JPH0474576B2 - - Google Patents

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention relates to an automatic transmission for a vehicle, and particularly to an automatic transmission that has first and second gear mechanisms and is capable of switching between a plurality of driving modes with different shift lines. Regarding a control device. (Prior technology) Combining a torque converter and a speed change gear mechanism,
In an automatic transmission that automatically changes gears according to the driving condition of the vehicle by switching the power transmission path of the transmission gear mechanism, for example, the engine load, the output shaft rotation speed of the torque converter, the vehicle speed, etc. A gear shift pattern is set in advance using the parameter as a parameter, and the gears are changed according to this shift pattern.
As disclosed in Japanese Patent No. 57-184755, there is a shift pattern in which a plurality of patterns with different shift lines are provided, and these are selected by the driver or automatically switched for use. . According to this, for example, there is a drive mode that emphasizes driving force, in which large driving force can be obtained by setting the shift line on the high speed side and maintaining the low gear until a relatively high vehicle speed, and a driving mode that emphasizes driving force, and setting the shift line on the low speed side. By shifting up the gear stage at a relatively low vehicle speed, it is possible to switch to a driving mode that emphasizes fuel efficiency and reduces fuel consumption. On the other hand, in this type of automatic transmission, in order to increase the number of gears, there is a first transmission gear mechanism to which the engine output is input via a torque converter, and a first transmission gear mechanism to which the output of the transmission gear mechanism is input. 2 transmission gear mechanisms. According to this, for example, if the first and second transmission gear mechanisms can obtain two and three types of gear ratios, respectively, by switching the power transmission paths of both transmission gear mechanisms, the transmission as a whole can have six types in total. This results in a gear ratio of . In an automatic transmission that can obtain a large number of gear ratios, when it is possible to switch between multiple driving modes with different shift patterns as described above, it is difficult to select which of the six gear ratios, for example. Depending on the adoption, it is possible to vary the number of gears for each mode or to vary the gear ratio of the same gear. (Problems to be Solved by the Invention) By the way, in an automatic transmission that is capable of switching between a plurality of driving modes with different shift patterns as described above and has first and second shift gear mechanisms, each In the driving mode, the problem is how to operate both speed change gear mechanisms to perform a speed change operation between each gear stage. In other words, if the power transmission paths of the first and second gear mechanisms are switched simultaneously, a gear ratio that cannot be obtained by switching only one of the gear mechanisms can be achieved, and the gear ratio of each gear can be changed accordingly. This increases the degree of freedom in setting, but in this case, the shift shocks generated in both transmission gear mechanisms are added together, so this is especially true when the engine speed is high and the input torque to the transmission gear mechanism is large. When the vehicle is traveling in a mode that uses a high-speed shift pattern, or when shifting at a low gear position where the shift shock is generally large, the shift shock may become significantly large. The present invention provides an automatic transmission in which a plurality of driving modes with different shift patterns are set as described above, and which has first and second shift gear mechanisms, by switching the power transmission path of these shift gear mechanisms. By appropriately adopting one of the many gear ratios that can be obtained for each driving mode, it is possible to obtain a gear ratio for each gear stage that is suitable for each mode, and especially in driving modes where high-speed shifting patterns are used. An object of the present invention is to prevent the occurrence of large shift shocks when the vehicle is traveling or when shifting to a lower gear. (Means for Solving the Problems) In order to solve the above problems, the present invention is characterized by having the following configuration. First, the automatic transmission control device according to the first invention of the present application includes a first speed change gear mechanism into which engine output is input via a torque converter, and a second speed change gear mechanism into which the output of the first speed change gear mechanism is input. and a first driving mode in which the transmission line is set to the high speed side, and a first driving mode in which the transmission line is set to the high speed side, and a first driving mode in which the transmission line is set to the low speed side. In a configuration in which switching between the set second driving mode and the set second driving mode is possible, when driving in the first driving mode, the gear shifting operation between each gear stage is performed by power transmission to either the first or second transmission gear mechanism. A control means that causes the gear change operation to be performed only by switching the route, and when traveling in the second drive mode, causes the gear change operation between any of the gear stages to be carried out by simultaneously switching the power transmission route of the first and second transmission gear mechanisms. It is characterized by having the following. In that case, in this embodiment of the first invention, the second
