JP2010196766A - Shift control device for automatic transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shift control device for an automatic transmission for a vehicle, capable of performing a shift reflecting an intention of a driver by changing shift responsiveness. <P>SOLUTION: A shift control means 104 performs a high response shift in the up-shift direction, when determining that a manual shift mode is performed by a range hold determining means 106, determining that there is shift range switching operation in the up-shift direction by a shift range switching operation determining means 108 and determining that the vehicle is in a predetermined operation state by an operation state determining means 110. Thus, when the shift range switching operation in the up-shift direction is performed and an up-shift is performed by the automatic transmission 10, and when its up-shift is determined while caused by the manual operation of its driver, the high response shift of high shift responsiveness is performed, and the shift reflecting the intention of the driver can be performed. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a shift control technique for preventing a driver's comfort from being impaired when shifting a vehicle automatic transmission.

  The forward shift range of the automatic transmission for the vehicle is divided into the D range in which automatic shift is performed within the shiftable range of the automatic transmission, and the highest vehicle speed side shift stage achieved by the automatic shift is D 2. Description of the Related Art Conventionally, a shift control device for an automatic transmission that can be selectively switched by a manual operation to a manual shift range that is limited to a lower vehicle speed side than that in the range is known. Further, in the shift control device, the highest gear position in the manual shift range can be switched manually. For example, the shift control device for an automatic transmission disclosed in Patent Document 1 is such a shift control device.

  The shift control device for an automatic transmission disclosed in Patent Document 1 has vehicle driving information different from the vehicle driving information for performing the automatic shifting when the shifting range is switched from the D range to the manual shifting range. The gear position is set based on By doing in this way, when switching from the D range to the manual shift range, it is possible to achieve a shift stage in line with the driver's intention.

JP 2004-68957 A JP 2007-155025 A

  By the way, although not known, when the automatic shift is performed based on a predetermined shift map or the like, since the driver does not perform a shift operation in particular, a smooth shift shock is suppressed. Shifting is desired. On the other hand, when the driver performs a manual shift operation such as switching the shift range, the shift is performed after the manual shift operation, and the driver determines that the shift is a shift resulting from the manual shift operation. For example, when the shift from the highest gear position in the current shift range is performed immediately after the manual shift operation, the shift response is improved more than the shift shock reduction. Highly responsive gear shifting is important. However, in Patent Document 1, as described above, no study has been made regarding shifting by changing the shift response of the automatic transmission.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide an automatic transmission for a vehicle capable of performing a shift reflecting the driver's intention by changing the shift response. It is an object of the present invention to provide a shift control apparatus.

  To achieve the above object, the gist of the present invention is that: (a) an automatic transmission mode in which an automatic transmission is performed based on a predetermined relationship within an entire speed changeable range and an actual vehicle state; Within the full speed ratio range, the high vehicle speed side limited speed ratio for limiting the speed change is switched by manual operation, and the high vehicle speed side limited speed ratio is set to the highest vehicle speed side speed ratio. A shift control device for a vehicle automatic transmission capable of selecting the manual shift mode in which the automatic shift is performed, and (b) a switching operation between the automatic shift mode and the manual shift mode, or When there is a shift range switching operation that is a switching operation of the high vehicle speed side limited gear ratio during the manual shift mode, when in a predetermined driving state, the automatic shift based on the predetermined relationship is more than Strange Time is to perform a short high response speed.

  In this way, when the shift range switching operation is performed and the shift is performed by the vehicle automatic transmission, it is determined that the shift is caused by the driver's manual operation by the driver. If so, the high-response shift is performed, and the shift reflecting the driver's intention can be performed.

  Here, preferably, when the vehicle is in the predetermined driving state, the speed ratio of the vehicle automatic transmission is a speed ratio on the highest vehicle speed side within the entire speed ratio range or the limited speed ratio range. This is a case where it is determined that the gear is shifted within a predetermined time from the shift range switching operation. In this way, the current gear ratio is detected and the determination is made based on the vehicle speed, the accelerator opening, etc., so that the gear shift performed immediately after the gear shift range switching operation should be the high response gear shift. Thus, it is possible to easily and accurately determine whether or not the gear is changed, and it is possible to perform a shift that reflects the driver's intention.

  Preferably, (a) the shift range switching operation is a switching operation from the manual shift mode to the automatic shift mode, or in the manual shift mode, the high vehicle speed side limited gear ratio is set to a higher vehicle speed side. (B) the actual vehicle state at the time of the shift range switching operation is higher than the high vehicle speed side limited gear ratio before the shift range switching operation if the automatic shift mode is selected. The high response speed change is performed when the speed change ratio is within the speed range. In this way, the high-response shift is performed in the shift generated by the shift range switching operation, and the driver can perform an upshift with good responsiveness reflecting the intention.

  Preferably, the high-response shift is performed when it is predicted that the automatic shift is performed based on the predetermined relationship within the predetermined time from the shift range switching operation. Here, if the driver performs an upshift from the high vehicle speed limit transmission gear ratio immediately after the shift range switching operation, even if the upshift is based on the predetermined relationship, Even if the shift is caused by the range switching operation, it is considered that the shift is determined by the shift range switching operation. Therefore, if it is predicted that an upshift due to the automatic shift will occur, which is determined by the driver to be caused by the shift range switching operation, the predetermined relationship is satisfied. Without waiting for a shift determination based on the above, it is possible to prevent the driver from feeling uncomfortable that the shift response is deteriorated by performing an upshift by the high response shift instead of the automatic shift.

  Preferably, the automatic transmission for a vehicle selectively establishes a plurality of shift stages according to engagement and disengagement of the plurality of friction engagement devices, and performs clutch-to-clutch by re-holding the friction engagement devices. It is a stepped transmission that performs clutch shifting. In this way, it is possible to easily realize a rhythmic shift by the high response shift.

  Preferably, switching between the automatic transmission mode and the manual transmission mode is performed manually.

