JP4258382B2 - Shift control device for automatic transmission for vehicle - Google Patents

Description

  The present invention relates to a shift control apparatus for an automatic transmission for a vehicle, and more particularly to an improvement of a shift control apparatus that continuously switches a gear stage or a shift range according to an operation time of a changeover switch.

  (a) A switching request signal is output when the driver is turned ON to manually switch between a plurality of gear ranges with different gear ranges or gear ratios with different gear ratios. (B) When the changeover switch is continuously turned on and the change request signal is continuously output, the shift range or gear to be set is set to 1 at a predetermined time interval. There is known a shift control device for an automatic transmission for a vehicle having continuous change means for changing continuously in order, and (c) switching means for switching to a shift range or gear stage changed by the continuous change means. ing. The shift control device described in Patent Document 1 is an example, as compared to a case where a plurality of shift ranges are downshifted at once by simply maintaining the ON state of the changeover switch when the vehicle is stopped, etc. The operability is improved.

JP 10-159961 A

  However, in such a conventional continuously changeable shift control device, the shift range and the gear stage are changed at regular time intervals, so depending on the traveling state of the vehicle such as an uphill road and the preference of the driver, While there are times when you want to switch gears quickly, conversely, if you switch quickly, it will be difficult to switch to the desired gear range and gear, and there is a possibility that gears will shift beyond the driver's intentions. It was not fully satisfactory and there was still room for improvement.

  The present invention has been made in the background of the above circumstances, and the object of the present invention is to consider a vehicle running state, a driver's preference, and the like in a shift control device capable of continuously changing a shift range and a gear stage. It is to be changed at an appropriate time interval.

In order to achieve such an object, the first invention provides (a) an operation for manually switching a plurality of shift ranges having different shift ranges in which automatic shifts are performed or a plurality of gear stages having different gear ratios. A changeover switch that outputs a change request signal by being turned ON by a user, and (b) set when the changeover switch is continuously turned on and the change request signal is continuously output. Continuous change means for continuously changing the power shift range or gear stage one by one at predetermined time intervals, and (c) a switching means for switching to the shift range or gear stage set by the continuous change means. (D) a time interval for shortening the time interval for the continuous change means to change the shift range or gear stage when compared with a high speed when the vehicle speed is slow. A setting means is provided.

According to the second aspect of the present invention, (a) a driver performs an ON operation to manually switch between a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. A changeover switch for outputting a change request signal; and (b) a predetermined shift range or gear position to be set when the changeover switch is continuously turned on and the change request signal is continuously output. Shift of a vehicle automatic transmission having continuous change means for sequentially changing one by one at a time interval, and (c) switching means for switching to a shift range or gear set by the continuous change means in the control device, provided Shorten time interval setting means than when small when (d) the time interval for the continuous changing means changes the shift range or gear position, a large road surface slope this The features.

According to a third aspect of the invention, (a) a driver performs an ON operation to manually switch between a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. A changeover switch for outputting a change request signal; and (b) a predetermined shift range or gear position to be set when the changeover switch is continuously turned on and the change request signal is continuously output. Shift of a vehicle automatic transmission having continuous change means for sequentially changing one by one at a time interval, and (c) switching means for switching to a shift range or gear set by the continuous change means in the control device, the Shorten time interval setting means than when long when (d) the time interval for the continuous changing means changes the shift range or gear position, the distance to the intersection is short provided It is characterized in.

According to a fourth aspect of the present invention, (a) a driver performs an ON operation to manually switch between a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. A changeover switch for outputting a change request signal; and (b) a predetermined shift range or gear position to be set when the changeover switch is continuously turned on and the change request signal is continuously output. Shift of a vehicle automatic transmission having continuous change means for sequentially changing one by one at a time interval, and (c) switching means for switching to a shift range or gear set by the continuous change means in the control apparatus, (d) a driving preference of the driver regarding changes speed when the shift range or gear position is continuously changed by the continuous changing means, predetermined personal or real Fast changing speed as compared with the case where the judging from the operating condition, it is determined that if that the change rate is high is determined to be the driving preference of the driver is changing speed slow a driving preference of the driver As described above, it is characterized in that there is provided time interval setting means for variably setting the time interval at which the continuous change means changes the shift range or gear stage based on the determination result of the driving preference .

According to a fifth aspect of the present invention, in the shift control device for an automatic transmission for a vehicle according to any one of the first to fourth aspects, the time interval becomes shorter as the output duration time of the switching request signal becomes longer. To do.

In the shift control apparatus for an automatic transmission for a vehicle according to the first aspect of the present invention, the time interval for the continuous change means to change the setting of the shift range and the gear stage is set to be shorter when the vehicle speed is slow than when the vehicle speed is low. to be variably set, when the vehicle is stopped or deceleration, or uphill or when the vehicle speed is decreased by, while the shift range and setting the gear stage is quickly changed rapidly downshifting is performed at high vehicle speed Since the change speed is slow, it is possible to easily switch to the desired shift range and gear stage.

In the shift control apparatus for a vehicular automatic transmission of the second invention, the time interval at which consecutive changing means changes the setting of the shift range or a gear stage is rather short compared to the time smaller when the road surface gradient is larger by the time interval setting means As a result, the shift range and gear setting are quickly changed on the uphill and downhill roads, and downshifting is performed, so that large driving force and engine braking can be obtained quickly, while flat roads Since the speed of change is slow, it is easy to switch to the desired gear range and gear position.

In the shift control apparatus for a vehicular automatic transmission of the third invention, the time interval at which consecutive changing means changes the setting of the shift range or a gear stage, as compared with the long time when the distance to the intersection is short by the time interval setting means to be variably set on the short Kunar so, while the shift range and rapidly downshifting setting gear is quickly changed when or decelerate or stop at an intersection are carried out, during normal running other than the intersection Since the change speed is slow, it is possible to easily switch to the desired shift range and gear stage.

In the shift control apparatus for an automatic transmission for a vehicle according to the fourth aspect of the present invention, the driver's driving preference regarding the shift range or the speed change of the gear stage is determined, and based on the determination result, the continuous change means determines the shift range or the gear position. since the time interval for changing the settings is variably set, or young or elderly, and whether sports-oriented or economy-oriented, with respect to the driving preference is different variety of the driver, so that the operability that meet the driving preference is obtained become.