When the vehicle is traveling in the travel mode, the vehicle is configured to perform a speed change operation between at least first and second speeds by simultaneously switching the power transmission paths of the first and second speed change gear mechanisms. Further, the automatic transmission control device according to the second invention of the present application, like the first invention, includes a first speed change gear mechanism into which the engine output is inputted via the torque converter, and a first speed change gear mechanism of the first speed change gear mechanism. It has a second speed change gear mechanism into which output is input, and is capable of switching between a first driving mode in which the speed change line is set to the high speed side and a second driving mode in which the speed change line is set to the low speed side. In the configuration, when traveling in the first traveling mode, the gear shifting operation between at least the first and second gears is performed only by switching the power transmission path of either one of the first and second gear mechanisms, and the second gear mechanism The vehicle is characterized in that it includes a control means that simultaneously switches the power transmission paths of the first and second speed change gear mechanisms to perform a speed change operation between at least the first and second speeds when traveling in the driving mode. (Function) According to the above configuration, first, in the case of the first invention, when traveling in the first driving mode using a shift pattern in which the shift line is set on the high speed side, the shift operation between each gear stage is performed in the first mode. This is accomplished by switching only the power transmission path of either one of the second speed change gear mechanisms, thereby avoiding the addition of speed change shocks caused by simultaneous switching of the power transmission paths of both speed change gear mechanisms. Therefore, in this driving mode, the engine speed is high, especially during acceleration, and therefore the gear shift is suppressed to a relatively low level even though the input torque to the gear shift gear mechanism is large and the gear shift is performed. . On the other hand, when driving in the second driving mode, the gear shifting operation between any of the gears is performed by simultaneously switching the power transmission paths of the first and second transmission gear mechanisms. It becomes possible to adopt a gear ratio that is different from the gear ratio of each set gear stage. Therefore, it is possible to set a gear ratio for each gear stage that is suitable for each driving mode. In this second driving mode, a shift pattern in which the shift line is set on the low speed side is used, and each shift operation is performed at a relatively low engine speed, so that the input torque to the transmission gear mechanism is relatively low. Since this is done in a small state, even if the power transmission paths of the first and second speed change gear mechanisms are switched simultaneously as described above, a large speed change shock will not occur. In addition, in the second driving mode, if the shift operation between the first and second speeds is performed by simultaneously switching the power transmission paths of the first and second shift gear mechanisms, the shift operation of either one of the shift gear mechanisms In the first driving mode, in which 1st and 2nd gears are changed only by switching, the gear ratio of 1st speed is increased, and in the 2nd driving mode, 1st and 2nd gears are changed.
This makes it possible to reduce the gear ratio of the vehicle, and as a result, in the first driving mode, which emphasizes driving force, a powerful starting feeling that matches the characteristics of the first driving mode can be obtained. Further, according to the second invention, the shift operation between at least the first and second speeds is performed during driving in the first driving mode and when driving in the second driving mode.
Since the speed change ratio or driving force at least on the low gear side is different between the two modes, it is possible to obtain driving performance suitable for each drive mode, and especially between the other gears. Regarding the shift operation between the 1st and 2nd speeds where the shift shock is larger than during the shift, the power transmission paths of the first and second shift gear mechanisms are simultaneously switched in the first driving mode where the input torque is greater. Addition of shock is avoided, and therefore, shift shock during shifting between 1st and 2nd speeds is suppressed to a low level in any mode. (Example) Hereinafter, an example of the present invention will be described based on the drawings. FIG. 1 shows the mechanical structure and fluid control circuit of an automatic transmission 1. This automatic transmission 1 includes a torque converter 10 and a multi-speed gear mechanism 20.
and an overdrive speed change gear mechanism 40 disposed between the two. The torque converter 10 includes a drive plate 1
1 and the output shaft 3 of the engine 2 via the case 12
The turbine 14 includes a pump 13 directly connected to the turbine 13, a turbine 14 disposed opposite the pump 13 in the case 12, and a stator 15 disposed between the pump 13 and the turbine 14.