1 is a skeleton diagram of a power transmission device provided with an automatic transmission for a vehicle to which the present invention is preferably applied. FIG. 2 is an operation table for explaining operation states of engagement elements when a plurality of shift stages (gear stages) are established in the vehicle automatic transmission of FIG. 1. It is a figure explaining the shift operation apparatus for instruct | indicating the gear shift of the automatic transmission for vehicles of FIG. FIG. 2 is a block diagram illustrating an electrical control system of an electronic control device provided in a vehicle for controlling the power transmission device and the like of FIG. 1. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows an example of the shift map used in the shift control of the electronic controller of FIG. While the manual shift mode in the shift control of the electronic control unit of FIG. 4 is being executed, a region having the vehicle speed V and the accelerator opening degree A _CC as variables is a shift line region that is automatically shifted based on the shift diagram of FIG. And a region map divided into a manual shift region in which the shift stage is fixed to the high vehicle speed side limited shift stage (upper limit gear stage). 4 is a time chart of the hydraulic pressure of the disengagement-side engagement element and the hydraulic pressure of the engagement-side engagement element for comparing the shift times during automatic shift and high-response shift in the shift control of the electronic control unit of FIG. is there. FIG. 6 is a flowchart for explaining a main part of the control operation of the electronic control device of FIG. Using the operating points A, B, and C shown in FIG. 7 as an example, whether or not to perform a high-response shift depending on whether the operating point indicating the vehicle state is in the shift line region or the manual shift region in FIG. It is the comparison table explaining the effect of a present Example by comparing the comparison object technique which determines, and this example. It is a figure explaining another example different from that corresponding to Drawing 3 of a shift operation device for instructing shifting of an automatic transmission for vehicles of Drawing 1.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram of a power transmission device 8 provided with a vehicle automatic transmission 10 (hereinafter simply referred to as “automatic transmission 10”) to which the present invention is preferably applied. FIG. 3 is an operation table for explaining an operation state of an engagement element when a plurality of shift stages (gear stages) are established in the machine 10. This automatic transmission 10 is preferably used for an FF vehicle or the like mounted in the left-right direction (horizontal orientation) of the vehicle, and is configured by a single pinion type first planetary gear device 12 as a main component. A transmission unit 14 and a second transmission unit 20 configured as a Ravigneaux type mainly including a double pinion type second planetary gear unit 16 and a single pinion type third planetary gear unit 18 are provided on a coaxial line, and are input. The rotation of the shaft 22 is changed and output from the output rotating member 24. The input shaft 22 corresponds to an input member. In this embodiment, the input shaft 22 is a turbine shaft of a torque converter 30 that is rotationally driven by an engine 28 that is a driving power source. The output rotating member 24 corresponds to an output member of the automatic transmission 10, and an output meshing with a differential driven gear (large diameter gear) 36 for transmitting power to the differential gear device 34 shown in FIG. It functions as a gear, that is, a differential drive gear. The output of the engine 28 is transmitted to a pair of drive wheels (front wheels) 40 via the torque converter 30, the automatic transmission 10, the differential gear unit 34, and a pair of axles 38. The 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 engine 28 is an internal combustion engine such as a gasoline engine that generates a driving force by combustion of fuel injected in a cylinder. The torque converter 30 includes a pump impeller 30a connected to the crankshaft of the engine 28, a turbine impeller 30b connected to the input shaft 22 of the automatic transmission 10, and the one-way clutch. And a stator impeller 30c coupled to a housing (transmission case) 26 of the automatic transmission 10, and fluid transmission for transmitting the power generated by the engine 28 to the automatic transmission 10 via fluid. Device. Further, a lockup clutch 32, which is a direct coupling clutch, is provided between the pump impeller 30a and the turbine impeller 30b so as to be engaged, slipped, or released by hydraulic control or the like. It has become. When the lockup clutch 32 is completely engaged, the pump impeller 30a and the turbine impeller 30b are integrally rotated.

  The operation table of FIG. 2 summarizes the relationship between the shift speeds established by the automatic transmission 10 and the operation states of the clutches C1, C2 and the brakes B1, B2, B3. , “◎” represents engagement only during engine braking, and the blank represents release. The clutches C1 and C2 and the brakes B1, B2 and B3 (hereinafter simply referred to as the clutch C and the brake B unless otherwise specified) provided in the automatic transmission 10 are for switching the gear stage of the automatic transmission 10. This is an engagement element that is released or engaged by hydraulic control, and more specifically, a hydraulic friction engagement device that is controlled by a hydraulic actuator such as a multi-plate clutch or brake. Then, the hydraulic circuit is switched by a manual valve that operates in conjunction with the operation of the shift operation device 46, excitation, non-excitation, current control of the linear solenoid valves SL1 to SL4 of the hydraulic control circuit 98 (see FIG. 4), etc. Thus, the engagement and disengagement states of the clutch C and the brake B are switched, and the transient oil pressure at the time of engagement and disengagement is controlled.

In the automatic transmission 10, the first speed change according to the combination of the connected states of the rotating elements (sun gears S <b> 1 to S <b> 3, carriers CA <b> 1 to CA <b> 3, ring gears R <b> 1 to R <b> 3) of the first transmission unit 14 and the second transmission unit 20. The six forward shift stages from the first stage (first speed gear stage) “1st” to the sixth shift stage (sixth speed gear stage) “6th” are established, and the reverse shift stage “R” is established. Be made. As shown in FIG. 2, for example, in the forward gear stage, the first speed gear stage “1st” is set by engagement of the clutch C1 and the brake B2, and the second speed gear stage “2nd” is set by engagement of the clutch C1 and the brake B1. When the clutch C1 and the brake B3 are engaged, the third speed gear stage “3rd” is set. When the clutch C1 and the clutch C2 are engaged, the fourth speed gear stage “4th” is set. When the clutch C2 and the brake B3 are engaged, the fifth speed stage “3rd” is set. The sixth gear stage “6th” is established by the engagement of the clutch C2 and the brake B1. Further, the reverse gear stage “Rev” is established by the engagement of the brake B2 and the brake B3, and the neutral state is established when both the clutch C and the brake B are released. In the automatic transmission 10 according to the present embodiment, the brake B2 that establishes the first shift speed “1st” is provided with the one-way clutch F1 in parallel. Therefore, the brake B2 is not necessarily engaged when starting (acceleration). There is no need to combine them. Further, the gear ratio of each gear (= the rotational speed N _IN of the input shaft 22 / the rotational speed N _OUT of the output rotating member 24) is determined by the first planetary gear unit 12, the second planetary gear unit 16, and the third planetary gear. Each gear ratio of the device 18 (= the number of teeth of the sun gear / the number of teeth of the ring gear) is appropriately determined according to ρ1, ρ2, and ρ3.

  FIG. 3 is a diagram for explaining the shift operation device 46 including the shift lever 44. The shift operation device 46 is disposed beside the driver's seat, for example, and the shift lever 44 provided in the shift operation device 46 has five lever positions “P” and “R” as shown in FIG. , “N”, “D”, or “S” are manually operated. When the shift lever 44 is manually operated to the “+” or “−” position in the lever position “S” and the operation force is released, the shift operation device 46 receives “+” and “−”. A mechanical mechanism composed of a spring or the like is provided so as to return to the neutral position between the positions.