In the fifth aspect of the invention, the change time interval becomes shorter as the output duration time of the change request signal becomes longer. Therefore, the change speed of the shift range and gear setting is gradually increased, and the multi-step change can be made quickly in a short time. As a result, the switching control that matches the driver's request and feeling is performed, and the switching operability is further improved. In other words, when the switch is continuously operated to perform multi-stage switching at once, it is highly likely that the driver wants to perform the switching promptly, so the output duration time of the switching request signal is long. If the change speed is made faster, it will match the switching request and feeling of the driver who wants quick switching, while the setting change speed is slow while the output duration of the switching request signal is short. It can be easily switched to the shift range or gear stage.

  The shift control device for an automatic transmission for a vehicle according to the present invention is preferably applied to a stepped automatic transmission such as a planetary gear type or a parallel shaft type, for example, but is a belt type having a plurality of shift ranges having different shift ranges. The present invention can also be applied to a continuously variable transmission such as a toroidal type. The continuously variable transmission can be used in such a manner that the gear ratio is changed stepwise by a plurality of forward gears as in the stepped transmission. The shift range of the shift range in which the shift is automatically performed is normally the same as the lowest speed forward gear stage and the lowest speed gear ratio with the largest speed ratio, but only the highest speed forward gear stage and the highest speed gear ratio are different. .

  In the case of a stepped transmission, it is preferably applied to a multi-stage transmission of 7 stages or 8 stages or more, but can also be applied to a stepped transmission of 6 stages or less. In general, a single gear train is set, but it is possible to establish two or more types of gear trains having different gear ratios or two or more types of gear trains having different numbers of gear stages. The present invention can also be applied to a stepped transmission in which a predetermined gear train is automatically set in accordance with a driver's selection operation, a running state of a vehicle, and the like.

  The changeover switch is provided so that it can be turned on and off by operating a shift lever provided on the side of the driver's seat or in the instrument panel in front of the driver's seat, for example. Various modes are possible, such as being able to.

  When the change-over switch is continuously turned on, the continuous change control may always be performed. However, in order to prevent a multi-stage switch from being performed against the driver's intention, for example, continuous change control is performed. A separate change permissible switch is provided, and continuous change is allowed only when the continuous change permissible switch is turned ON. When the continuous change permissible switch is OFF, the switch is increased by one step even if the ON state of the changeover switch continues. It can also be configured to go down. In that case, it is desirable to prohibit the continuous change control by continuing the ON state of the changeover switch when the continuous change permission switch or its electric system fails. It should be noted that in a constant traveling state such as a high vehicle speed, the continuous change control may be forcibly prohibited regardless of the ON operation of the continuous change permission switch.

  The changeover switch includes, for example, both a downshift for increasing the gear ratio and an upshift for decreasing the gear ratio, and the continuous change means for continuously changing with the continuous output of the switch request signal includes downshift and upshift. However, it is also possible to perform the continuous change control only in one of the up and down states, such as continuously changing only during the downshift. In general, the effect of improving the operability by the continuous change control is large in the case of downshift, and there is not much need for upshift. For example, upshift is always switched one step at a time by one switch operation, Various modes different from the present invention are possible, such as switching to the highest gear range and the highest gear position at a time with a single switch operation.

  The continuous change means continuously changes the shift range and gear stage to be set one by one in order, but the switching means may continuously change the shift range and gear stage one by one according to the change, or In the case of continuously changing in a short time, various modes are possible, for example, it may be possible to jump to the finally set shift range or gear stage. However, in order to allow the driver to check the change of the gear range and gear position during the continuous change, the speed change range and gear step that are continuously changed by the continuous change means are displayed by a display device such as a range indicator or gear step indicator. It is desirable to display with sound or image.

  The continuous changing means, or the switching means for actually switching the shift range and gear stage, can be switched or switched by the determination of VSC (Vehicle Stability Control) or the like for controlling the engine rotational speed and vehicle behavior after switching. It is desirable to provide switching limiting means for limiting the shift. The switching limiting means may completely stop the gear stage switching or the range switching, but it is desirable to perform the gear stage switching or the range switching as much as possible.

Time interval setting means for variably setting a time interval, which vehicle speed, road gradient, the distance to the intersection, or comprise several map operation嗜good driver as parameters, sets the time interval in accordance with the map However, various modes are possible, such as correction by multiplying a reference time interval by a predetermined coefficient or adding or subtracting a predetermined time. The driver may be able to directly set, change or select the time interval.

  Multiple types of time intervals that are variably set by the time interval setting means can be changed in all time ranges in which the shift range and gear stage are changed sequentially from the highest to the lowest according to the output duration of the switching request signal. The time intervals may be different at all times. For example, when the number of changeover gears and gears to be changed as desired is relatively small, that is, when the output duration of the change request signal is short, the normal time ( If you want to quickly switch between multiple stages at the same time interval as the standard time), that is, if the output duration of the switch request signal exceeds the specified time, make the time interval shorter than normal (standard), etc. Should be different.

The time interval variably set by the time interval setting means is desirably set so as to become shorter as the output duration of the switching request signal becomes longer as in the fifth aspect of the invention. Regardless of this, various modes are possible, such as being able to be set to be changed at a constant time interval. In the fifth invention, for example, the time interval is determined to be shorter in geometric progression at a constant rate, vehicle speed and the ratio, road gradient, the distance to the intersection, or increased or decreased in accordance with the operating嗜good driver However, the time interval may be shortened stepwise, such as two or three steps, or may be shortened continuously at the same time interval until a certain time, or has regularity. Various modes are possible, such as a random shortening without any problem.

In the fourth invention in which the time interval is variably set based on the driving preference of the driver, for example, from the operational tendency such as how to step on the brake and the accelerator, the frequency of use of continuous switching and manual switching, the selection state of the power mode and economy mode, etc. Although it can be configured to automatically determine the driving preference, it can be variably set by the driver's operation, or it can be stored in advance in an in-vehicle storage device or recorded on an IC card carried by the driver Various modes are possible, such as one that reads and variably sets the driver's personal information such as age, sex, and driving preference. In the case where a plurality of drivers use the same vehicle, it is desirable to store the time intervals of the individual drivers individually and to set them automatically only by specifying the driver.