4 is coupled to an output shaft 16. Further, a lock-up clutch 17 is provided between the output shaft 16 and the case 12. This lock-up clutch 17 is constantly pressed in the tightening direction by the pressure of the working fluid circulating within the torque converter 10, and is released when release fluid pressure is supplied from the outside. The multi-speed gear mechanism 20 includes a front planetary gear mechanism 21 and a rear planetary gear mechanism 22, and sun gears 23 and 24 in both mechanisms 21 and 22 are connected by a connecting shaft 25. The input shaft 26 to this multi-speed gear mechanism 20 is connected to the front clutch 2
7 to the connecting shaft 25 and to the ring gear 29 of the front planetary gear mechanism 21 via the rear clutch 28,
and the connecting shaft 25, that is, both planetary gear mechanisms 21,
A second brake 31 is provided between the sun gears 23 and 24 at 22 and the transmission case 30. It is also connected to the pinion carrier 32 of the front planetary gear mechanism 21, the ring gear 3 and the output shaft 34 of the rear planetary gear mechanism 22, and further between the pinion carrier 35 of the rear planetary gear mechanism 22 and the transmission case 30. A low reverse brake 36 and a one-way clutch 37 are respectively provided. This multi-stage gear mechanism 20 is conventionally known and includes a front clutch 27, a rear clutch 2
8. By selectively operating the second brake 31, the low reverse brake 36 and the one-way clutch 37, the forward movement 3 is made between the input shaft 26 and the output shaft 34.
However, the relationship between the operation of each clutch and brake and each of the three forward speeds is based on the number of teeth of each gear of the planetary gear mechanism 21, 22, for example, the first The settings are as shown in the table. Here, in the first speed of the D range, the one-way clutch 37 operates instead of the low reverse brake 36.

[Table] On the other hand, in the overdrive transmission gear mechanism 40, a pinion carrier 41 is connected to the output shaft 16 of the torque converter 10, and a sun gear 42 and a ring gear 43 are connected by a direct coupling clutch 44. has been done. Further, an overdrive brake 45 is provided between the sun gear 42 and the transmission case 30, and the ring gear 43 is connected to the input shaft 26 to the multi-speed gear mechanism 20. As a result, the overdrive speed change gear mechanism 40 is operated by the clutch 44.
When the clutch 44 is released and the brake 45 is engaged, the output shaft 16 of the torque converter 10 and the input shaft 26 to the multi-speed gear mechanism 20 are directly connected, and when the clutch 44 is released and the brake 45 is engaged, the shaft 16 and 26 are combined into overdrive. As a result, the gear ratio between the shafts 16 and 26 changes as shown in Table 2, for example. Here, one of the two speed ratios of the overdrive speed change gear mechanism 40 shown in Table 2 can be selected for each of the three speeds of the multi-speed change gear mechanism 20 shown in Table 1. By combining both transmission gear mechanisms 20 and 40, a total of six different transmission ratios can be created between the torque converter output shaft 16 and the output shaft (output shaft of the automatic transmission as a whole) 34 of the multi-stage transmission gear mechanism 20. will be obtained.

[Table] Next, the fluid control circuit 50 of the automatic transmission will be explained. The working fluid discharged into the main line 52 from the oil pump 51 which is constantly driven by the engine output shaft 3 via the torque converter 10 is guided to the select valve 54 after its pressure is adjusted by the pressure regulating valve 53. . This select valve 54 has P,
It has a range of R, ND, 2, 1, and D, 2, 1,
In the microwave, connect the main line 52 to port a.
communicate with. This port a is connected to the actuator 28a of the rear clutch 28 through a line 55.
Therefore, in each of the forward ranges D, 2, and 1, the rear clutch 28 is always held in the engaged state. Further, the port a communicates with first, second, third, and fourth control lines 56, 57, 58, and 59. These control lines 56 to 59 are connected to a 1-2 shift valve 61, a 2-3 shift valve 62, and a 3-3 shift valve, respectively.
4 shift valve 63 and lock-up valve 64, and each control line 56-59.
From there are drain lines 66, 67, 68, respectively.
69 are branched, and these drain lines 66
- 69 are provided with first, second, third, and fourth solenoids 71, 72, 73, and 74, respectively. These solenoids 71 to 74 are
When OFF, the drain lines 66 to 69 are released and the pressure in the corresponding control lines 56 to 59 is zero, but when ON, the drain lines 66 to 69 are closed and the pressure in the control lines 56 to 59 is increased. Spools 61a, 62a, 63 in the 1-2 shift valve 61, 2-3 shift valve 62, 3-4 shift valve 63 and lock-up valve 64
a, 64a from the position shown in the figure, respectively.