  The “P” position (range) releases the power transmission path in the automatic transmission 10, that is, a neutral state (neutral state) in which the power transmission in the automatic transmission 10 is interrupted, and mechanically rotates the output by the mechanical parking mechanism. This is a parking position (position) for preventing (locking) the rotation of the member 24, and the “R” position is a reverse travel position (position) for reversing the rotation direction of the output rotation member 24 of the automatic transmission 10. The “N” position is a neutral position (position) for achieving a neutral state in which power transmission in the automatic transmission 10 is interrupted, and the “D” position is a shift range that allows the automatic transmission 10 to shift. In (D range), forward travel is performed in which automatic shift control is executed using all forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th”. "S" position is a forward travel that allows manual shifting by switching between multiple types of shift ranges that limit the range of gear change, that is, multiple types of shift ranges with different gears on the high vehicle speed side. Position.

In this “S” position, the “+” position as the lever position _PSH for shifting the shift range up each time the shift lever 44 is operated, and the shift range is shifted down each time the shift lever 44 is operated. A “−” position is provided as a lever position _PSH for the movement. For example, in the “S” position, any of the “6” range to the “L” range is changed according to the operation of the shift lever 44 to the “+” position or the “−” position. The “L” range at the “S” position is also an engine brake range for obtaining a further engine brake effect by engaging the brake B2 at the first gear stage “1st”.

  The “D” position is an automatic transmission mode that is a control mode in which automatic transmission control is executed in the range of the first to sixth gears, for example, as shown in FIG. The “S” position is a shift position to be selected, and the automatic transmission control is executed within a range not exceeding the maximum vehicle speed side gear of each shift range of the automatic transmission 10 and the shift changed by manual operation of the shift lever 44 It is also a shift position for selecting a manual shift mode that is a control mode in which manual shift control is executed based on the range (that is, the maximum vehicle speed side gear stage).

FIG. 4 is a block diagram illustrating an electrical control system of an electronic control unit 90 provided in the vehicle for controlling the power transmission device 8 and the like. The electronic control device 90 shown in FIG. 4 is a so-called microcomputer including, for example, a ROM, a RAM, a CPU, an input / output interface, and the CPU uses a temporary storage function of the RAM according to a program stored in advance in the ROM. By processing the input signal, various controls relating to the power transmission device 8 are executed. For example, the electronic control device 90 also functions as a shift control device that performs control related to the shift of the automatic transmission 10. Further, an operation amount A _CC of the accelerator pedal 47 known as a so-called accelerator opening is detected by an accelerator operation amount sensor 48, and a signal representing the accelerator operation amount (accelerator opening) A _CC is supplied to the electronic control unit 90. It has come to be. The accelerator pedal 47 is largely depressed according to the driver's requested output amount, corresponds to an accelerator operation member, and the accelerator operation amount A _cc corresponds to the requested output amount. The engine rotational speed sensor 50 for detecting the rotational speed NE of the engine 28, the intake air amount sensor 52 for detecting an intake air quantity Q of the engine 28, the intake air to detect the temperature T _A of intake air A temperature sensor 54, a throttle sensor 56 with an idle switch for detecting the fully closed state (idle state) of the electronic throttle valve of the engine 28 and its opening degree θ _TH , vehicle speed V (corresponding to the rotational speed N _OUT of the output rotating member 24) a vehicle speed sensor 58 for) detecting a brake switch 64 for detecting the presence or absence of the operation of the cooling water temperature sensor 60, a foot brake pedal 62 is a service brake for detecting cooling water temperature T _W of the engine 28, the shift lever 44 lever position (operation position) _PSH lever position sensor 68 for detecting PSH, turbine rotation speed Turbine rotational speed sensor 70 for detecting NT (= rotational speed N _IN of input shaft 22), AT oil temperature sensor 72 for detecting AT oil temperature T _OIL which is the temperature of hydraulic oil in hydraulic control circuit 98 From these sensors and switches, the engine speed NE, the intake air amount Q, the intake air temperature T _A , the throttle valve opening θ _TH , the vehicle speed V, the engine cooling water temperature T _W , the presence or absence of brake operation, etc. Signals representing the lever position P _SH of the shift lever 44, the turbine rotational speed NT, the AT oil temperature T _{OIL and the} like are supplied to the electronic control unit 90.

Further, the electronic control unit 90 performs basic control such as, for example, a throttle opening degree that controls the throttle opening degree θ _TH (%) based on an actual accelerator opening degree A _CC (%) or the like from a previously stored relationship. Control, the actual accelerator opening A _CC (%) or the throttle opening θ _TH (%) and the vehicle speed V (km / h), etc., from the relationship stored in advance (a well-known shift diagram) shown in FIG. Shift control that automatically switches the gear stage of the automatic transmission 10 based on the above, feedback control and learning control related to the shift control, output shaft rotational speed (vehicle speed) N _OUT and throttle opening θ _TH Based on the above, control for executing engagement, release or slip of the lockup clutch 32 provided in the torque converter 30 is executed.

  In addition, the electronic control unit 90 does not cause a shift shock such as a change in driving force or the durability of the friction material of the friction engagement device (clutch C or brake B). Depending on the operation position, the excitation states of the linear solenoid valves SL1 to SL4, SLU, SLT and the electromagnetic switching valve SL of the hydraulic control circuit 98 are controlled, that is, the engagement hydraulic pressures PC1, PC2, PB1, PB2, and PB3 are continuously changed, and the engagement operation and the release operation of the clutch C and the brake B are controlled. As is apparent from FIG. 2, in the automatic transmission 10 of this embodiment, the gear stage is achieved by the engagement of the two engagement elements, and either one of the clutch C and the brake B is released and the other one is Adjacent gears are shifted by clutch-to-clutch shifts that engage one of them. In other words, the automatic transmission 10 selectively establishes a plurality of shift stages according to engagement and release of a plurality of friction engagement devices (clutch C and brake B), and re-holds the friction engagement devices. It is a stepped transmission that performs clutch-to-clutch shifting.

  FIG. 5 is a functional block diagram illustrating a main part of the control function of the electronic control device 90. The electronic control unit 90 includes a shift control unit 104, a shift range switching operation determination unit 108, and an operation state determination unit 110 shown in FIG.