When the time interval is variably set in consideration of the driver's driving preferences, vehicle speed, road gradient, and distance to the intersection , if the setting conditions compete with each other depending on the driving condition, comprehensive it is desirable that the optimal time interval to determine is to be set to, since the control may become complicated, for example when a specific running condition of the vehicle stop or the like, in preference to operation嗜good Various modes are possible, for example, the time interval may be set based on the vehicle speed, the road surface gradient, or the distance to the intersection . Generally, it is desirable to prioritize the setting based on the vehicle speed, the road surface gradient, or the distance to the intersection rather than the driving preference of the driver.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a skeleton diagram for explaining an example of an automatic transmission 10 for a vehicle to which the present invention is preferably applied, and a first transmission unit 14 mainly composed of a double pinion type first planetary gear unit 12 and The second planetary gear device 16 is composed mainly of a single pinion type second planetary gear device 16, a double pinion type third planetary gear device 18, a single pinion type fourth planetary gear device 20, and a fifth planetary gear device 22. And a speed change unit 24 for changing the speed of rotation of the input shaft 26 and outputting it from the output gear 28. The input shaft 26 corresponds to an input member, is a turbine shaft of the torque converter 32, and receives rotation input from the crankshaft 31 of the engine (internal combustion engine) 30 as a travel drive source via the torque converter 32. The output gear 28 corresponds to an output member, and rotationally drives the left and right drive wheels via a differential gear device or the like. The vehicle automatic transmission 10 is substantially symmetrical with respect to the center line, and the lower half of the center line is omitted in FIG.

  The carrier CA1 of the first planetary gear unit 12 constituting the first transmission unit 14 is connected to the input shaft 26 and is driven to rotate. The sun gear S1 is integrally fixed to the case 34 so as not to rotate, and the ring gear R1 is As an intermediate output member, the rotation of the input shaft 26 is decelerated and output to the second transmission unit 24. As described above, the path that is transmitted from the input shaft 26 to the second transmission unit 24 through the carrier CA1 of the first planetary gear device 12, the pinion gear disposed in the carrier CA1, and the ring gear R1 as an intermediate output member is the second input. In the path PA2, the speed is reduced at a constant speed ratio 1 / (1-ρ1) determined according to the gear ratio (= the number of teeth of the sun gear / the number of teeth of the ring gear) ρ1 of the first planetary gear device 12. In addition to the second input path PA2, the rotation of the input shaft 26 is maintained at the speed ratio 1.0 as it is through the carrier CA1 of the first planetary gear device 12 of the first transmission unit 14 as it is. A first input path PA1 is provided for transmission to.

  The second transmission unit 24 corresponds to a main transmission unit, and the second planetary gear unit 16 includes a stepped pinion 36 having a pinion gear having a large-diameter portion and a small-diameter portion. While functioning as a pinion gear of the two planetary gear unit 16, the ring gear R5 of the fifth planetary gear unit 22 is engaged with the large diameter portion. Further, the carriers CA2 and CA3 and the sun gears S2 and S3 of the second planetary gear device 16 and the third planetary gear device 18 are configured by common members, respectively, and the pinion gear (stepped) of the second planetary gear device 16 is provided. The small diameter portion of the pinion 36 also serves as the first pinion gear (pinion gear that meshes with the sun gear S3) of the third planetary gear unit 18.

  The second planetary gear device 16, the third planetary gear device 18, the fourth planetary gear device 20, and the fifth planetary gear device 22 constituting the second transmission unit 24 are partially connected to each other. The six rotation elements RM1 to RM6 are configured by the above. Specifically, the first rotation element RM1 is configured by the sun gear S4 of the fourth planetary gear device 20, and the second gear R2 of the second planetary gear device 16 is the second. The rotating element RM2 is configured, the third rotating element RM3 is configured by the ring gear R5 of the fifth planetary gear unit 22, and the carrier CA2 of the second planetary gear unit 16 and the carrier CA3 of the third planetary gear unit 18 are coupled to each other. The fourth rotating element is configured, and the ring gear R3 of the third planetary gear device 18 and the carrier CA4 of the fourth planetary gear device 20 are connected to each other, so that The element RM5 is configured, and the sun gear S2 of the second planetary gear unit 16, the sun gear S3 of the third planetary gear unit 18, and the ring gear R4 of the fourth planetary gear unit 20 are connected to each other to configure a sixth rotating element RM6. Yes.

  The first rotating element RM1 (sun gear S4) is selectively connected to the case 34 by the first brake B1 and stopped rotating, and the second rotating element RM2 (ring gear R2) is moved to the case 34 by the second brake B2. The fourth rotating element RM4 (carriers CA2, CA3) is selectively connected to the case 34 by the third brake B3 and stopped rotating, and the sixth rotating element RM6 (sun gear S2) is selectively connected and stopped. , S3, and the ring gear R4) are selectively coupled to the ring gear R1, that is, the second input path PA2 of the first planetary gear device 12, which is an intermediate output member, via the first clutch C1, and the first rotating element RM1 (sun gear). S4) is also selectively connected to the ring gear R1, that is, the second input path PA2, through the second clutch C2, The rotating element RM2 (ring gear R2) is selectively connected to the first input path PA1, that is, the input shaft 26 via the third clutch C3, and the third rotating element RM3 (ring gear R5) is connected to the first input via the fourth clutch C4. The fifth rotation element RM5 (ring gear R3 and carrier CA4) is integrally connected to the output gear 28 and outputs rotation by being selectively connected to the input path PA1, that is, the input shaft 26. The first brake B1 to the third brake B3 and the first clutch C1 to the fourth clutch C4 are all multi-plate hydraulic friction engagement devices that are frictionally engaged by a hydraulic cylinder.

  FIG. 2A is a collinear chart that can represent the rotational speeds of the rotating elements of the first transmission unit 14 and the second transmission unit 24 by straight lines, and the lower horizontal line represents the rotational speed “0”. The upper horizontal line is the rotational speed “1.0”, that is, the same rotational speed as the input shaft 26. In addition, each vertical line of the first transmission unit 14 represents the sun gear S1, the ring gear R1, and the carrier CA1 in order from the left side, and their intervals are determined according to the gear ratio ρ1 of the first planetary gear unit 12. . The figure shows a case where the gear ratio ρ1 = 0.427. The six vertical lines of the second transmission unit 24 indicate the first rotation element RM1 (sun gear S4), the second rotation element RM2 (ring gear R2), the third rotation element RM3 (ring gear R5), and the fourth rotation in order from the left side. Element RM4 (carriers CA2, CA3), fifth rotation element RM5 (ring gear R3 and carrier CA4), and sixth rotation element RM6 (sun gears S2, S3, and ring gear R4) are represented, and their intervals are the second planet. It is determined according to the gear ratio ρ2 of the gear unit 16, the gear ratio ρ3 of the third planetary gear unit 18, the gear ratio ρ4 of the fourth planetary gear unit 20, and the gear ratio ρ5 of the fifth planetary gear unit 22. The figure shows a case where the gear ratio ρ2 = 0.349, ρ3 = 0.419, ρ4 = 0.301, and ρ5 = 0.262. Note that the circled numbers “1” to “6” of the second transmission unit 24 represent the first rotation element RM1 to the sixth rotation element RM6, respectively.