Move in directions B, C, and D. Port a in the select valve 54 also reaches the 1-2 shift valve 61 via a line 76 branched from the line 55, and connects to the spool 61a.
When the valve is moved in the A direction by the working fluid from the first control line 56, it communicates with the line 77, and also connects to the second lock valve 78 and the line 79.
It reaches the engagement side port 31a' of the actuator 31a of the second brake 31 via the above. As a result, working fluid is supplied to the port 31a', and the second brake 31 is engaged. Here, in the D range, the second lock valve 78 is supplied with working fluid from both ports b and c of the select valve 54 via lines 80 and 81, and is connected to the lines 77 and 79 as shown in the figure. However, in the 2nd range where port c is closed, the working fluid is supplied only from port b, so that the spool 78a
moves downward to connect lines 80 and 79. Therefore, in the 2nd range, the second brake 31 is engaged regardless of the state of the 1-2 shift valve 61. Port c, which communicates with the main line 52 in the D range, is connected to the one-way throttle valve 8 by the line 81.
2 to the 2-3 shift valve 62. Then, the spool 6 of the 2-3 shift valve 62
When 2a is moved in the direction B by the working fluid from the second control line 57, it communicates with the line 83;
It is further branched into lines 84 and 85, one of which is connected to the actuator 31a of the second brake 31.
The other side reaches the actuator 27a of the front clutch 27. This leads to the release side port 31a'' and the actuator 27a of the front clutch 27.
Working fluid is supplied to 7a, and the second brake 3
1 is released, and at the same time the front clutch 27 is fastened. In addition, in the 1 range, the port d of the select valve 54 communicates with the main line 52, and the working fluid is guided to the 1-2 shift valve 61 via the line 86, and in this case, the spool 61 of the valve 61
Since point a is in the illustrated position, the line 87 is further connected to the actuator 36a of the low reverse brake 36. As a result, the low reverse brake 36 is engaged. Further, in the R range, the port e as well as the port d communicate with the main line 52, so that the working fluid is supplied through the line 88 to the above 2-3.
In this case, since the spool 62a of the valve 62 is in the position shown,
Further, the line 83 and the lines 84 and 85 connect to the release side port 31a'' of the second brake actuator 31a and the actuator 27a of the front clutch 27.Thereby, in the R range, the low reverse brake 36
At the same time, the front clutch 27 is engaged. In this case, the port a is closed and the rear clutch 28 is released. The main line 52 is selectively switched in its course by the select valve 54 as described above, and at the same time is connected to the 3-4 shift valve 63 and the overdrive brake 45 at the actuator 45a via the branch lines 89 and 90. side port 45
guided by a′. And 3-4 shift valve 63
The line 89 is led to the spool 6 of the valve 63.
3a is in the position shown, further lines 91,
92, one line 91 leads to the actuator 44a of the direct coupling clutch 44, and the other line 92 leads to the release side port 45a'' of the overdrive brake actuator 45a.Therefore, the 3-4 shift valve 63 When is in the position shown, both ports 45 on the engagement side and release side of the overdrive brake actuator 45a
Working fluid is supplied to a', 45'', the overdrive brake 45 is released, and the direct coupling clutch 44 is engaged. Then, 3-4
When the spool 63a of the shift valve 63 is moved in the C direction by the working fluid from the third control line 58, the lines 91 and 92 are drained, thereby releasing the direct coupling clutch 44 and engaging the overdrive brake 45. be done. In addition, from the main line 52, the pressure regulating valve 5
Working fluid is led to the lock-up valve 64 via a branch line 93 passing through the lock-up valve 64. When the spool 64a of the valve 64 is in the position shown, it passes through the line 94 into the torque converter 10 and releases the lock-up clutch 17 in the torque converter 10. When the spool 64a of the lock-up valve 64 is moved in two directions by the working fluid from the fourth control line 59, the line 94 is drained, and the lock-up clutch 17 Fastened by pressure. In addition to the above configuration, this fluid control circuit 50 includes a cutback valve 95 that switches the line pressure adjusted by the pressure regulating valve 53, and a vacuum valve that changes the line pressure according to the magnitude of the intake negative pressure. A throttle valve 96 and a throttle back-up valve 97 are provided to assist the throttle valve 96. Regarding the above configuration, the relationship between ON and OFF of each shift solenoid 71 to 73 and the operating state of each clutch and brake in the D range is summarized as follows.