The shift control means 104 stores a predetermined relationship (shift map, shift diagram) with the vehicle speed V and the accelerator opening degree A _CC as variables, for example, as shown in FIG. The automatic transmission 10 is automatically shifted based on the vehicle speed V and the vehicle state indicated by the accelerator opening Acc. Specifically, the shift control means 104 makes a shift determination based on the shift diagram, the actual vehicle speed V and the accelerator opening Acc, and determines whether or not the shift of the automatic transmission 10 should be executed. For example, the shift stage (gear stage) to be shifted of the automatic transmission 10 is determined. Then, automatic shift of the automatic transmission 10 is executed so that the determined shift speed is obtained. At this time, the shift control means 104 engages and / or releases the hydraulic friction engagement device involved in the shift of the automatic transmission 10 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A shift control command signal S _P (shift output command, hydraulic command) is output to the hydraulic control circuit 98. Then, the following command S _P, and the linear solenoid valve SL1~SL4 like in the hydraulic control circuit 98 is driven so that the shift of the automatic transmission 10 is executed, hydraulic friction engagement devices involved in the shifting The hydraulic actuator is activated. In the following description, unless otherwise specified, the automatic transmission of the automatic transmission 10 means an automatic shift based on the shift line included in the shift diagram of FIG. 6 and the actual vehicle state. And

In the shift diagram of FIG. 6, the solid line is a shift line (upshift line) for determining an upshift, and the broken line is a shift line (downshift line) for determining a downshift. Further, the shift line in the shift diagram of FIG. 6 indicates whether or not the actual vehicle speed V crosses the line on the horizontal line indicating the actual accelerator opening A _CC (%), that is, the value on which the shift on the shift line is to be executed. This is for determining whether or not (shift speed vehicle speed) V _S has been exceeded. As a series of shift points indicated by this value V _S, that is, the shift speed vehicle speed V _S and the accelerator opening degree A _CC corresponding thereto. It will also be remembered.

For example, if the shift control means 104 determines that the actual vehicle speed V has crossed the 2nd speed → 3rd speed upshift line at which the 2nd speed → 3rd speed upshift should be performed, that is, the shift point vehicle speed _V2-3 is set. When it is determined that the brake B1 has been exceeded, a command to release the brake B1 and to engage the brake B3 is output to the hydraulic control circuit 98, that is, a command to drain (drain) the engagement hydraulic pressure of the brake B1. A command to supply the engagement hydraulic pressure of the brake B1 is output to the hydraulic pressure control circuit 98.

  In this way, the shift control means 104 controls the excitation and non-excitation of the linear solenoid valves SL1 to SL4 and the like included in the hydraulic control circuit 98, respectively, and thereby the clutch C1 corresponding to each of the linear solenoid valves SL1 to SL4 and the like. , C2 and the brakes B1 to B3 are switched between engaged and disengaged states, and any one of the first to sixth gears “1st” to “6th” is established.

Further, the shift control means 104 includes a range hold determination means 106 that determines whether or not the manual shift mode is being executed by operating the shift lever 44 to the “S” position based on the lever position _PSH. Yes. For example, the range hold determination means 106 determines that the manual shift mode is being executed if the lever position P _SH is the “S” position, and if the lever position P _SH is the “D” position, the automatic shift mode is determined. It is determined that the shift mode is being executed. That is, it functions as a shift mode determining means for determining which of the manual shift mode and the automatic shift mode is being executed.

The shift control unit 104 determines that the shift lever 44 is in the “+” position when the range hold determination unit 106 determines that the manual shift mode is being executed, that is, when the manual shift mode is selected. Alternatively, in response to the “6” range to “L” range which is changed according to the manual operation to the “−” position, the low vehicle speed side is not determined from the shift line on the high vehicle speed side of the shift diagram. The shift determination is performed only from the shift line, and the automatic shift control of the automatic transmission 10 is executed. In other words, during the execution of the manual shift mode, the shift control means 104, specifically, the first speed gear within the entire shift ratio range in which the automatic transmission 10 can shift, that is, within the entire shift range. Within the range from the first gear to the sixth gear, the high vehicle speed side limited transmission gear ratio for limiting the shift, that is, the corresponding high vehicle speed side limited gear step _{GUL is set} to the “+” position or the “−” position. Switch according to manual operation. 6 within the speed limit range (limit speed ratio range) shown in FIG. 6 within the speed limit range (limit speed ratio range) in which the high vehicle speed side speed limit shift stage G _UL (high vehicle speed side speed limit speed ratio) is the highest speed (speed ratio). The automatic shift based on the shift diagram and the actual vehicle state (accelerator opening A _CC , vehicle speed V) is performed, and no shift is made to the higher vehicle speed side than the higher vehicle speed side limited shift stage _GUL . Further, the shift control means 104 immediately in the manual shift mode, if the shift stage during the manual operation is higher than the high vehicle speed limit shift stage _GUL set by the manual operation, Downshift to high vehicle speed side limited shift stage _GUL . That is, the shift control means 104 performs range hold control for performing the automatic shift by limiting the establishment of a shift stage on the higher vehicle speed side than the higher vehicle speed-side limited shift stage _GUL during the execution of the manual shift mode. Execute. From this, it can be said that the manual shift mode is a shift mode in which the range hold control is executed. More specifically, the range hold control refers to the shift diagram in FIG. 6 and the actual vehicle state in the range from the first gear to the same gear as the high vehicle speed side limited gear _GUL . And performing the automatic shift based on the above.

On the other hand, when the shift lever 44 is operated to the “D” position and the automatic shift mode is being executed, that is, when the automatic shift mode is selected, the shift control means 104 performs the full shift. Within the step range (within the range of the first to sixth gears), the automatic shift is performed based on the shift diagram of FIG. 6 and the actual vehicle state (accelerator opening A _CC , vehicle speed V).

The shift control means 104, for example, above in the manual shift mode execution, the high-speed side limit shift speed shift line shift to the gear position of the high vehicle speed side than the G _UL each from the shift diagram of FIG. 6 A plurality of shift diagrams deleted corresponding to the range may be stored in advance, and a shift determination may be performed based on the actual vehicle speed V and the accelerator opening degree A _CC from the plurality of shift diagrams, or In the shift diagram of FIG. 6, the shift determination may be performed so that only the shift line that shifts to a shift speed higher than the high vehicle speed side limited shift speed _GUL is invalidated. For example, when the “3” range is selected, the high vehicle speed side limited shift speed _GUL is the third speed gear stage. Therefore, the shift diagram corresponding to the “3” range is the first speed gear stage. And a shift line between the second speed gear stage and a shift line between the second speed gear stage and the third speed gear stage.