  Then, as is apparent from this nomograph, the first clutch C1 and the third brake B3 are engaged, and the sixth rotating element RM6 is decelerated and rotated via the first transmission unit 14 and the fourth rotation. When the rotation of the element RM4 is stopped, the fifth rotation element RM5 connected to the output gear 28 is rotated at the rotation speed indicated by “1st”, and the largest gear ratio (= the rotation speed of the input shaft 26 / the output gear 28). 1st forward gear stage “1st” is established. When the first clutch C1 and the second brake B2 are engaged and the sixth rotating element RM6 is decelerated and rotated via the first transmission unit 14 and the second rotating element RM2 is stopped, the output gear 28 The fifth rotation element RM5 connected to the second rotation element RM5 is rotated at the rotation speed indicated by "2nd", and the second speed forward gear stage "2nd" having a smaller gear ratio than the first speed forward gear stage "1st" is established. . When the first clutch C1 and the first brake B1 are engaged, the sixth rotating element RM6 is decelerated and rotated via the first transmission unit 14, and the first rotating element RM1 is stopped from rotating. The element RM5 is rotated at the rotational speed indicated by “3rd”, and the third speed forward gear stage “3rd” having a smaller gear ratio than the second speed forward gear stage “2nd” is established. When the first clutch C1 and the second clutch C2 are engaged and the second transmission unit 24 is integrally decelerated and rotated through the first transmission unit 14, the fifth rotation element RM5 is indicated by “4th”. The fourth speed forward gear stage “4th”, which is rotated at the same rotational speed as that of the ring gear R1 of the first transmission unit 14 and has a smaller gear ratio than the third speed forward gear stage “3rd”, is established.

  When the first clutch C1 and the third clutch C3 are engaged, the sixth rotating element RM6 is decelerated and rotated through the first transmission unit 14, and the second rotating element RM2 is rotated integrally with the input shaft 26. The fifth rotation element RM5 is rotated at the rotation speed indicated by “5th”, and the fifth speed forward gear stage “5th” having a smaller gear ratio than the fourth speed forward gear stage “4th” is established. The fifth forward gear stage “5th” can also be established by engaging the first clutch C1 and the fourth clutch C4. When the third clutch C3 and the fourth clutch C4 are engaged and the second transmission unit 24 is rotated integrally with the input shaft 26, the fifth rotating element RM5 has a rotational speed indicated by "6th", that is, the input shaft 26 and The sixth speed forward gear stage “6th”, which is rotated at the same rotational speed and has a smaller gear ratio than the fifth speed forward gear stage “5th”, is established. The speed ratio of the sixth forward gear stage “6th” is 1.0. When the second clutch C2 and the third clutch C3 are engaged, the first rotation element RM1 is decelerated and rotated through the first transmission unit 14, and the second rotation element RM2 is integrally rotated with the input shaft 26. The fifth rotation element RM5 is rotated at the rotation speed indicated by “7th”, and the seventh speed forward gear stage “7th” having a smaller gear ratio than the sixth speed forward gear stage “6th” is established. When the third clutch C3 and the first brake B1 are engaged, the second rotating element RM2 is rotated integrally with the input shaft 26, and the first rotating element RM1 is stopped from rotating, the fifth rotating element RM5 is “ The eighth speed forward gear stage “8th”, which is rotated at the rotational speed indicated by “8th” and has a smaller gear ratio than the seventh speed forward gear stage “7th”, is established.

  When the second clutch C2 and the second brake B2 are engaged, the first rotating element RM1 is decelerated and rotated via the first transmission unit 14 and the second rotating element RM2 is stopped from rotating. The fifth rotation element RM5 is reversely rotated at the rotation speed indicated by “Rev”, and the reverse gear stage “Rev” is established. The reverse gear stage is engaged by engaging the second clutch C2 and the third brake B3, causing the first rotating element RM1 to rotate at a reduced speed via the first transmission 14 and stopping the rotation of the fourth rotating element RM4. It is also possible to establish a reverse gear stage having a larger gear ratio than “Rev”, and either reverse gear stage may be adopted, and the speed may be changed in two stages as required.

  (B) in FIG. 2 is an operation table that collectively shows the relationship between the gears and the operation states of the clutches C1 to C4 and the brakes B1 to B3. “○” indicates engagement, and the blank indicates release. The continuous forward gears can be shifted only by grasping any two of the clutches C1 to C4 and the brakes B1 to B3. Further, the gear ratio of each forward gear stage is appropriately determined by the gear ratios ρ1 to ρ4 of the first planetary gear device 12, the second planetary gear device 16, the third planetary gear device 18, and the fourth planetary gear device 20, For example, if ρ1 = 0.427, ρ2 = 0.349, ρ3 = 0.419, ρ4 = 0.301, the gear ratio shown in FIG. 2B is obtained, and the gear ratio step is substantially constant and appropriate. And the total gear ratio width (= 4.169 / 0.602) is as large as about 6.921, the gear ratio of the reverse gear stage “Rev” is also appropriate, and an appropriate gear ratio characteristic is obtained as a whole. It is done.

  The seventh speed forward gear stage “7th” and the eighth speed forward gear stage “8th” engage the fourth clutch C4 instead of engaging the third clutch C3, and input the third rotation element RM3. The gear ratio can also be established by rotating together with the shaft 26. The gear ratio thereof is the position of the third rotating element RM3 (ring gear R5) in FIG. 2 (a), that is, the gear ratio of the fifth planetary gear unit 22. It is determined appropriately according to ρ5. That is, the vehicle automatic transmission 10 can establish two types of gear trains having different gear ratios between the seventh speed forward gear stage “7th” and the eighth speed forward gear stage “8th”. One of the gear trains is set by selecting one or the like.

