JP3407607B2 - Control device for automatic transmission - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling shift range switching in an automatic transmission for a vehicle.

[0002]

As is well known, in automatic transmissions for vehicles,
The shift range can be arbitrarily selected.
The shifting range includes a parking range for maintaining the vehicle in a stopped state, a reverse range for traveling in reverse, a neutral range, a drive range for traveling forward, and a shift stage that can be set by upshifting at a predetermined medium speed. There is an engine brake range that sets the medium speed stage with the engine brake limited and below the stage.

The selection and setting of these shift ranges are generally performed by manually operating the shift lever and switching the manual valve. On the other hand, recently, a so-called electronically controlled automatic transmission that controls the engine braking state only by gear shift control by controlling a solenoid valve by an electronic control device has been adopted. In this type of automatic transmission, gear shifting and range switching can be performed electrically. That is, a shift map (map) corresponding to each shift range
Is stored as electronic data, the running state of the vehicle such as vehicle speed and throttle opening is electrically detected and read as electronic data, and the solenoid valve is appropriately controlled as a result of calculation based on these data. As a result, the gear stage is set according to the running state, the gear stage is restricted according to the selected gear range, or the engine braking is activated.

As described above, there is a device which can be electrically controlled so as to switch the shift speed and shift range.
No. 118 publication. The device described in this publication is provided with a switch on the handle and is configured to perform upshift or downshift, or uprange or downrange according to a signal output by turning on the switch. There is. Therefore, it is said that there is an advantage that it is possible to prevent the hand from being released from the steering wheel during traveling, and it is possible to suppress shifting the line of sight from the front for switching the range.

[0005]

By the way, it is often the case that the shift range is changed while the vehicle is running in order to activate the engine brake or, on the contrary, to release the engine brake state. In some cases, the gear range is changed to prompt the engine to lower the engine speed. The range switching operation for lowering the engine speed by the device described in the above publication is performed by turning on the upshift switch and outputting a so-called uprange instruction signal. When such a range switching operation is performed, for example, the shift diagram is read, and it becomes possible to set the shift stage on the high speed stage side.

However, in a normal automatic transmission, the gear stage to be set is determined based on the traveling state such as the vehicle speed and the throttle opening. Therefore, the gear range is set to a range that allows the gear stage on the high vehicle speed side. Even if switching is performed, gear shifting may not occur. In other words, if the middle and low gear positions in the shift diagram before and after the so-called up-range are the same or similar, even if the shift diagram is changed by changing the shift range, the vehicle speed and throttle at that point Since the shift speed region to which the traveling state belongs, which is determined by the opening degree and the like, is the same before and after the change of the shift range, the shift does not occur in the end.

In such a case, the upshift does not occur even though the shift range is upranged for the purpose of shifting such as lowering the engine speed, so that the driver feels uncomfortable. there is a possibility. Such a situation applies not only to the device for switching the shift range based on the electric operation described in the above-mentioned publication, but also to the automatic transmission for shifting the shift range by operating the shift lever which is generally used in the past. The same happens.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device for an automatic transmission capable of executing a shift in accordance with the intention of switching the shift range. To do.

[0009]

In order to achieve the above-mentioned object, the invention of claim 1 defines a plurality of shift ranges that define a range of shift stages set based on the running state of the vehicle. It is configured to switch the speed change range by manually operating the range switching operation mechanism.
Driving conditions, including the vehicle speed that should be upshifted.
Including upshift line and vehicle speed to downshift
The shift is determined based on the downshift line that defines the running condition.
In a control device for an automatic transmission that is configured to disconnect, a range change detection unit that detects that a shift range has been changed by manually operating the range switching operation mechanism during traveling, and a change in the shift range. When it is detected by the range change detecting means, the upshift line is set to the low vehicle speed side or the dash according to the increase or decrease of the settable range of the shift speed by changing the shift range.
A shift instruction means for upshift or downshift from the gear position in the run line by changing the Unshifuto line to a high vehicle speed side, the upshift line is changed to the lower vehicle speed
Downshift occurs by returning the vehicle to the original high speed side
Downshift determination means for determining whether or not the downshift
Dow due to shift determination means returning the upshift line
When it is determined that a shift will occur, the low vehicle speed side
To return the upshift line that was changed to the original high vehicle speed side
It is characterized by being provided with a prohibition means for prohibiting .

