil path of the hydraulic control device according to a predetermined shift pattern according to the vehicle speed and throttle opening for each manual shift range. By engaging and disengaging the clutch and the brake in the combination as described above, the gear stage of the gear transmission 7 is switched and set, and the direct coupling clutch 6 is engaged and disengaged.

FIG. 3 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. 3, 4o indicates a hydraulic control device, and 60 indicates an electronic control device.

Hydraulic system 61I equipment! ff40 is an oil pump 41 driven by an internal combustion engine 100 drivingly connected to a pump impeller 3 of a hydraulic torque converter 2;
A line oil pressure solenoid valve 42 is supplied with oil pressure and generates line oil pressure determined according to the output state of the internal combustion engine 100 by duty ratio control, and is manually operated by a manual shift lever 43 to set a manual shift range. A manual shift valve 44 , a direct-coupled clutch control valve 45 that engages and disengages the direct-coupled clutch 6 , a direct-coupled clutch solenoid valve 46 that controls switching of the direct-coupled clutch control valve 45 , and an OD clutch 17 of the auxiliary gear transmission 10 . 00 Selectively supplying hydraulic pressure to either one of the brakes 18 to switch the gear stage of the auxiliary gear transmission 10 D
For the auxiliary transmission solenoid valve 48 that performs switching control of the I transmission change valve 47 and the auxiliary transmission change valve 47, the first clutch 28 and direct clutch 29 of the main gear transmission 11, and the shift brakes 30 and 31. A first speed change valve 49 and a second speed change valve 50 that control supply and discharge of hydraulic pressure;
It includes a main transmission solenoid valve 51 that performs switching control of the first speed change valve 49 and the second speed change valve 60.

The sub-transmission speed 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 the control boat, and is configured to switch depending on whether or not a predetermined control hydraulic pressure is supplied to the 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 hydraulic pressure is supplied to the 11i1121I port of the auxiliary transmission transmission valve 47, and the transmission valve is switched to the increasing gear position, 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 oil pressure of the control boat of the auxiliary transmission speed change valve 47 is discharged, and the speed change valve achieves the direct gear. At this time, the auxiliary gear transmission 10 achieves the direct gear position.

The first speed change valve 49 and the second speed change valve 50 are each configured to be switched individually according to the height of the control oil pressure supplied to the control boat.For example, the four first speed change valves are connected to the control boat. The control oil pressure of the second predetermined value P2, which is higher than the first predetermined value P1, is supplied to the control boat of the second gear change valve 50. It is designed to switch depending on whether it is being used or not. The main transmission 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,
The solenoid valve generates a hydraulic pressure of a first predetermined value P+ when driven by a pulse signal with a duty ratio of a first value R+, and when driven by a pulse signal with a duty ratio of a second value R2. the second predetermined value P
It is designed to generate 2 hydraulic pressure.

Incidentally, the speed change valve and its control device as shown in (above) and (e) were made in 1983.
-26596 (Utility Publication No. 58-38186@) and Japanese Patent Application No. 107260 (Sho 56-24246)
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 compensation solenoid valve 51. The control is based on 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 selection pattern given from the pattern select switch 63, According to the flowchart shown in FIG. It is about to be done.

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.

Next, an example of the actual method of controlling an automatic transmission for a vehicle according to the present invention will be explained with reference to the flow chart shown in FIG. 3 and the shift pattern graphs shown in FIGS. 4 to 8. do. 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 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 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, a range pattern such as that shown in FIG. 4 is selected. Step 3 is followed by Step 2
Go to 0.

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 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 vehicle is in four-wheel drive mode. When the vehicle is in four-wheel drive, the process proceeds to step 7, and when it is not in four-wheel drive, the process proceeds to step 8. That is, even if the economical driving pattern is selected, the output driving pattern is selected during four-wheel drive.

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, the gears are switched between the first gear, the second gear, and the 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 if TA- is used in this shift pattern, the second gear will not be achieved, and the two gears of the first and third gear will not be achieved. 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 on the lower vehicle speed side than the 1→2 shift up line in the S range P pattern. 3
The 3i stage area has been expanded. 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, it is determined whether the vehicle is in a four-wheel drive state. When the vehicle is in four-wheel drive, the process proceeds to step 12, and when it is not in four-wheel drive, the process proceeds to step 13. That is, even if the economical driving pattern is selected, the output driving pattern is selected during four-wheel drive.

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 using a forward stone 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 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 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 V is shifted to a lower speed than the current gear position for the current throttle opening. It is determined whether the downshift vehicle speed vdOwn is smaller than the vehicle speed vdOwn. When V≦VdOwn, it is necessary to downshift, and in this case, proceed to step 18,
On the other hand, if V≦y down, step 21
Proceed to.

In step 18, the direct coupling clutch 16 is released, and the process then proceeds to step 19.