FIG. 3 is a block diagram for explaining the outline of a control system provided in the vehicle for controlling the automatic transmission 10 and the engine 30. The operation amount Acc of the accelerator pedal 50 is detected by the accelerator operation amount sensor 51. It has come to be. The accelerator pedal 50 is largely depressed according to the driver's requested output amount, and corresponds to an accelerator operation member, and the accelerator operation amount Acc corresponds to the requested output amount. The intake pipe of the engine 30 is provided with an electronic throttle valve 56 that has an opening angle (opening) θ _TH corresponding to the accelerator operation amount Acc by a throttle actuator 54. The bypass passage 52 that bypasses the electronic throttle valve 56 for idle rotation speed control controls the intake air amount when the electronic throttle valve 56 is fully closed in order to control the idle rotation speed NE _IDL of the engine 30. An ISC (idle rotational speed control) valve 53 is provided. In addition, the engine speed sensor 58 for detecting the rotational speed NE of the engine 30, the intake air quantity sensor 60 for detecting the intake air quantity Q of the engine 30, and the electronic throttle valve 56 are fully closed (idle state). ) And its opening _θTH , a throttle valve opening sensor 62 with an idle switch, a vehicle speed sensor 64 for detecting the vehicle speed V (corresponding to the rotational speed Nout of the output gear 28), a turbine rotational speed NT (= Turbine rotational speed sensor 66 for detecting the rotational speed Nin) of the input shaft 26, brake switch 68 for detecting the presence or absence of operation of a foot brake as a service brake, and lever position (operating position) P _{SH of the} shift lever 72 Lever position sensor 74, M mode switch 76, upshift switch 80, , An acceleration sensor 86, a vehicle weight sensor 88, a navigation system 110, an IC information reader 112, and the like. The engine speed NE, Intake air amount Q, throttle valve opening θ _TH , vehicle speed V, turbine rotation speed NT, presence / absence of brake operation, shift lever 72 lever position P _SH , selection of M mode (manual shift mode), shift range increase Request R _UP , request for down R _DN , whether to allow continuous switching, vehicle acceleration, vehicle weight, navigation information to know the distance to the intersection, personal information recorded on the IC chip carried by the driver, etc. A representative signal is supplied to the electronic control unit 90. The IC chip is integrated into, for example, a vehicle key.

  The electronic control unit 90 includes a so-called microcomputer having a CPU, a RAM, a ROM, an input / output interface, and the like. The CPU uses a temporary storage function of the RAM, and signals according to a program stored in the ROM in advance. By performing the processing, the output control of the engine 30 and the shift control of the automatic transmission 10 are executed, and the engine control and the shift control are divided as necessary. The electronic control device 90 is also connected with an M mode indicator 100, a range indicator 102, and a gear stage indicator 104 provided on an instrument panel or the like, and the M mode indicator 100 indicates that the manual transmission mode is selected. The shift range is displayed on the range indicator 102, and the gear stage is displayed on the gear stage indicator 104.

The output control of the engine 30 by the electronic control unit 90 includes opening / closing control of the electronic throttle valve 56 by the throttle actuator 54, control of the fuel injection unit 92 for fuel injection amount control, and igniter for ignition timing control, etc. The ISC valve 53 is controlled for idle rotation speed control. Control of the electronic throttle valve 56, for example, drives the throttle actuator 54 based on the actual accelerator operation amount Acc from the relationship shown in FIG. 4, the accelerator operation amount Acc increases the throttle valve opening theta _TH enough to increase. When the engine 30 is started, the crankshaft 31 of the engine 30 is cranked by a starter (electric motor) 96.

Shift control of the automatic transmission 10 is performed depending on the lever position P _SH of the shift lever 72. The shift lever 72 is disposed in the vicinity of the driver's seat and is moved according to the shift pattern 120 shown in FIG. The shift pattern 120 has five lever positions “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, and “M (manual)”. The lever 72 is operated alternatively to any one of the lever positions. The lever position “M” has a “+” position and a “−” position in the longitudinal direction of the vehicle.

  The lever position “P” is a parking position, the automatic transmission 10 is in a power transmission cut-off state, and the output gear 28, that is, the drive wheel is mechanically rotated by a parking lock mechanism or the like according to the movement operation of the shift lever 72, for example. Fixed to impossible. The lever position “R” is a reverse travel position for performing reverse travel. For example, when the manual valve of the hydraulic control circuit 98 (see FIG. 3) is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is The reverse gear stage “Rev” is established. The lever position “N” is a power transmission cut-off position. For example, when the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, the automatic transmission 10 is configured to include all or part of the clutches C1 to C4 and the brakes B1 to B3. Is released and the power transmission is cut off. When the shift lever 72 is operated to these lever positions “P”, “R”, “N”, this is detected by the lever position sensor 74, and the positions “P”, “R” are displayed on the range indicator 102. ”And“ N ”are displayed.

The lever position “D” is a forward travel position in which the forward gear of the automatic transmission 10 is automatically switched and travels forward. For example, the manual valve is mechanically switched in accordance with the movement operation of the shift lever 72, so that The forward gear stages “1st” to “8th” can be established, and the uppermost D range that automatically shifts using all the forward gear stages “1st” to “8th” It is established. That is, when the shift lever 72 is operated to the lever position “D”, this is judged from the signal of the lever position sensor 74 to electrically establish the D range, and the first forward gear stage “1st” to the first Shift control is performed using all the forward gears of the eighth forward gear “8th”. Specifically, the hydraulic circuit is switched by controlling the excitation and non-excitation of a plurality of sonolide valves and a linear solenoid valve AT solenoid 99 provided in the hydraulic control circuit 98, and the clutch as shown in FIG. 2 (b). The operating states of the C1 to C4 and the brakes B1 to B3 are changed to establish any one of the first forward gear stage “1st” to the eighth forward gear stage “8th”. This shift control is performed according to a shift map (shift condition) stored in advance using, for example, the vehicle speed V and the throttle valve opening θ _TH as parameters, and as the vehicle speed V decreases or the throttle valve opening θ _TH increases. A forward gear on the low speed side having a large gear ratio is established. At this lever position “D”, the range indicator 102 indicates that the range is the D range based on the signal from the lever position sensor 74, and the actual forward gear that is sequentially switched by the shift control is displayed on the gear indicator 104. Is displayed.

  The lever position “M” is a manual shift position in which the eight shift ranges shown in FIG. 6 can be switched manually, and the M-mode switch 76 indicates that the shift lever 72 has been moved to the lever position “M”. ON, and the shift lever 72 is operated to the “+” position or the “−” position to set the manual shift mode in which the shift range is electrically increased or decreased. 100. FIG. 6 is a diagram showing the shift range electrically set in the present embodiment and the shift range. The numbers “1” to “8” in the gear stage column are the first speed forward gear stage “1st” to It represents the eighth forward gear stage “8th”, and the lowest forward gear stage having the largest speed ratio is the first forward gear stage “1st”, and the highest forward gear stage is changed one by one. Yes. In each shift range, the shift is automatically performed according to the same shift map as the D range in the range from the first forward gear stage “1st” to the fastest forward gear stage.