Therefore, according to the first aspect of the invention, the shift range changing operation also serves as a shift instruction operation, and the shift direction is the same as the shift range changing direction. That is , the upshift line is changed to the low vehicle speed side together with the uprange instruction by the uprange operation.
Instructions further A based on the Ppushifuto is output, also together with the indication of down-range by the down-range operation
Based on changing the downshift line to the higher vehicle speed side
Instruction Da Unshifuto is output. As a result, Ru can achieve transmission in line with its intended by the intended shift range changing operation of the transmission. Also, change to the low vehicle speed side
If you want to return the upshift line to the original high vehicle speed side,
Even though the state does not change, it is
The state has changed relatively. As a result,
When the state changes relatively across the upshift line
High cars of such an upshift line, if considered
Return to the high speed side is prohibited. In other words
There are no unintended shifts or unintended shifts.
Therefore, it is possible to prevent the discomfort from occurring.

Further, the invention according to claim 2 is provided with a plurality of shift ranges that define a range of shift stages set based on the running state of the vehicle, and the shift ranges are switched by manually operating the range switching operation mechanism. It is configured to, or
That determine the driving conditions including the vehicle speed to be upshifted.
Driving conditions including the upshift line and the vehicle speed to be downshifted
Judge a shift based on a fixed downshift line
In the control device for the automatic transmission configured as described above, the range change detection means for detecting that the shift range has been changed by manually operating the range switching operation mechanism during traveling, and the shift range have been changed. it is in response to an increase or a decrease in the range of settable gear stage of the change of the shift range when it is detected by the range change detecting means
Set the upshift line to the low speed side or the downshift
A shift speed control means for easier to upshift or downshift from the gear position in the run line by changing the door line to a high vehicle speed side, the upshift line is changed to the lower vehicle speed
Downshift occurs by returning the vehicle to the original high speed side
Downshift determination means for determining whether or not the downshift
Dow due to shift determination means returning the upshift line
When it is determined that a shift will occur, the low vehicle speed side
To return the upshift line that was changed to the original high vehicle speed side
It is characterized by being provided with a prohibition means for prohibiting .

Therefore, according to the second aspect of the present invention, when the operation for changing the shift range is performed, the upshift line is lowered.
Change to high speed side or downshift line to high speed side
With the altered it is that the shift from the gear stage at the time of its easily occurs. The direction of the speed change is the same as the direction of changing the speed change range. Therefore, the speed change range is changed by slightly changing the running conditions such as vehicle speed and throttle opening before and after the operation of changing the speed change range. Ru can achieve a shift in line with the intended. Also low car
When the upshift line changed to the high speed side is returned to the original high vehicle speed side
In this way, the shift diagram can be changed even though the running condition does not change.
In the above, the running state has changed relatively. That
As a result, the driving condition is relatively high so that it crosses the upshift line.
If it is considered to change to
Returning to the high speed side of the ft line is prohibited. I.e. running
Shifts that are not due to state changes or unintended shifts
Since it does not occur, you can prevent discomfort in advance.
It

[0013]

[0014]

[0015]

[0016]

[0017]

BEST MODE FOR CARRYING OUT THE INVENTION Next, the present invention will be described more specifically with reference to the drawings. First, the overall control system will be described. FIG. 4 shows an engine 1 as an example of a prime mover.
3 shows a control system diagram of the automatic transmission 2, in which a signal corresponding to the depression amount of the accelerator pedal 3 is input to the engine electronic control unit 4. An electronic throttle valve 6 driven by a throttle actuator 5 is provided in the intake pipe of the engine 1. A control signal is output from the electronic control unit 4 to the throttle actuator 5 in accordance with the depression amount of the accelerator pedal 3, and the opening degree of the electronic throttle valve 6 is controlled in accordance with the control amount.

The electronic control unit 4 for controlling the engine 1 includes a central processing unit (CPU) and a storage unit (R).
(AM, ROM) and an input / output interface, and the electronic control unit 4 includes a signal according to the depression amount of the accelerator pedal 3,
Engine speed Ne, intake air amount Q, intake air temperature,
Throttle opening, vehicle speed, engine water temperature, brake switch output signal, etc. are input as control data. In addition to the control of the throttle actuator 5, the electronic control unit 4 for the engine outputs a signal to the fuel injection device 7 and the igniter 8 that changes the ignition timing for torque control during gear shifting. It is configured.