The rear clutch 28 is connected to the solenoids 71 to 73.
It is always engaged regardless of whether it is ON or OFF, the second brake 31 is engaged when the first solenoid 71 is ON, and the front clutch 27 is engaged when the first solenoid 71 is ON.
It is concluded when 2 is ON. Note that when the second solenoid 72 is ON, the first solenoid 71 is ON.
Even if this happens, the second brake 31 is released (see the ★ mark in Table 3). Also, the third solenoid 73
When the solenoid 73 is OFF, the direct coupling clutch 44 is engaged and the overdrive brake 45 is released, and vice versa when the solenoid 73 is ON. Based on this relationship and the relationships shown in Tables 1 and 2, the relationship between ON/OFF of each solenoid 71 to 73 and the gear ratio is as shown in Table 3.

[Table] As is clear from this table, six different speed ratios can be obtained by a total of eight ON/OFF combinations of the three speed change solenoids 71 to 73. In this embodiment, using these gear ratios, the driving modes in the D range are a normal mode in which the gear ratio of 1st gear is large and an economy mode in which the gear ratio of 1st gear is small, as shown in Table 4. is set. The relationship between the fourth solenoid 74 and the lockup is shown in Table 5.

【table】

[Table] Next, the configuration of the electric control system of the automatic transmission will be explained using FIG. This system includes an input/output device 101,
RAM (random access memory) 102,
An electronic control circuit 100 including a CPU (central processing unit) 103 is provided. The input/output device 101 receives a load signal _S1 from an engine load sensor 104 that detects the engine load based on the opening degree of the throttle valve 5 provided in the intake passage 4 of the engine 2, and a turbine rotation speed (torque A signal S ₂ from a sensor 105 that detects the output shaft rotation speed of the converter is input. and,
The input/output device 101 processes these signals S ₁ and S ₂ and supplies them to the RAM 102.
2 stores these signals S ₁ and S ₂ and
These signals S ₁ ,
_S2 and other data are supplied to the CPU 103. Then, in accordance with a predetermined program, the CPU 103 generates a map in which the engine load and turbine rotation speed indicated by the signals S ₁ and S ₂ and, for example, the areas of shift control and lock-up control are set in advance as shown in FIG. 3. It is calculated whether or not to change gears or to lock up.
Here, the map may be set with respect to vehicle speed (output shaft rotation speed of the automatic transmission) or engine rotation speed, and in that case, the sensor 105 that detects the vehicle speed or engine rotation speed is used. Then, according to the calculation result by the CPU 103,
1-2 shown in FIG. 1 from the input/output device 101,
2-3, 3-4 A shift control signal _S3 is sent to the first to third solenoids 71 to 73 that operate the shift valves 61 to 63, respectively, and a lockup control signal S is sent to the fourth solenoid 74 that operates the lockup valve 64. ₄ is output. In addition to the above configuration, this system is also equipped with a driving mode changeover switch 106 operated by the passenger, and the driving mode designated by the switch 106 is normal mode or economy mode. A mode signal _S5 indicating the mode is input to the electronic control circuit 100. Then, the control circuit 100 sends a shift control signal to the first to third solenoids 71 to 73 so that the gear ratio of each gear stage shown in Table 4 is obtained according to the driving mode indicated by this signal _S5 . Output S ₃ . Next, the specific operation of the electronic control circuit 100 will be explained in the fourth section.
This will be explained according to the flow chart below. First, the main control flowchart shown in FIG. 4 will be explained. In this control, the control circuit 100 first initializes various states according to steps _A1 to _A3 , and sets the count value t of the shift timer, which is set to a predetermined initial value at the time of a shift change, to 1.
After reducing the shift lever or select valve 5
Read the shift range set by 4. And if it is set to 1 range,
Execute steps A ₄ to A ₅ to _{A 9} , release the lockup, and check whether or not the engine rotation will overrun when downshifting to 1st gear. When there is no overrun, the gear is shifted to 2nd gear, and when there is no overrun, the gear is shifted to 1st gear. Also, if the 2 range is set, step A ₄ to step A ₁₀ to _{A 12} above.