The “+” position is an upshift position, the “−” position is a downshift position, and when the shift lever 72 is operated to the “+” position or the “−” position, this is the upshift position. The shift range is electrically changed according to signals detected by the switch 80 and the downshift switch 82 and indicating the up request _RUP and the down request _RDN . These “+” and “−” positions are both unstable, and the shift lever 72 is automatically returned to the shift position “M” by a biasing means such as a spring. The shift range is increased or decreased one by one by an operation to the position or “−” position for a predetermined time or longer, and the forward gear is changed accordingly. In this embodiment, the initial range when the manual shift mode is set by operating the lever position “M” is the same D range as the lever position “D”. 7 range, which is one lower than the D range, can be set as the initial range. The upshift switch 80, downshift switch 82 corresponds to the change-over switch, up request R _UP output from the switch 80, 82 of it such as a signal representing the down request R _DN is switching request signal.

  The M mode switch 76 is ON even when the shift lever 72 is positioned on the right side from the lever position “M” in FIG. 5A, that is, when it is operated to the “+” position or the “−” position. A signal is output, and the manual transmission mode is maintained in the ON state until the lever is returned to the lever position “D”.

On the other hand, when the shift lever 72 is operated to the “+” position or the “−” position while operating the interlace switching allowance switch 84 in the manual shift mode, the holding time, that is, the up request R _UP or the down request Depending on the output duration time of the signal representing R _DN , one or a plurality of shift ranges are skipped and the operation at the time of switching the multi-stage shift ranges becomes easy. In such a case, in order to prevent overrun of the engine 30 and the behavior of the vehicle from becoming unstable, the range is switched under a predetermined condition, particularly for downshift, using the determination of the engine speed NE, VSC or the like. , And a switching restriction means 136 (see FIG. 7) is provided functionally to set the shift range as low as possible. As shown in FIG. 5B, the interlace switching allowance switch 84 is provided so that it can be pushed into the operation knob 73 of the shift lever 72, and automatically returns to OFF when the operation force is released. Therefore, the ON state is maintained only while the push-in operation is performed. This interlace switching permission switch 84 corresponds to a continuous change permission switch.

  FIG. 7 illustrates a part related to the interlaced switching control performed by pressing the interlaced switching allowance switch 84 in the manual transmission mode in the series of signal processing related to the shift control performed by the electronic control unit 90. The functional block diagram includes a continuous change means 130, a time interval setting means 132, a range switching means 134, a switching restriction means 136, and a transmission means 138, and performs signal processing according to the flowcharts shown in FIGS. 8 are executed by the time interval setting means 132, steps S9 and S15 are executed by the continuous changing means 130, steps S10, S12, S14, S16 and S17 are executed by the range switching means 134. S11 and S13 are executed by the switching limiting means 136. The range switching unit 134 corresponds to the switching unit.

  In step S1 of FIG. 8, it is determined whether or not the shift lever 72 is in the lever position “M” including the “+” position and the “−” position and the M mode switch 76 is ON. When the M mode switch 76 is ON, the manual shift mode is electrically set, and the M mode indicator 100 displays that the manual shift mode is set, and step S2 and subsequent steps are executed.

In step S2, whether or not a signal indicating the up request R _UP or the down request R _DN is supplied from the up shift switch 80 or the down shift switch 82 by operating the shift lever 72 to the “+” position or the “−” position. to decide. If an up request R _UP or down request R _DN signal is supplied, it is determined in step S3 whether or not the interlace switching allowance switch 84 is ON, that is, whether or not the push operation is being performed. Then, the shift range is increased or decreased by one with respect to the current shift range, and accordingly, the forward gear stage is shifted by the shift means 138 as necessary. In this change of the shift range, it is determined whether or not the shift range can be switched by the switch limiting means 136 as in step S11, and the range switch is prohibited as necessary. In addition, the current actual shift range and gear stage are displayed on the range indicator 102 and gear stage indicator 104, including the case where switching is prohibited, and when switching is impossible, this is also displayed.

When the interlace switching allowance switch 84 is ON, step S5 is executed subsequent to step S3, and the driver's personal information is read from the IC chip provided on the key or the like by the IC information reading device 112. In the personal information, the driving preference of the driver is shown in FIG. 10 regarding the change speed of the shift range when the shift range is skipped and switched according to the output continuation time of the signal indicating the up request R _UP or the down request R _DN . Thus, information on whether it is “fast”, “standard”, or “slow”, that is, information directly set by the driver, information such as age and sex that can indirectly determine them is included. In addition, instead of reading personal information in this way, the actual driving state of the driver, for example, operation tendency such as how to step on the brake or accelerator, use frequency of continuous switching and manual switching, selection state of power mode and economy mode, etc. Therefore, it is possible to provide driving preference determination means for automatically determining the driving preference (speed, standard, slow) related to the change speed of the shift range. A setting device that allows the driver to freely select a driving preference (speed, standard, slow) may be provided on an instrument panel or the like of the vehicle.

In the next step S6, the current traveling state, specifically the vehicle speed V, the road surface gradient Φ, and the distance L to the intersection are read. The vehicle speed V is detected by the vehicle speed sensor 64, and the road gradient Φ is the throttle valve opening θ _TH detected by the throttle valve opening sensor 62, the engine rotation speed NE detected by the engine rotation speed sensor 58, and the acceleration sensor 86. The vehicle acceleration detected by the vehicle weight, the vehicle weight detected by the vehicle weight sensor 88, and the like are obtained according to a predetermined arithmetic expression. The distance L to the intersection can be obtained from the current position obtained from the navigation system 110 and the map information. However, if possible, the distance L may be directly measured by a radar using a beacon.

In step S7, the change time pattern for continuously changing the shift range one by one in order according to the output continuation time of the signal indicating the up request R _UP or the down request R _DN is read in steps S5 and S6. Based on the personal information and the running state, the setting is made according to the flowchart of FIG. In step R1 of FIG. 9, based on the personal information and the vehicle speed V, for example, as shown in FIG. 10, a corresponding one is selected from six types of reference patterns set in advance using the personal information and the vehicle speed V as parameters. In the reference pattern of FIG. 10, for example, as shown in FIG. 11, the shift range is set as the output duration time of the signal indicating the up request R _UP or the down request R _DN (in the case of the down request R _{DN in} FIG. 11) becomes longer. In this embodiment, the time interval is shortened geometrically at a constant rate as the output continuation time becomes longer, and the shift range setting is changed. The speed gradually increases.