The automatic transmission 2 connected to the engine 1 is a so-called electronically controlled automatic transmission that electrically controls hydraulic pressure to control gear shifting and engagement / disengagement of a lockup clutch. . The hydraulic control device 9 for controlling the hydraulic pressure mainly includes three shift solenoid valves SOL1, SOL2, SOL3 for executing a gear shift and a solenoid valve SOL4 for mainly controlling an engine braking state.
And a linear solenoid valve SLU that mainly controls the lockup clutch, a linear solenoid valve SLT that controls the line pressure according to the throttle opening, and a linear solenoid valve SLN that mainly controls the back pressure of the accumulator.

An electronic control unit 10 for an automatic transmission is provided which outputs a control signal to each solenoid valve in the hydraulic control unit 9. The electronic control unit 10 for the automatic transmission, like the electronic control unit 4 for the engine described above,
Central processing unit (CPU) and storage device (RAM,
The main component is a ROM) and an input / output interface. Therefore, it can be integrated / integrated with the engine electronic control unit 4 as required. This automatic transmission electronic control unit 10 performs a calculation based on input data according to a map or a calculation formula stored in advance, and outputs a control signal based on the calculation result to each solenoid valve to shift or lock up. It is configured to execute clutch engagement / disengagement control, transient hydraulic pressure control during gear shifting, and the like.

The electronic control unit 10 for the automatic transmission has, as control data, the above-mentioned throttle opening, vehicle speed,
In addition to the engine water temperature and the output signal of the brake switch,
The shift position indicating the position of the shift lever as the first range operating mechanism, the output signal of the pattern select switch, the output signal from the C0 sensor for detecting the rotational speed of the clutch C0, which will be described later, and the rotational speed of the second clutch C2 are detected. Output signal of C2 sensor, oil temperature of automatic transmission 2, output signal of manual shift switch, cut signal to switch gear range to low speed, cut-off signal to switch gear range to high speed, cruise control to keep vehicle speed constant A cruise signal or the like output from a device (not shown) is input. Further, an electronic control unit for automatic transmission 1
A shift lever position indicator 11 for displaying the position of the shift lever and a shift range indicator 12 for displaying the selected shift range are connected to 0.

The electronic control units 4 and 10 are connected to each other so as to be able to perform data communication with each other. In particular, the electronic control unit 10 for the automatic transmission to the electronic control unit 4 for the engine sends a signal for setting each shift speed. Is transmitted, and the intake air amount per rotation of the engine 1 (Q / N is transmitted from the electronic control unit for engine 4 to the electronic control unit for automatic transmission 10).
e) has been sent.

The above automatic transmission 2 has five forward gears and one reverse gear.
It is possible to set the shift speed, and an example of the gear train is shown in FIG. In FIG. 5, the automatic transmission 2
Is connected to the engine 1 via a torque converter 13. The torque converter 13 includes a pump impeller 15 connected to a crankshaft 14 of the engine 1 and a turbine runner 1 connected to an input shaft 16 of the automatic transmission 2.
7, these pump impeller 5 and turbine runner 17
A lock-up clutch 18 that is directly connected to each other and a stator 20 that is prevented from rotating in one direction by a one-way clutch 19.

The automatic transmission 2 has two types of high and low.
It is provided with a sub-transmission unit 21 that switches the gears, and a main transmission unit 22 that can switch between a reverse gear and four forward gears.
The subtransmission unit 21 includes a planetary gear unit 23 including a sun gear S0, a ring gear R0, and a pinion P0 rotatably supported by the carrier K0 and meshed with the sun gear S0 and the ring gear R0, and a sun gear S0 and a carrier K0. It includes a clutch C0 and a one-way clutch F0 provided therebetween, and a brake B0 provided between the sun gear S0 and the housing 29.

The main transmission unit 22 includes a sun gear S1, a ring gear R1, and a first planetary gear unit 24 rotatably supported by the carrier K1 and comprising a pinion P1 meshed with the sun gear S1 and the ring gear R1.
A second planetary gear unit 25 including a sun gear S2, a ring gear R2, and a pinion P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2, a sun gear S3, and a ring gear R3.
, And a third planetary gear unit 26 comprising a pinion P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected to each other, and the carrier K3 thereof is connected.
Is connected to the output shaft 27. In addition, ring gear R2
Are integrally connected to the sun gear S3. A first clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 28, and a second clutch C2 is provided between the sun gear S1 and the sun gear S2 and the intermediate shaft 28.