The manual shift mode can be described with reference to FIG. FIG. 7 shows a shift that is automatically shifted based on the shift diagram (see FIG. 6) in the region where the vehicle speed V and the accelerator opening degree A _CC are the same as those in FIG. 6 during execution of the manual shift mode. FIG. 6 is a diagram (region map) divided into a line region and a manual shift region in which a shift stage is fixed to the high vehicle speed side limited shift stage _GUL , that is, a shift stage fixed region. In Figure 7, the high-speed side limit shift speed shift lines for upshift from G _UL to one step higher vehicle speed side (see FIG. 6) is the boundary line L _BD, the low vehicle speed side to the boundary of the boundary line L _BD The shift line area is set, and the high vehicle speed side is set as the manual shift area. For example, if the “3” range of the manual shift mode is selected as an example, the N speed in FIG. 7 means the third speed, and the boundary line L _BD that separates the shift line area and the manual shift area is The upshift line from the third speed to the fourth speed in the shift diagram of FIG. If the vehicle state (operating point) indicated by the vehicle speed V and the accelerator opening degree A _CC is within the shift line area, automatic shift between the first speed and the third speed is performed based on the shift map. on the other hand, the vehicle state if the said manual shift region, the shift stage is fixed to a high speed side limit gear position G _UL set in the third-speed gear position.

  The shift control means 104 executes shift control of the automatic transmission 10 as described above. In the automatic shift based on the shift diagram of FIG. 6, a smooth shift is performed with an emphasis on shift shock reduction. On the other hand, in the manual shift by operating the shift lever 44, the shift response is emphasized more than the shift shock reduction, and the high response shift with the shift time shorter than the automatic shift is performed. For example, as shown in FIG. 8, which is a time chart of the hydraulic pressure of the disengagement-side engagement element and the hydraulic pressure of the engagement-side engagement element for comparing the shift times at the time of the automatic shift and the high response shift, In the high-response shift, the shift control means 104 operates to speed up the operation of the linear solenoid valve that operates the engagement elements, compared to the automatic shift based on the shift diagram, and to perform the operation of changing the engagement elements. The shift time is shortened by completing the process earlier. The case where this high-response shift is performed will be described in detail below. The high-response shift can be either an upshift or a downshift. However, in the following description, a case where the high-response shift in the upshift direction is performed will be described for easy understanding.

The shift range switching operation determining means 108 determines whether or not there has been a shift range switching operation that is a switching operation between forward shift range by operating the shift operation device 46. Specifically, the shift range switching operation is a manual operation between the “D” position and the “S” position of the shift lever 44, that is, a switching operation between the automatic shift mode and the manual shift mode. made it is, or the shift lever 44 "+" position or "-" the manual operation of the position, in short, is that the switching operation of the high-speed side limit gear position G _UL in the manual shift mode is executed is made. The shift range switching operation determining means 108 also determines whether or not the shift range switching operation is in the upshift direction. Explaining the upshift direction, the shift range switching operation includes the switching operation from the manual shift mode to the automatic shift mode, and the high vehicle speed side limited shift stage _GUL is further increased in the manual shift mode. This is a switching operation for switching to the vehicle speed side. In short, a switching operation in a direction for releasing the shifting restriction by high speed side limit gear position G _UL.

The driving state determination unit 110 determines whether or not the vehicle is in a predetermined driving state. The predetermined driving state is a state in which a shift that is experimentally determined in advance is executed as a shift that the driver determines to be caused by the shift range switching operation when the shift range switching operation is performed. . That is, when the vehicle is in a predetermined driving state, the gear ratio (gear) of the automatic transmission 10 is within the full gear ratio range (within the full gear range) or within the limit gear ratio range (the limit gear stage). Within the range), when the gear ratio is set to the highest vehicle speed side (gear stage), and if the shift range switching operation is performed, the operation is performed when the gear is _shifted within a predetermined time _TRA from the time of the operation. This is a case where the state is determined by the state determination unit 110 (manual shift prediction determination unit 114). More specifically, when the vehicle is in a predetermined driving state, the gear position of the automatic transmission 10 is the sixth gear if the gear is in the automatic gear shift mode, and in the manual gear shift mode. even when a high-speed side limit gear position G _UL if, and, wherein a case where the shift range switch operation is determined to be the transmission within a predetermined time T _RA if from the time of the operation it performed.

Here, when the driver performs the shift range switching operation and immediately after that, when a shift from the highest vehicle speed side shift stage in the shift range at that time is executed, the shift is performed in the shift range. Regardless of whether the shift is a manual shift or an automatic shift based on the shift diagram of FIG. 6, the driver is considered to determine that the shift is a manual shift based on the shift range switching operation. Therefore, if the predetermined time T _RA is _shifted within the predetermined time T _RA from the time of the shift range switching operation, it is experimentally determined that the driver determines that the shift is a manual shift by the shift range switching operation. It is the set judgment time. If the driver makes such a determination, since the gear shift is immediately after the shift range switching operation, the predetermined time _TRA is set to an extremely short time. The driving state determination unit 110 may determine whether or not the vehicle is in a predetermined driving state when the shift range switching operation has been performed or may not be related to the shift range switching operation. .

The driving state determination unit 110 includes a shift state determination unit 112 and a manual shift prediction determination unit 114 in order to determine whether or not the vehicle is in a predetermined driving state. The shift state determining means 112 determines whether or not the shift stage of the automatic transmission 10 is the shift stage on the highest vehicle speed side within the entire shift range or the limited shift range. Specifically, if the automatic transmission mode is in the automatic transmission mode, it is determined whether or not the gear position of the automatic transmission 10 is the sixth gear, and if the automatic transmission mode is in the manual transmission mode, the automatic transmission 10 shifts. It is determined whether or not the speed is the same as the high vehicle speed side limited shift speed _GUL . If it is a determination for the high-response shift in the upshift direction, the shift state determination means 112 does not have to determine during the automatic shift mode, but only needs to determine during the manual shift mode.

When the shift range switching operation is performed, the manual shift prediction determining means 114 determines whether or not the shift is performed within the predetermined time _TRA from the shift range switching operation (during determination). Specifically, the shift range switching operation, upshift direction of the switching operations, for example, the manual running of the shift mode in the high vehicle speed side limit gear position G _UL by the switching operation in a direction to release the shift limit any For example, the determination is affirmed in the following two cases. Incidentally, the manual shift predictor unit 114 determines whether the shift within the predetermined time T _RA, may be when there is the shift range switch operation, without regard to the shifting range switch operation May be.