Execute the lockup, release the lockup, and then shift to 2nd gear. On the other hand, if the setting is other than the 1st and 2nd ranges, that is, the D range, the state of the driving mode changeover switch 106 shown in FIG. 2 is read in steps _A13 and _A14 , and the switch 106 is set to the normal mode. When it is set to Economy mode, the combination of ON and OFF of solenoids 71 to 73 that obtains each gear ratio in normal mode as shown in Table 4 is used as is, and when it is set to economy mode, In step _A15 , the combinations of ON and OFF of the solenoids 71 to 73 are changed to those that provide the respective speed ratios in the economy mode shown in Table 4. Then, follow the steps A ₁₆ ~
Execute A ₁₈ . As a result, when the shift up or down shift is controlled, the gear ratio at each gear stage is changed according to the driving mode instructed by the switch 106 in accordance with Table 4. In other words, in this example, when the gear ratio of 1st gear is set to normal mode,
2.841, and 2.046 when switched to economy mode. The control circuit 100 then performs step A ₁₆
~ _A18 performs shift-up control, shift-down control, and lock-up control, which will be described later.
After performing these controls, a delay time of a certain period (for example, 50 msec) is provided in step _A19 , and the next cycle is executed from step _A2 . Next, the shift-up control in step _A16 in the above main control will be explained. As shown in FIG. 5, in this control, first, in step _B1 , the transmission gear mechanism 20 shown in FIG.
It is confirmed whether or not 40 is in the 4th gear state, and when it is in the 4th gear, it is impossible to shift up, so the control is ended. If the speed is other than 4th, read the current throttle opening according to steps _B2 to _B5 , and
The set turbine rotational speed T _nap corresponding to the read throttle opening degree is read out from a shift up map that has been set and stored in advance, and the actual turbine rotational speed T is also read and compared. The above shift-up map, as shown in Fig. 6, shifts the set turbine rotational speed T _nap corresponding to each throttle opening to a shift-up line Mu (boundary line X between the shift-up zone and the hall zone shown in Fig. 3). This shift-up line Mu is provided for normal mode, which is set to the high turbine rotation speed side, and for economy mode, which is set to the low turbine rotation speed side. When the actual turbine rotation speed T is larger than the set turbine rotation speed T _nap , that is, when the operating region is in the shift-up zone shown in FIG. 3 or 6, the shift-up flag F ₁ is "0". Follow steps B ₅ to B ₆ to _{B 8} ,
After setting the flag _F1 to "1", the gear stage is shifted up by one gear. And step B ₉
Then, the count value t of the speed change timer is set to the initial value. The shift-up flag _F1 indicates that shift-up control has been performed when it is "1", and therefore, in step _B6 , the flag _F1
If it has already been set to "1", the control is terminated without shifting up again. Further, when the actual turbine rotation speed T is determined to be less than or equal to the set turbine rotation speed T _nap in step B ₅ , the set turbine rotation speed T _nap is multiplied by 0.8 according to steps B ₁₀ to _{B 12} . A new shift-up line Mu' indicated by a broken line in FIG. 6 is set. Then, only when the actual turbine rotational speed T is smaller than the new set turbine rotational speed _Tnap corresponding to this line Mu', the shift-up flag _F1 is reset to "0" to prepare for the next shift-up operation. The turbine rotation speed T is the new set turbine rotation speed
If the value is T _nap or more, control is immediately terminated. The control in steps B ₁₀ to _{B 12} is for forming a hysteresis zone and preventing so-called chatter, which is a complicated shift when the turbine rotational speed T is near the shift up line Mu. Next, the downshift control in step _A17 of FIG. 4 is executed as follows according to the flowchart of FIG. First, in step _C1 , the speed change gear mechanism 20, 40
After confirming that the gear is in a gear other than 1st gear, that is, in a gear position where downshifting is possible, read the actual throttle opening according to steps _C2 to _C5 , and
The set turbine rotation speed corresponds to the throttle opening at that time from the downshift line Md (boundary line Y between the downshift zone and hold zone shown in FIG. 3) set in the downshift map shown in FIG. 8. Read T _nap and compare it with the actual turbine rotation speed T. Then, when the actual turbine rotation speed T is smaller than the set turbine rotation speed T _nap , that is, when the operating region is in the downshift zone shown in FIG. ₃ or _FIG . Confirm that the flag F ₂ is reset to “0” and set the flag F ₂ to “0”.
is set to "1" and the gear is downshifted by one gear. Then, in step _C9 , the count value t of the speed change timer is set to the initial value. In this case as well, flag _F2 is already “1” in step _C6 .