As the braking means, the housing 29 is provided with a band-type first brake B1 for stopping the rotation of the sun gear S1 and the sun gear S2. Further, the sun gear S1 and the sun gear S2 and the housing 29
Between the first one-way clutch F1 and the brake B.
2 are provided in series. This first one-way clutch F
1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the opposite direction to the input shaft 6.

A third brake B3 is provided between the carrier K1 and the housing 29, and a fourth brake B4 and a second one-way clutch F2 are provided in parallel between the ring gear R3 and the housing 29. Has been. This second
The one-way clutch F2 is configured to be engaged when the ring gear R3 tries to rotate in the reverse direction. The clutches C0, C1, C2, the brakes B0, B1, B2
, B3, B4 are hydraulic friction engagement devices which are engaged with friction material by the action of hydraulic pressure.

Then, the clutch C0 in the subtransmission unit 23
C0 sensor 30 for detecting the rotation speed of
And a C2 sensor 31 for detecting the rotational speed of the second clutch C2 in the main transmission portion 22. These sensors 30, 31 are connected to the automatic transmission electronic control unit 10 as described above.

In the above automatic transmission 2, five forward speeds and reverse speeds can be set, and the engagement / release states of the friction engagement devices for setting these speeds are shown in FIG. It is shown in the engagement operation table. In addition, in FIG. 6, the ◯ mark indicates the engaged state, and the ◎ mark indicates that the engagement does not relate to torque transmission.
The ● mark indicates that the vehicle is engaged to apply the engine brake, and the blank indicates the released state.

Reference symbol P in FIG. 6 indicates a parking range, Rev indicates a reverse range, N indicates a neutral range, D indicates a drive range which can be set on the basis of traveling states of all forward gears, and "4""Indicates a range in which an upshift up to the 4th speed is possible," 3 "indicates an upshift in the 3rd speed and the engine braking range is effective at the 3rd speed, and" 2 "indicates the 2nd Upshifting up to the second speed is possible, and the range in which the engine braking is effective in the second speed, and L represents the range in which only the first speed in which the engine braking is effective can be set. The parking range, the reverse range, the neutral range and the drive range among these shift ranges are set by operating a shift lever in a shift device (not shown) to switch a manual valve (not shown) in the hydraulic control device 9. It

On the other hand, the "4" range, "3" range, "2" range and L range for traveling forward are
It is set by electrical operation. An example of the operating mechanism for that is shown in FIG. In FIG. 7, reference numeral 60 indicates a steering wheel (handle), and a second shift lever 61 is attached to a steering column (not shown) to which the steering wheel 60 is attached. The second shift lever 61 is arranged so as to project from the steering column in the radial direction at a position close to the steering wheel 60, and its length is set to a length that can be operated by the finger of the hand holding the steering wheel 60. There is. Also, this second shift lever 61
Is held by an elastic force so that it is always positioned at the neutral position, and is configured to be rotatable in the radial direction of the steering column from the neutral position and can be pulled toward the steering wheel 60 side.

The rotation operation of the second shift lever 61 in the circumferential direction is an operation for raising / lowering the shift range, and switches 62, 63 for detecting the operation are provided. These switches 62 and 63 are so-called momentary switches that output a signal each time they are turned on, and among them, positions that are rotated counterclockwise in FIG. 7 with respect to the neutral position of the second shift lever 61. A switch 62 located at is a cut-off switch that outputs a signal for switching the shift range to the high speed side (up range), and a switch 63 located on the opposite side thereof switches the shift range to the low speed side (down). It is a cut switch that outputs a signal for range.

The cut-off switch 62 and the cut switch 63 are connected to the electronic control unit 10 for the automatic transmission described above. These switches 62,
63 is activated when a drive range is set by a shift lever of a shift device (not shown), that is, a circuit including these switches 62 and 63 is closed and an electric signal can be output by these switches 62 and 63. It is configured to be in such a state.

Further, the operation of pulling the second shift lever 61 toward the steering wheel 60 is to rotate the second shift lever 61 in the circumferential direction of the steering column as described above to cancel the electrically set gear range. However, a return switch 65 is provided for detecting the operation of the second shift lever 61, which is an operation for returning to the drive range. The return switch 65 is connected to the electronic control unit 10 for the automatic transmission,
A signal associated with the return operation of the shift lever 61 is input to the automatic transmission electronic control unit 10. In addition,
The arrangement position and operating direction of the second shift lever 61 are shown enlarged in FIG.