FIG. 11 is a time chart showing a comparison between the high vehicle speed (H2) and the low vehicle speed (L2) when the personal setting is “standard”. At time t ₀ , the interlace switching permission switch 84 is pushed. While the shift lever 72 is operated to the “−” position. The reference pattern at the time of low vehicle speed (L2) has a larger decrease rate of the time interval compared to that at the time of high vehicle speed (H2), and all the time intervals for changing the setting of the shift range in turn are high (H2 ) And the speed of changing the shift range setting is fast. Also, when the personal setting is “Fast”, the rate of decrease of the time interval is larger than that of “Standard”, and the time interval becomes shorter and the speed of changing the shift range setting is faster. Compared to “standard”, the rate of decrease of the time interval is small, the time interval becomes long, and the speed of changing the shift range setting is slow.

  FIG. 11 shows a case of downshifting from the D range. However, when the shift range at that time is other than the D range, the change may be started from the shift range. Further, although the same is determined in the case of upshifting, the time interval does not need to be the same as in the case of downshifting, and is determined as appropriate.

  Returning to FIG. 9, in step R2, it is determined whether or not the road surface gradient Φ is equal to or larger than a predetermined value. If the road surface gradient Φ is equal to or larger than a predetermined value, step R3 is executed, and the reference pattern read in step R1 is constant. Is corrected by multiplying by a correction coefficient (<1.0) (correction 1), thereby shortening the time interval for changing the shift range setting and increasing the changing speed. In step R4, it is determined whether or not the distance L to the intersection is equal to or smaller than a predetermined value. If the distance L is equal to or smaller than the predetermined value, step R5 is executed, and the reference pattern read in step R1 or corrected in step R3. By correcting the reference pattern by multiplying it by a fixed correction coefficient (<1.0) (correction 2), the time interval for changing the shift range setting is shortened and the changing speed is increased. In step R6, the reference pattern read in step R1 or the reference pattern corrected in steps R3 and R5 as necessary is set as a change time pattern to be actually used. The time interval may be finely corrected according to the road surface gradient Φ and the distance L to the intersection. In order to prevent the time interval from becoming too short due to the correction, a predetermined lower limit guard may be provided.

Returning to FIG. 8, in step S8, it is determined whether or not a downshift is performed, that is, whether or not a signal indicating a down request R _DN is supplied. In the case of a downshift, step S9 and subsequent steps are executed. In step S9, based on the change time pattern set in step S7, the shift range setting is sequentially changed to the downshift side one by one in accordance with the output duration of the signal representing the down request _RDN. At the same time, the change of the shift range is continuously displayed on the range indicator 102 to notify the driver. This step S9 is performed until the signal indicating the down request R _DN is turned OFF, the interlace switching allowance switch 84 is turned OFF, or the shift range reaches the lowest L range. In the next step S10, Then, the finally set shift range is set as the target range. It should be noted that since the shift range is not fixed in the steps S9 and S10, the fact that it is not fixed may be displayed by blinking, color or the like.

  In step S11, it is determined whether or not the engine 30 will overrun or the behavior of the vehicle will become unstable even when downshifted to the target range. That is, based on the current running state, whether or not it is possible to downshift to the highest speed gear in the speed range of the target range, for example, when the target range is the L range, downshift to the first forward gear “1st” Determine if you can. If downshifting to the target range is possible, step S12 is executed to set the target range to the actual shift range, and the transmission means 138 jumps to the highest speed gear in the shift range of the target range. The automatic transmission 10 is downshifted at once by switching. As a result, the shift range is determined, and the shift range and the shifted gear are displayed on the range indicator 102 and the gear indicator 104.

  If the determination in step S11 is NO, that is, if downshifting to the target range is not possible, step S13 is executed subsequent to step S11, and the shift range above the target range is determined based on the current running state. Find the lowest shift range that can be downshifted from the inside. In step S14, the lowest shift range in which the downshift is possible is set as the actual shift range and displayed on the range indicator 102, and the transmission means 138 reaches the highest speed gear in the shift range of the shift range. The automatic transmission 10 is downshifted at once, and the gear stage is displayed on the gear stage indicator 104. The shift range is displayed for a predetermined time together with the fact that switching to the target range is impossible.

On the other hand, if the determination in step S8 is NO, that is, in the case of an upshift, steps S15 to S17 are executed following step S8, and an up request is made in the same manner as in steps S9, S10, and S12 in the case of a downshift. change the setting of the shift range to the upshift side in accordance with the output duration of the signal representing the R _uP, performs upshift by interlaced switching. In the case of an upshift, there is no possibility that the engine 30 will overrun and there is little possibility that the behavior of the vehicle will become unstable. Therefore, the determination corresponding to step S11 is not necessarily required, and if the upshift is performed as it is to the target range. good.

  Thus, in the speed change control device of this embodiment, the change time pattern when the continuous change means 130 changes the speed range setting in steps S9 and S15 is changed by the time interval setting means 132 in steps S5 to S7. Because it is variably set based on information and driving conditions, the changing speed of the setting of the shift range is changed, and the switching operability to the desired shift range is ensured, while depending on the driving state of the vehicle, the driver's preference, etc. Under certain fixed conditions, the shift range setting is quickly changed, so that the shift range and gear position can be switched quickly.

  Specifically, as shown in FIG. 11, since the time interval of the change time pattern is shorter at low vehicle speeds than at high vehicle speeds, shifting is performed when the vehicle stops or decelerates or when the vehicle speed V decreases on an uphill road. While the range setting is quickly changed and the downshift is performed quickly, the change speed is slow at high vehicle speeds. For example, the shift lever 72 is moved from the “−” position to the lever position “M” while viewing the display of the range indicator 102. By switching back or releasing the interlace switch allowance switch 84, it is possible to easily switch to the intended shift range.

  In addition, since the time interval of the change time pattern is corrected to be shorter when the road gradient Φ is large than when it is small, the shift range setting is quickly changed on the uphill road or downhill road, and the downshift is performed. While a large driving force and engine brake can be obtained quickly, the change speed is slow on a flat road. For example, while viewing the display of the range indicator 102, the shift lever 72 is returned from the “−” position to the lever position “M”, By canceling the pressing of the interlace switching permission switch 84, it is possible to easily switch to the intended shift range.