When set to , control ends. Also,
When it is determined in step _C5 that the actual turbine rotation speed T is greater than or equal to the set turbine rotation speed T _nap ,
According to steps C ₁₀ to C ₁₂ , the turbine rotation speed T is
Multiply by 0.8 and compare with the set turbine rotation speed T _nap .
This means that the set turbine rotation speed T _nap is 1/0.8
Multiply this to form a new downshift line Md' as shown by the broken line in Fig. 8, and compare the actual turbine rotation speed T with a new set rotation speed T _nap corresponding to this line Md'. Then, only when T≧T _nap , the downshift flag _F2 is reset to "0" to prepare for the next downshift operation. Furthermore, the steps in the main control shown in Fig.
The lockup control of _A18 is executed according to the flowchart shown in FIG. In this control, the count value t of the shift timer is checked in step _D1 , and if the count value t is not 0, that is, if a predetermined time has not elapsed since the time of shift, the lockup is canceled in step _D2 . conduct. On the other hand, if the count value t of the shift timer is 0, read the throttle opening according to steps _D3 to _D6 , and read the lockup release line _Mpff set in the lockup map shown in FIG.
The set turbine rotation speed _Tnap corresponding to the throttle opening at that time is read from , and this is compared with the actual turbine rotation speed T. Then, when the actual turbine rotation speed T is smaller than the set turbine rotation speed T _nap , that is, when it is in the lockup release zone shown in FIG. 10, the above step _D2 is executed to release the lockup. In addition, the actual turbine rotation speed T is the set turbine rotation speed corresponding to the lock-up release line M _pff .
If T _nap or above, the lockup release line is reached at steps D ₇ and D ₈ as shown by the broken line in Figure 10.
Lock-up operating line set with a hysteresis zone of a predetermined width on the high turbine speed side of M _pff
The set turbine rotational speed T _nap corresponding to _Mpo is compared with the actual turbine rotational speed T, and when T> _Tnap , the lock-up operation is controlled in step _D9 . As described above, shift-up, shift-down, and lock-up controls are performed, but especially when accelerating in the D range, if the driving mode is set to normal mode, the shift-up control between each gear is controlled. The operations are performed at relatively high turbine speeds or high vehicle speeds, resulting in powerful driving performance, and when set to economy mode, each shift-up operation is performed at relatively low turbine speeds or high vehicle speeds. Since the vehicle speed is low, the fuel consumption is low. In this embodiment, in the normal mode, as is clear from Tables 3 and 4, 1-
2 and 2-3 shifting is performed only by switching the power transmission path of the multi-stage transmission gear mechanism 20 shown in FIG. 1, and 3-4 shifting is performed only by switching the power transmission path of the overdrive transmission gear mechanism 40. Therefore, in any speed change operation, the power transmission paths of both speed change gear mechanisms 20 and 40 are not switched at the same time. Therefore,
In this mode, although the input torque to the transmission gear mechanism is large, the transmission shocks generated in both transmission gear mechanisms 20 and 40 are not added together.