The shift range can be switched by operating the second shift lever 61 when the drive range is selected by the shift device that mechanically selects the shift range.
Alternatively, the cut-off switch 62 outputs a signal, whereby the shift range is down-controlled or up-controlled. The control of downshifting or upshifting of the shift range is executed by switching to the shift range on the lower speed side or the higher speed side of the current shift range. Specifically, every time the cut switch 63 outputs a signal. That is, every time the second shift lever 61 is turned clockwise once, the drive range → “4” range →
The range is switched in the order of "3" range → "2" range → L range, and conversely, every time the cutoff signal outputs a signal, that is, the second shift lever 61 is rotated once counterclockwise. For each L range → "2" range →
The range can be switched in the order of "3" range → "4" range → drive range.

In each of these shift ranges, settable shift speeds and shift speeds at which engine braking is effective are determined, and those shift speeds are stored in the electronic control unit 10 in advance as a map. In addition, the solenoid valve SOL4 for turning on the engine brake is turned on /
The OFF pattern is stored. Then, the cut switch 63 or the cutoff switch 62 is turned on.
Each time it is operated, the shift map and solenoid pattern are changed, and a predetermined shift range is set.
In that case, in the drive range state, there is no higher speed range than that, so the output signal due to the ON operation of the cutoff switch 62 is canceled, and in the L range, the lower speed range is lower. Since there is no range, the output signal due to the ON operation of the cut switch 63 is canceled.

Further, when the shift range is switched to the shift range on the low speed side, a downshift may occur in association therewith, in which case the engine speed increases. Therefore, in order to protect the engine 1, when the cut switch 63 is turned on in a state where the engine 1 is overrun or overrevolved, the shift (downshift) is prohibited.

Further, when the return switch 65 is turned on, the drive range is set. This is executed by switching the shift map for controlling the shift range to that for the drive range and controlling the solenoid valve ON / OFF according to the map.

Therefore, according to the control device configured as described above, the shift range for forward traveling can be switched by operating the second shift lever 61 provided in the vicinity of the steering wheel 60. The shift range can be switched without releasing the hand from 60 and with the line of sight facing forward, and the operability of switching the shift range is improved. In addition, the return switch 65 is turned on by the second shift lever 61.
Since the drive range can be set immediately by operating N, the cut-off switch 62 is set to O
Compared with operating N and returning to the drive range,
It is easy to return to the drive range, and the operability of range operation is also improved in that respect.

The above control device according to the present invention can change the shift range by an electric operation by operating the switches 62 and 63, and in addition to this,
When the shift range is changed to the range on the higher gear side, an upshift is generated or the upshift is easily controlled. An example of the control is shown in FIGS. 1 and 2.

FIG. 1 conceptually shows a control routine which is repeatedly executed at predetermined time intervals. In the state where a predetermined initial control such as reading of an input signal is carried out, it is judged whether or not there is a request for up-range. (Step 1). This determination can be made by determining whether or not the above-mentioned cutoff switch 62 is turned on to output a signal. Therefore, the drive range in which the cut-off switch 62 functions effectively is set, and the shift range below the "4" range in which the shift stage on the medium-low speed side can be set so that the up-range can be performed is set. It is a prerequisite. Therefore this step 1
Corresponds to the range change detecting means of the present invention.

If the determination in step 1 is negative because there is no uprange request, this routine is exited without performing any particular control, and the cutoff switch 6
If the answer of Step 1 is YES due to the ON operation of No. 2, the shift line is changed (Step 2). The shift line to be changed here is the shift line in the shift diagram switched by changing the shift range, and an example thereof is shown in FIG. FIG. 2 shows the 2 → 3 upshift line and the 3 → 2 downshift line in the shift diagram for the “3” range, the solid line shows the normal shift line, and the broken line shows the change control in step 2. The shift line changed by is shown.