In step 19, it is determined whether a predetermined time has elapsed since the direct coupling clutch 19 started to be released. 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. When V≧Vup, it is necessary to perform an upshift, and in this case, the process proceeds to step 22. On the other hand, when V≧■up, it is necessary to perform neither a downshift nor an upshift. Proceed to step 25.

In step 22, the direct coupling clutch 6 is released. After step 23, the process proceeds to step 26.

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 the direct coupling clutch 6 started to be disengaged, the process proceeds to step 25, and on the other hand, after the predetermined time has elapsed since the direct coupling clutch 6 started to disengage, 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 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 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 open, that is, at the idle opening position. When the throttle valve is fully open, the process proceeds to step 26 in order 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 open, 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 Vroff at the current gear position. When V≦yrorr, the process proceeds to step 26, whereas ■≦Vr.

``If not, proceed to step two.

In step 2, 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 ron, 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 drawings]

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. One embodiment of the device and electronic control device is shown.
3 is a flowchart 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, FIG. 4 is a speed change diagram showing an example of a range pattern, and FIG. 5 is a shift diagram showing an example of an S range pattern. A shift diagram showing an example of the pattern, Figure 6 is S
FIG. 7 is a shift diagram showing an example of a range pattern, FIG. 7 is a shift diagram showing an example of a D range pattern, and 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... Sub-#A vehicle transmission, 11... Main gear transmission, 12... Sun gear, 13... Ring gear, 14
...Planetary binion, 15...Gear 9a, 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, 2...Direct clutch. 30.31... Shift brake, 32... One-way clutch, 35... Four-wheel-two-wheel switching device, 36...
・・Switching lever, 37 ・1-wheel drive shaft, 38・・
- Front wheel drive shaft, 40...hydraulic control device, 41...oil pump. 42... Line oil pressure solenoid valve, 43... Manual shift lever 144... Manual shift valve. 45... Direct coupling clutch control valve, 46... Solenoid valve for direct coupling clutch, 47... Speed change valve for sub-transmission, 48
... Solenoid valve for sub-transmission, 49... First speed change valve. 50... Second transmission valve, 51... Main transmission solenoid valve, 60... Electronic control device, 61... Throttle opening sensor, 62... Vehicle speed sensor, 63... Pattern selection Switch, 64...Shift position sensor. 65...Four wheel drive switch patent applicant: Toyota Motor Corporation representative
Patent Attorney Masaki Akashi (Jiko) Procedural Amendment July 72, 1980 1, Indication of Case Patent Application No. 207546, 1989 2
) Name of the invention Shift control method for automatic gear shift marks for vehicles 3, Relationship to the case of the person making the amendment Patent applicant address 1, Toyodafu Toyota-cho, Aichi Prefecture Name (3)
20) i-Yota Jidosha Co., Ltd. 4, Agent Address: 104 3rd floor, Kayabacho Nagaoka Building, 1-5-19 Shinkawa, Chuo-ku, Tokyo Telephone: 551-4171 ('1) Details iJi, page 4, line 12 ~Delete "to perform a characteristic gear change control method" in line 13. (2) "Figure 3" in the second and fourth lines of page 14 is corrected to "Figure 2," respectively. (3) On page 18, line 20, [j in step 1 is corrected to "in step 1." (4) "Step 20J" on page 19, line 8 is corrected to "step 17." (5) "Step 8" on page 19, line 12 is corrected to "step 9." (6) "Direct-coupled clutch 16" on the 7th line of page 24 and "direct-coupled clutch 19" on the 9th line are corrected to "direct-coupled clutch 6". (7) Amend "is" in the third line of page 25 to "is not." (8) Correct "After step 23, proceed to step 26" in lines 7 to 8 of page 28 to "Proceed to step 23 after step 22.j." (9) Figure 3 shall be amended as shown in the attached drawings.

Claims (3)

[Claims] (1) In a shift control method for an automatic transmission of a vehicle that can switch the driving state between four-wheel drive and two-wheel drive, a transmission that can switch between at least three gears is used, and the four-wheel drive Sometimes, the shift control is performed between all of the at least three gears according to the shift control characteristics predetermined according to the engine output and vehicle speed, and when two-wheel drive is performed, the shift is controlled in advance according to the engine output and vehicle speed. A shift control method, characterized in that the shift control is performed between gears not including at least one intermediate gear among the at least three gears according to control characteristics. (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. and a second transmission that switches between the first and second transmissions, and in four-wheel drive, at least two N gears of the second transmission, each of which switches between the first and second transmissions. (N) of the second transmission when the two-wheel drive is in progress.
-1) switching said first transmission between two gears in said at least four gears, at least three of said at least four gears not including at least one intermediate gear; A speed change control method characterized by performing speed change control between gears. (3) In the shift control method for an automatic transmission for a vehicle according to claim 1 or 2, the upshift is performed at a lower vehicle speed when the vehicle is in two-wheel drive compared to when it is in four-wheel drive. transmission control method.