  Also, when the distance L to the intersection is short, correction is made so that the time interval of the change time pattern is shorter than when the distance L is long. Therefore, when stopping or decelerating at the intersection, the shift range setting is changed quickly. While downshifting is performed quickly, the speed of change is slow during normal driving other than at intersections. For example, while looking at the display of the range indicator 102, the shift lever 72 is returned from the “−” position to the lever position “M” or skipped. By releasing the push of the shift switch allowance switch 84, it is possible to easily switch to the intended shift range.

  In addition, based on the driver's personal information recorded on the IC chip, the change speed of the speed range setting is set to three types of change time patterns of “fast”, “standard”, and “slow”. For various drivers with different preferences, operability that matches the driving preferences can be obtained.

In addition, as the output duration of the signal indicating the up request R _UP or the down request R _DN becomes longer, the change time interval becomes geometrically shorter, so that the change speed of the shift range setting becomes gradually faster and becomes multi-step. The switching is performed quickly in a short time, and the change of the shift range displayed on the range indicator 102 is also gradually accelerated, so that the switching control conforming to the driver's request and feeling is performed, and the switching operability is improved. Further improvement. That is, when the interlace switching allowance switch 84 is pushed in and multistage switching is to be performed at once, it is highly likely that the driver wants to perform the switching promptly, so the switching request signal (R If the change speed is increased as the output duration time of the _UP signal or _RDN signal) becomes longer, it will match the switching request and feeling of the driver who desires quick switching, while the output duration time of the switching request signal is short. Since the change speed is slow during this period, it is possible to easily switch to the desired shift range.

In the change time pattern of the above embodiment, the change time interval is shortened geometrically as the output duration time of the switching request signal (R _UP signal or R _DN signal) becomes longer. As described above, it is also possible to determine that the setting of the shift range is changed at a constant time interval regardless of the output duration of the switching request signal.

  As mentioned above, although the Example of this invention was described in detail based on drawing, these are one embodiment to the last, and this invention is implemented in the aspect which added the various change and improvement based on the knowledge of those skilled in the art. be able to.

1 is a skeleton diagram illustrating an example of an automatic transmission for a vehicle to which the present invention is preferably applied. It is a figure which shows the alignment chart and the action | operation table | surface of the automatic transmission for vehicles of FIG. It is a block diagram explaining the principal part of the control system of the vehicle with which the automatic transmission of FIG. 1 is equipped. It is a figure which shows the relationship between the throttle-valve opening degree of an electronic throttle valve of FIG. 3, and an accelerator operation amount. (a) is a figure which shows the shift pattern of the shift lever of FIG. 3, (b) is a schematic perspective view of the operation knob of an upper end. It is a figure explaining the shift range and shift range which are switched by operation of a shift lever. It is a block diagram explaining the function with which the electronic control apparatus of FIG. 3 is provided regarding the interlace switching control. FIG. 8 is a flowchart specifically explaining an interlace switching control performed by each function of FIG. 7. FIG. FIG. 9 is a flowchart for specifically explaining the processing content of change time pattern setting in step S7 of FIG. 8. FIG. It is a figure explaining the kind of reference pattern read by step R1 of FIG. It is a time chart explaining an example of the reference | standard pattern shown in FIG. It is a time chart explaining another example of a standard pattern.

Explanation of symbols

10: Automatic transmission for vehicle 72: Shift lever 80: Upshift switch (switching switch) 82: Downshift switch (switching switch) 130: Continuous change means 132: Time interval setting means 134: Range switching means (switching means) R _UP : Up request (switch request signal) R _DN : Down request (switch request signal)
Steps S5 to S7: Time interval setting means Steps S9, S15: Continuous change means Steps S10, S12, S14, S16, S17: Range switching means (switching means)

Claims (5)

A change-over switch that outputs a change request signal when turned ON by a driver in order to manually change a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. When,
When the changeover switch is continuously turned on and the change request signal is continuously outputted, the shift range or gear to be set is continuously changed one by one at predetermined time intervals. Continuous changing means to
Switching means for switching to the shift range or gear stage changed by the continuous change means;
In a shift control device for a vehicle automatic transmission having
A speed change control device for an automatic transmission for a vehicle, comprising: a time interval setting means for shortening a time interval at which the continuous change means changes the shift range or gear stage compared to a high speed when the vehicle speed is low. A change-over switch that outputs a change request signal when turned ON by a driver in order to manually change a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. When,
When the changeover switch is continuously turned on and the change request signal is continuously outputted, the shift range or gear to be set is continuously changed one by one at predetermined time intervals. Continuous changing means to
Switching means for switching to the shift range or gear stage changed by the continuous change means;
In a shift control device for a vehicle automatic transmission having
A shift control device for an automatic transmission for a vehicle, comprising: a time interval setting means for shortening a time interval for the continuous change means to change the shift range or gear stage as compared with a time interval when the road surface gradient is large. . A change-over switch that outputs a change request signal when turned ON by a driver in order to manually change a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. When,
When the changeover switch is continuously turned on and the change request signal is continuously outputted, the shift range or gear to be set is continuously changed one by one at predetermined time intervals. Continuous changing means to
Switching means for switching to the shift range or gear stage changed by the continuous change means;
In a shift control device for a vehicle automatic transmission having
Shifting of an automatic transmission for a vehicle, characterized in that there is provided time interval setting means for shortening the time interval at which the continuous change means changes the shift range or gear stage when the distance to the intersection is short compared to when it is long. Control device. A change-over switch that outputs a change request signal when turned ON by a driver in order to manually change a plurality of shift ranges having different shift ranges or a plurality of gear stages having different gear ratios. When,
When the changeover switch is continuously turned on and the change request signal is continuously outputted, the shift range or gear to be set is continuously changed one by one at predetermined time intervals. Continuous changing means to
Switching means for switching to the shift range or gear stage changed by the continuous change means;
In a shift control device for a vehicle automatic transmission having
The driver's driving preference regarding the changing speed when the shift range or gear stage is continuously changed by the continuous changing means is determined from predetermined personal information or actual driving state , and the changing speed is fast. Is determined to be the driving preference of the driver so that the changing speed is higher than the case where the slow changing speed is determined to be the driving preference of the driver. shift control device based on the determination result vehicular automatic transmission, characterized in that the continuous changing means provided with a time interval setting means for variably setting a time interval for changing the speed change range or gear. The shift control apparatus for an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the time interval becomes shorter as the output duration of the switching request signal becomes longer.

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