This shift line changing control is, specifically, a control for changing the shift line to the low vehicle speed side. Particularly, in the example shown in FIG. 2, the normal upshift line is close to the normal downshift line. Change to the lower speed side until or almost the same. In this way, if the shift line is changed to the low vehicle speed side, the second
When the vehicle is traveling at high speed (in the example of the figure, the state determined by the vehicle speed and the throttle opening) relatively approaches the third speed state, and therefore, for example, the vehicle speed slightly increases. An upshift to third gear occurs. That is, an upshift is likely to occur.
In addition, if the upshift line is changed to the low vehicle speed side until it almost coincides with the normal downshift line, the traveling state when the vehicle is traveling in the second speed is relatively adjusted so as to be in the third speed range. This means that an upshift to the 3rd speed occurs. Therefore, step 2 corresponds to the shift instruction means or the shift speed control means of the present invention.

After changing the shift line as described above, it is judged whether or not there is a shift judgment (step 3). That is, the change of the shift line is not a control for directly instructing the shift, and the shift determination is established or not established based on the relative relationship with the running state. Therefore, in this step 3, it is determined whether or not the shift determination is established based on the traveling state and the changed shift line.

If the shift is determined, that is, if the determination in step 3 is affirmative, it is determined whether the shift is determined to be a downshift determination (step 4). If a negative determination is made in step 4, it means that the upshift determination has been established. Therefore, in this case, this routine ends. That is, the state in which the shift line is changed is maintained. Such a traveling state is a traveling state indicated by a point A in FIG. 2 and the gear position thereof is the second speed, and the upshift line is changed to a position indicated by a broken line, so that the traveling state is relatively changed. That is, the change is made across the upshift line, and the upshift determination is established.

On the other hand, if a negative determination is made in step 3 because the shift determination is not established, the shift line is restored (step 5). Such a traveling state is a state indicated by a point B in FIG. 2 and is a state in which the second speed is set. In this case, even if the shift line is changed to the low vehicle speed side,
Since the shift range to which the running state belongs does not change, the shift determination cannot be established. In such a case, in the example shown in FIG. 2, the upshift line and the downshift line are set to the positions indicated by the solid lines. That is, the reason why the shift line is changed to the low vehicle speed side in step 2 is that the shift is likely to occur with the change of the shift range. Therefore, if the shift does not occur even if the control is performed, the shift line is changed. Since there is no effective change, the shift line is set to the normal state.

If the downshift is determined in step 4, the shift is changed to the lower vehicle speed side of the uprange and the shift line associated with the uprange, for example, when the accelerator pedal is depressed greatly and a large driving force is required. However, the procedure goes to step 5 to return the shift line to the normal state.

Therefore, according to the above-described control, the upshift occurs or is likely to occur with the uprange, so that the engine rotation speed decreases with the uprange operation, etc. You can achieve the running condition.

Next, control for returning the shift line changed as described above to the original will be described. FIG. 3 shows an example of the control, and the control routine shown here is executed at constant short time intervals. In FIG. 3, first, it is determined whether or not a downshift will occur when the shift line changed to the low vehicle speed side as described above is returned to the original vehicle speed position (step 6). When the affirmative determination is made in step 6, this routine is exited and the shift line is kept changed to the low vehicle speed side as described above. This is for maintaining the shift speed achieved by the upshift accompanying the uprange. Therefore, this step 6 corresponds to the downshift determination means and prohibition means of the present invention.

On the other hand, if a negative decision is made in step 6 because the downshift does not occur even if the shift line is restored, the shift line is restored (step 7). This is because a gear shift that is not intended by the driver will not occur.

[0052] In the embodiment described above has been described control when switching the shift range by the switch device, the present invention, there is no limited to the above example, the shift lever used in the conventional general The same control may be performed when the shift range is switched by operating. Further, the present invention can be applied not only to the above-described automatic transmission having the gear train but also to a control device for other automatic transmissions, and the control is performed between the second speed and the third speed. It goes without saying that the control is not limited to this.

[0053]

As described above, according to the first aspect of the present invention, the gear shift in the direction corresponding to the direction of the change of the shift range is accompanied by the operation of changing the shift range, and the upshift line is also changed.
Since properly is executed by changing the downshift line, the shift can be achieved shift in line with its intended by the intended shift range changing operation to become a running state combined with a change between the speed ranges and low Changes to the vehicle speed side
Shifting occurs as the shift line is returned to the original high vehicle speed side.
In case of turning, it is necessary to change the upshift line to the higher vehicle speed side.
Is prohibited, as a result, the unintentional shift does not occur,
It is possible to prevent a sense of discomfort from occurring.