As the first of the above two cases, the manual shift prediction determination means 114 performs the predetermined time T _RA from the time of the shift range switching operation (when determined) during the execution of the manual shift mode. If it is predicted that the shift will be performed based on the shift diagram in FIG. 6, the determination that the shift is performed within the predetermined time _TRA from the shift range switching operation is affirmed. This point will be described with reference to FIG. 7, taking as an example the determination when the shift range switching operation in the upshift direction is performed. 7, the points A, B, C each represent manual shift operation during or operating point at the time of the shift range switching operation, arrow AR _A, AR _B, respectively AR _C is the speed V in the predetermined time T _RA It shows a change (rise). If the vehicle condition represented by the accelerator opening A _CC and the vehicle speed V at the time of determination of the transmission range switch operation during i.e. manual shift predictor unit 114 is represented by operating point A, the arrow AR _A in FIG. 7 It does not cross the boundary line _LBD . Therefore, in this case, even if the boundary line L _BD is shifted to the high vehicle speed side by operating the shift lever 44 to the “+” position, the vehicle state changes up to the boundary line L _BD before the operation. without crossing the line are not expected to the automatic transmission is performed based on the upshift line within said predetermined time T _RA. On the other hand, if the vehicle condition represented by the operating point B, the arrow AR _B in FIG. 7 crosses the boundary line L _BD. Therefore, in this case, when the boundary line L _BD is shifted to the high vehicle speed side by operating the shift lever 44 to the “+” position, the vehicle state is changed to the boundary line L _BD before the operation. It is predicted that the automatic shift is performed based on the upshift line within the predetermined time _TRA across the shift line. The prediction determination of the manual shift prediction determination means 114 is performed based on the accelerator opening A _CC , the vehicle speed V, the change width of the vehicle speed V per unit time, that is, the vehicle acceleration, the shift diagram of FIG. For example, the manual shift predictor unit 114 calculates a speed difference between the shift point vehicle speed and the current vehicle speed V which is determined from up-shift line alternative to the boundary line L _BD, the speed difference, immediately the shifting its current vehicle speed V If the vehicle speed is lower than the prediction determination value set smaller as the vehicle acceleration is experimentally determined to determine that the vehicle reaches the point vehicle speed, the automatic shift is performed within the predetermined time _TRA . Affirms the prediction that it will be based on

Further, as a second case, the manual shift prediction determination unit 114 is configured to execute an actual vehicle state (accelerator opening degree) at the time of the shift range switching operation, that is, the determination of the manual shift prediction determination unit 114 during execution of the manual shift mode. A _CC , vehicle speed V) is a gear position (speed ratio) on the higher vehicle speed side than the high vehicle speed side limited gear position G _UL before the shift range switching operation (before judgment) if the automatic shift mode is selected. In other words, the determination that the gear is _shifted within the predetermined time _TRA from the time of the shift range switching operation is affirmed when the shift is within the manual shift region (see FIG. 7). Specifically, referring to FIG. 7, when the manual gear shift mode is being executed, the actual vehicle state is within the manual gear shift region. When the automatic shift in the upshift direction is limited by the shift stage G _UL , in other words, the shift line (boundary line) in which the vehicle state is _upshifted from the high vehicle speed side limited shift stage _GUL to the first high vehicle speed side. L _BD ) in the region on the higher vehicle speed side, for example, when the vehicle state is represented by an operating point C in any one of the shift ranges from “5” range to “L” range. At the operating point C, if the shift lever 44 is operated to the “+” position or is operated from the “S” position to the “D” position, the high vehicle speed side limited shift speed _GUL is changed to the high vehicle speed side or since the high speed side limit gear position G _UL of produced by the speed limit is canceled, immediately upshift is performed. That is, during execution of the manual shift mode, if the vehicle state is within the manual shift range, for example, at the operating point C, the shift is performed within a predetermined time _TRA from the shift range switching operation. The judgment is affirmed.

  The driving state determination unit 110 determines whether or not the vehicle is in a predetermined driving state based on the determination of the shift state determination unit 112 and the manual shift prediction determination unit 114 as described above.

The shift control unit 104 determines that the manual shift mode is being executed by the range hold determination unit 106, determines that the shift range switching operation in the upshift direction has been performed by the shift range switching operation determination unit 108, and When the driving state determination unit 110 determines that the vehicle is in the predetermined driving state, the high-response shift in the upshift direction is performed. As will be described for confirmation, since this determination is for a high-response shift in the upshift direction, the shift state determination unit 112 means that the driving state determination unit 110 determines that the vehicle is in the predetermined driving state. Thus, during the manual shift mode, it is determined that the shift stage of the automatic transmission 10 is the same as the high vehicle speed side limited shift stage _GUL , and the manual shift prediction determination means 114 performs the predetermined time from the time of the shift range switching operation. This is a case where it is determined that a shift (upshift) is made within _TRA .

  FIG. 9 is a flowchart for explaining a main part of the control operation of the electronic control unit 90, that is, a control operation in which the high response shift in the upshift direction is performed. For example, an extremely short cycle time of about several msec to several tens msec. Will be executed repeatedly.

First, in a step (hereinafter, “step” is omitted) S110 corresponding to the range hold determination means 106, whether or not the manual shift mode is being executed based on the detection of the lever position _PSH , that is, the range. It is determined whether or not hold control is being executed. If the determination in S110 is affirmative, that is, if the manual shift mode is being executed, the process proceeds to S120. On the other hand, if the determination in S110 is negative, the flowchart ends.

In S120 corresponding to the shift state determining means 112, it is determined whether or not the current gear position of the automatic transmission 10 is the same as the upper limit gear stage during the range hold control, that is, the high vehicle speed side limited shift stage G. _It is judged whether it is the same as _UL . If the determination in S120 is affirmative, i.e., if the gear position of the current automatic transmission 10 is identical to the high-speed side limit gear position G _UL proceeds to S130. On the other hand, if the determination in S120 is negative, the flowchart ends.

  In S130 corresponding to the shift range switching operation determining means 108, it is determined whether or not there has been a manual shift operation in the upshift direction, that is, the shift range switching operation in the upshift direction. In other words, the manual shift operation in the upshift direction is an operation of the shift lever 44 in a direction to release the gear limit by the range hold control. For example, when the current shift range is any one of “5” range to “L” range, the shift lever 44 is manually operated to the “+” position, or manually from the “S” position to the “D” position. To be manipulated. If the determination in S130 is affirmative, that is, if the shift range switching operation in the upshift direction has been performed, the process proceeds to S140. On the other hand, if the determination in S130 is negative, the flowchart ends.