Particularly during the 1-2 shift, in which the shift shock generally becomes large, the shock is prevented from becoming significantly large. On the other hand, in economy mode,
2-3 speed is multi-speed gear mechanism 2020, 3-4
The speed change is performed by switching the power transmission path of the overdrive speed change gear mechanism 40, but 1-2
The speed change is performed by simultaneously switching the power transmission paths of both the speed change gear mechanisms 20 and 40. Therefore, during the 1-2 speed change, both the speed change gear mechanisms 20,
The shift shocks that occur at 40 and 40 are added together, but in this mode the shift is performed with a relatively small input torque, so the shift shock becomes significantly large, as in the case of the normal mode described above. There is no. And, due to the difference in shift operation as mentioned above,
In normal mode, the gear ratio of 1st gear (2.841) is larger than that in economy mode (2.046),
This results in a powerful starting feeling that matches the driving mode. (Effects of the Invention) As described above, according to the present invention, it is possible to switch between the first driving mode in which the transmission line is set to the high speed side and the second driving mode in which the transmission line is set to the low speed side. In the automatic transmission having first and second speed change gear mechanisms, firstly, according to the first invention, in the first driving mode, the speed change operation between each gear stage is performed by either the first or second speed change gear mechanism. This is done by switching only one of the power transmission paths, and in the second driving mode, the gear shifting operation between either of the gears is
This is performed by simultaneously switching the power transmission paths of the first and second speed change gear mechanisms, and according to the second invention, the speed change operation between the first and second speeds is performed by simultaneously switching the power transmission paths of the first and second speed change gear mechanisms. This is performed by switching one of the power transmission paths, and in the second driving mode, it is performed by simultaneously switching the power transmission paths of both transmission gear mechanisms. Therefore, in both driving modes, it is possible to set the gear ratio of each gear stage that suits the characteristics of each mode. For example, the gear ratio of 1st speed in the first driving mode, which emphasizes driving force, can be set in the second driving mode. By making it larger than the mode, you will get a powerful starting feeling that matches the driving mode. In the first driving mode where the input torque during gear shifting is large (particularly during 1-2 shifting where the gear shifting shock is large in the second invention), the power transmission paths of the transmission gear mechanism are simultaneously switched, resulting in an addition of the gear shifting shock. In addition, in the second driving mode in which the power transmission paths of both transmission gear mechanisms are simultaneously switched during a gear shift operation between any of the gear stages (in the second invention, during a 1-2 gear shift), this shift operation is avoided. Since the input torque is small, the shift shock will not become significantly large, and therefore the shift shock will be suppressed to a low level in any mode.

[Brief explanation of drawings]

The drawings show an embodiment of the present invention; FIG. 1 shows the mechanical structure and fluid control circuit of an automatic transmission, FIG. 2 shows the control system, and FIG. 3 shows the control area. , Figures 4, 5, 7, and 9 are flowcharts showing the main control operation, shift-up operation, shift-down operation, and lock-up operation, respectively, and Figures 6, 8, and 10 are flowcharts showing each control in Figures 5, 7, and 9. The shift-up map used in
These are a shift down map and a lock up map. 20...First speed change gear mechanism (multi-stage gear mechanism), 4
0...Second speed change gear mechanism (overdrive speed change gear mechanism), 100...Electronic control circuit (control means).

Claims (1)

[Scope of Claims] 1. A first speed change gear mechanism to which the engine output is input via a torque converter, and a second speed change gear mechanism to which the output of the first speed change gear mechanism is input; The gear mechanism is configured to switch gears by switching the power transmission path of the gear mechanism, and is capable of switching between a first drive mode in which the shift line is set to a high speed side and a second drive mode in which the shift line is set to a low speed side. A control device for an automatic transmission that is capable of controlling a power transmission path of either one of the first and second transmission gear mechanisms to perform a gear change operation between each gear stage when traveling in a first travel mode. control means is provided for causing the gear change operation to be performed between any of the gear stages by simultaneously switching the power transmission paths of the first and second gear mechanisms when traveling in the second travel mode. An automatic transmission control device characterized by: 2. The control means causes the gear change operation of each gear stage to be performed by switching the power transmission path of either the first or second gear mechanism when the vehicle is traveling in the first travel mode, and the control means causes the gear change operation of each gear stage to be performed by switching the power transmission path of either the first or second gear mechanism. The automatic transmission according to claim 1, wherein the automatic transmission according to claim 1 is configured to perform a transmission operation between at least first and second speeds by simultaneously switching the power transmission paths of the first and second transmission gear mechanisms when the automatic transmission is traveling. Machine control device. 3 A first speed change gear mechanism into which the engine output is input via a torque converter, and a second speed change gear mechanism into which the output of the first speed change gear mechanism is input, and a power transmission path of these speed change gear mechanisms. The automatic transmission is configured to change the gear position by switching the gear position, and is capable of switching between a first driving mode in which the transmission line is set to the high speed side and a second driving mode in which the transmission line is set to the low speed side. A control device for a machine that, when running in a first running mode, performs a gear shifting operation between at least first and second gears by switching the power transmission path of either the first or second gear mechanism. , characterized in that, when traveling in the second traveling mode, a control means is provided for performing a shifting operation between at least the first and second speeds by simultaneously switching the power transmission paths of the first and second transmission gear mechanisms. automatic transmission control device.