According to the invention of claim 2, when an operation for changing the shift range is performed, an upshift line or a downshift line is displayed.
Following a change in the Nshifuto line, easily occur shift from gear position of that point in time, yet the direction of the shifting is the same as the direction of change of the shift range, thus operating the phase before and after the change of the shift range by the running state such as a vehicle speed or the throttle opening changes slightly with, the shift range can be achieved shift in line with the intended that changes and becomes a traveling state of turn combined with a change between the speed range, also
Return the upshift line changed to the low vehicle speed side to the original high vehicle speed side
If a shift occurs due to
Changes to the high speed side of the line are prohibited, resulting in unintentional
Than had shift does not occur, it is possible to prevent that the discomfort may occur.

[0055]

[0056]

[Brief description of drawings]

FIG. 1 is a flow chart for explaining a control example by a control device according to the present invention.

FIG. 2 is a diagram showing a 2 → 3 upshift line and a 3 → 2 downshift line in a “3” range shift diagram before and after changing the shift line.

[Figure 3] Control to undo the modified shift line routine
It is a flowchart showing a conceptual a.

FIG. 4 is a diagram schematically showing an overall control system of an automatic transmission targeted by the present invention.

FIG. 5 is a skeleton diagram showing an example of a gear train of an automatic transmission targeted by the present invention.

FIG. 6 is a chart showing an engaged / released state of a friction engagement device for setting each shift speed.

FIG. 7 is a second range operating mechanism according to the present invention;
It is a figure which shows arrangement | positioning of a shift lever, (A) is the figure seen from the front of a steering wheel, (B) is the elements on larger scale of the 2nd shift lever, (C) is the figure seen from the side of a steering wheel. is there.

[Explanation of symbols]

2 automatic transmission 10 Electronic control unit for automatic transmission 61 Second shift lever 62 cut-off switch 63 cut switch

Continuation of the front page (56) Reference JP-A-9-14417 (JP, A) JP-A-6-221417 (JP, A) JP-A-5-296335 (JP, A) JP-A-64-12943 (JP , A) Japanese Unexamined Patent Publication No. 5-196118 (JP, A) Actual Development No. 1-67364 (JP, U) (58) Fields investigated (Int.Cl. ⁷ , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48

Claims (2)

(57) [Claims] 1. A plurality of shift ranges that define a range of shift speeds set based on a running state of a vehicle are provided, and the shift ranges are switched by manually operating a range switching operation mechanism , And you should upshift
Upshift lines and down lines that determine the driving state including the vehicle speed
Downshifts that determine driving conditions including vehicle speed to shift
In a control device for an automatic transmission configured to judge a shift based on a shift line, a range change detection for detecting that a shift range has been changed by manually operating the range switching operation mechanism during traveling. And a change in the shift range, when the range change detecting means detects that the shift range is changed, the increase is made in accordance with an increase / decrease in a range of shift stages that can be set.
Shift line to low speed side or downshift line to high speed
A shift instruction means for upshift or downshift from the gear position in the run line by changing the speed side, the original upshift line is changed to the low speed side high vehicle speed side
To determine if a downshift will occur by returning to
Downshift determining means and the downshift determining means returning the upshift line.
If you decide that a downshift will occur due to
The upshift line changed to the low vehicle speed side is returned to the original high vehicle speed side.
An automatic transmission control device comprising: a prohibiting means for prohibiting returning . 2. A plurality of shift ranges that define a range of shift speeds set based on a running state of the vehicle are provided, and the shift ranges are switched by manually operating a range switching operation mechanism , And you should upshift
Upshift lines and down lines that determine the driving state including the vehicle speed
Downshifts that determine driving conditions including vehicle speed to shift
In a control device for an automatic transmission configured to judge a shift based on a shift line, a range change detection for detecting that a shift range has been changed by manually operating the range switching operation mechanism during traveling. And a change in the shift range, when the range change detecting means detects that the shift range is changed, the increase is made in accordance with an increase / decrease in a range of shift stages that can be set.
Shift line to low speed side or downshift line to high speed
Shift speed control means for easier to upshift or downshift from the gear position in the run line by changing the speed side
And the upshift line that was changed to the low vehicle speed side above the original high vehicle speed side
To determine if a downshift will occur by returning to
Downshift determining means and the downshift determining means returning the upshift line.
If you decide that a downshift will occur due to
The upshift line changed to the low vehicle speed side is returned to the original high vehicle speed side.
An automatic transmission control device comprising: a prohibiting means for prohibiting returning .