In S140 corresponding to the manual shift prediction judging means 114, when the shift range switching operation in the upshift direction is performed, that is, when the upshift restriction is canceled by the operation, the actual vehicle state (accelerator opening A _CC , vehicle speed). It is determined whether or not the operating point indicating V) is on the high vehicle speed side beyond the shift line defined as the boundary line _LBD in FIG. Specifically, when the operating point is within the manual shift region of FIG. 7, it is determined that the operating point is on the high vehicle speed side beyond the shift line. For example, when the vehicle state is represented by the operating point C, it is determined that the vehicle is on the high vehicle speed side beyond the shift line because it is within the manual shift region. If the determination in S140 is affirmative, that is, if the operating point is within the manual shift range, the process proceeds to S160. On the other hand, if the determination in S140 is negative, the process proceeds to S150.

In S150 corresponding to the manual shift prediction determination means 114, the actual vehicle state (accelerator) is not changed within the predetermined time _TRA from the shift range switching operation in the upshift direction, that is, from the manual shift operation in the upshift direction. It is determined whether or not the operating point indicating the opening degree A _CC and the vehicle speed V) is likely to pass through the shift line corresponding to the boundary line _LBD in FIG. In other words, it is determined whether or not the automatic shift is predicted to be performed based on the shift diagram of FIG. 6 within the predetermined time _TRA from the time of the shift range switching operation in the upshift direction. For example, as in the case where the actual vehicle state is represented by the operating point B in FIG. 7, the operating point indicating the actual vehicle state is in the shift line region and corresponds to the boundary line _LBD . When the speed difference between the shift point vehicle speed determined from the shift line to be performed and the current vehicle speed V is equal to or less than the prediction determination value for predicting that the gear is immediately shifted, the operating point corresponds to the boundary line _LBD . It is determined that there is a possibility of passing through the shift line. When the determination in S150 is affirmative, that is, when it is predicted that the automatic shift will be performed based on the shift diagram of FIG. 6 within the predetermined time _TRA from the time of the shift range switching operation in the upshift direction. Then, the process proceeds to S160. On the other hand, if the determination in S150 is negative, the flowchart ends.

  In S160 corresponding to the shift control means 104, the high response shift in the upshift direction is performed. That is, a high response upshift output commanding to perform a high response shift in the upshift direction is made to the hydraulic pressure control circuit 98.

  This embodiment has the following effects (A1) to (A5). (A1) According to the present embodiment, the shift control means 104 is determined by the range hold determination means 106 that the manual shift mode is being executed, and the shift range switching operation determination means 108 determines the shift range in the upshift direction. When it is determined that a switching operation has been performed and the driving state determination unit 110 determines that the vehicle is in the predetermined driving state, the high-response shift in the upshift direction is performed. Therefore, when the shift range switching operation in the upshift direction is performed and the upshift is performed in the automatic transmission 10, it is determined that the upshift is caused by the driver's manual operation by the driver. If this is the case, the high-response shift with high shift response is performed, and a shift reflecting the driver's intention can be performed. That is, the shift shock is suppressed in the automatic shift based on the shift determination based on the shift line, while the shift response is improved in the manual shift by the manual operation of the driver. Therefore, the smooth automatic shift and the highly responsive manual operation are performed. It is possible to achieve both speed change.

(A2) Also, according to this embodiment, when the vehicle is in the predetermined driving state, the highest vehicle speed is within the full gear range or the limited gear range within the automatic transmission 10. in a case where there is a side gear, and the gear range switch operation is made it if the operation state determining means is shifting from the time that operation within a predetermined time T _RA 110 (manual shift predictor means 114 ). Therefore, by detecting the current shift speed and making a determination based on the vehicle speed V, the accelerator opening degree _Acc, etc., should the shift performed immediately after the shift range switching operation be the high-response shift? It is possible to easily and accurately determine whether or not, and to perform a shift that reflects the driver's intention.

(A3) Also, according to the present embodiment, the manual shift prediction determination means 114 determines the actual vehicle state at the time of the determination, that is, if the shift range switching operation in the upshift direction is performed, the actual at the time of the operation When the vehicle state is within the manual shift region (see FIG. 7), the determination that the gear is _shifted within the predetermined time _TRA from the shift range switching operation is affirmed. Then, the shift control means 104, when there is a shift range switching operation in the upshift direction and the determination of the manual shift prediction determination means 114 is affirmed, under the other conditions, Perform high-speed response. Therefore, in the upshift caused by the shift range switching operation, the high response shift is performed, and the driver can perform an upshift with good responsiveness reflecting the intention. Then, the manual shift prediction determination means 114 can easily determine whether or not it is within the manual shift region by detecting the accelerator opening degree A _CC and the vehicle speed V indicating the vehicle state.

(A4) Further, according to this embodiment, the manual shift predictor unit 114, when it determines, i.e., upshift direction shift range switching operation made the as them if said predetermined time T _RA from the time that operation When the automatic shift is predicted to be performed based on the shift diagram of FIG. 6, the determination that the shift is performed within the predetermined time _TRA from the shift range switching operation is affirmed. Then, the shift control means 104, when there is a shift range switching operation in the upshift direction and the determination of the manual shift prediction determination means 114 is affirmed, under the other conditions, Perform high-speed response. Accordingly, when it is predicted that an upshift due to an automatic shift based on the shift diagram that the driver determines to be caused by the shift range switching operation will occur, a shift determination is made based on the shift diagram. Without waiting for this, an upshift based on the high-response shift instead of the automatic shift is executed, and it is possible to prevent the driver from feeling uncomfortable that the shift response has deteriorated. This effect can be explained more clearly by comparing with the comparison target technique shown in FIG. The comparison target technique shown in FIG. 10 is that the operating point indicating the actual vehicle state is within the shift line area of FIG. 7 when there is a shift range switching operation in the upshift direction during execution of the manual shift mode. In the shift control, the high response shift is not performed, and the high response shift in the upshift direction is performed when the shift is within the manual shift region of FIG.

As shown in the comparison table of FIG. 10, when the shift range switching operation in the upshift direction is performed and the vehicle state at the time of the shift range switching operation in the upshift direction is the operating point A, the comparison target Similarly in the technology and the present embodiment, only the upper limit gear stage, that is, the high vehicle speed side limited shift stage _GUL is increased (setting change to the high vehicle speed side), and no shift is performed. Further, when the vehicle state at the time of the shift range switching operation in the upshift direction is the operating point C, the high response shift in the upshift direction is immediately performed in the same manner in the comparative technique and the present embodiment. However, in the case where the vehicle state at the time of the shift range switching operation in the upshift direction is the operating point B, the upshift corresponding to the boundary line _LBD in FIG. The automatic shift, that is, the normal shift is performed based on the line, and the automatic shift is performed after the shift time is longer than the high-response shift and until the operating point crosses the upshift line. A shift (upshift) is performed with a delay from the time of operation. On the other hand, in this embodiment, when the vehicle state at the time of the shift range switching operation in the upshift direction is the operating point B, the automatic shift is performed within the predetermined time _TRA from the time of the operation. Since it is predicted to be performed based on the diagram, the high-response shift in the upshift direction is immediately performed as in the case where the vehicle state is the operating point C. From such a comparison, it can be seen that in this embodiment, the high-response shift is performed in accordance with the driver's intention.

(A5) Further, according to the present embodiment, the automatic transmission 10 selectively establishes a plurality of shift stages according to engagement and release of a plurality of friction engagement devices (clutch C and brake B), Because it is a stepped transmission that performs clutch-to-clutch shifting by changing the gripping of these frictional engagement devices, the rhythmic shift due to the high-response shift can be easily realized by adjusting the operating time of the frictional engagement device. it can.

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

  For example, in the above-described embodiment, when the shift lever 44 is operated from the “D” position to the “S” position, the automatic transmission mode is switched to the manual transmission mode. However, it may be downshifted to a shift stage on the first stage lower vehicle speed side. In such a case, the range switched in the manual shift mode is not the “6” range to the “L” range but the “5” range to the “L” range.

  In the above-described embodiment, the shift operation device 46 of FIG. 3 may be replaced with the shift operation device 146 of FIG. The shift operation device 146 of FIG. 11 includes a shift lever 144, and “P”, “R”, “N”, and “D” positions are the same as those of the shift operation device 46. On the other hand, the shift operation device 146 has no “+”, “−”, and “S” positions, and the “4”, “3”, “2”, and “L” positions of the shift operation device 146 are shift operation devices. This corresponds to 46 “S” positions. That is, when the shift lever 144 is operated to any of the “4”, “3”, “2”, and “L” positions by the shift operating device 146, the manual shift mode is being executed. When the shift lever 144 is operated to the “4”, “3”, “2”, and “L” positions, the shift ranges are changed to the “4”, “3”, “2”, and “L” ranges, respectively. Switch to.

  In the above-described embodiment, the shift operation device 46 switches the shift range by operating the shift lever 44. However, the shift range switching is not limited to the lever operation, and is provided on the handle, for example. The shifting range can be switched by operating the switch.

  In the above-described embodiment, the case where the high response shift in the upshift direction is performed has been described. However, the high response shift may be performed even in the downshift. For example, a shift range in which the shift range on the highest vehicle speed side is established within the entire shift range or the limited shift range, and the shift range is switched in the downshift direction, that is, the shift range is switched to the low vehicle speed side. When the lever 44 is switched, a highly responsive shift in the downshift direction is performed.

  In the above-described embodiment, the automatic transmission 10 is a stepped transmission, but may be a continuously variable transmission (CVT). In the case where the automatic transmission 10 is a continuously variable transmission (CVT), a high vehicle speed within a plurality of types of shift ranges that limit a change range of a continuously changing gear ratio, that is, within a full gear ratio range that can be changed. A plurality of types of shift ranges having different speed ratios that limit the side are switchable.

Further, when the vehicle condition represented by the operating point B in FIG. 7 of the above embodiment, when the shift range switch operation of the upshift direction has been made, the upshift line corresponding to the boundary line L _BD The high-response shift in the upshift direction is immediately performed without waiting for crossing, but the high-response shift in the upshift direction may be performed when crossing the upshift line.

  In the above-described embodiment, the flowchart of FIG. 9 starts from S110. However, the flowchart may start from S120 without S110.

  Further, in the above-described embodiment, when the shift range switching operation in the upshift direction is performed, a high response shift in the upshift direction is performed. However, the rotation of the rotating member is prevented, and the automatic transmission 10 generates heat. When an upshift is automatically performed for suppression, the upshift may be performed by a high-response shift. As described above, in the case of the electronic control unit 90 that performs a high-response shift in the upshift direction to prevent over-rotation and suppress heat generation, the range hold control is executed in the manual shift mode as in the present embodiment. Instead, it may be assumed that gear stage hold control is executed in which the gear stage is fixed and automatic shift based on the shift diagram is not performed.

In the above-described embodiment, the accelerator opening A _CC and the vehicle speed V are exemplified as the vehicle state. However, the vehicle state may be expressed by other state quantities.

10: Automatic transmission (automatic transmission for vehicles)
90: Electronic control device (shift control device)

Claims (5)

An automatic transmission mode in which automatic transmission is performed based on a predetermined relationship within the entire transmission gear ratio range and an actual vehicle state, and a high vehicle speed side for limiting the transmission within the entire transmission gear ratio range A manual gear shift mode in which the automatic gear shift is performed within a limit gear ratio range in which the limit gear ratio is switched by manual operation and the high vehicle speed side limit gear ratio is the highest gear ratio is selected. A shift control device for a transmission,
When a shift range switching operation that is a switching operation between the automatic transmission mode and the manual transmission mode or a switching operation of the high vehicle speed side limiting speed ratio is performed during the manual transmission mode, a predetermined driving state is established. In some cases, the shift control device for an automatic transmission for a vehicle performs a high-response shift with a shift time shorter than the automatic shift based on the predetermined relationship. When in the predetermined driving state, the gear ratio of the vehicle automatic transmission is the highest gear ratio within the entire gear ratio range or the limit gear ratio range, and The shift control apparatus for an automatic transmission for a vehicle according to claim 1, wherein the shift is determined to be shifted within a predetermined time from the shift range switching operation. The shift range switching operation is a switching operation from the manual transmission mode to the automatic transmission mode, or a switching operation for switching the high vehicle speed side limited speed ratio to a higher vehicle speed side in the manual transmission mode,
If the automatic shift mode is selected, the actual vehicle state at the time of the shift range switching operation is shifted to a gear ratio on the higher vehicle speed side than the high vehicle speed side limited gear ratio before the shift range switching operation. The shift control device for an automatic transmission for a vehicle according to claim 2, wherein the high-response shift is performed when the vehicle falls within a region. The high-response shift is performed when the automatic shift is predicted to be performed based on the predetermined relationship within the predetermined time from the time of the shift range switching operation. Shift control device for automatic transmission for vehicles. The vehicle automatic transmission selectively establishes a plurality of shift stages according to engagement and disengagement of a plurality of friction engagement devices, and performs a clutch-to-clutch shift by re-holding the friction engagement devices. The transmission control device for an automatic transmission for a vehicle according to any one of claims 1 to 4, wherein the transmission control device is a transmission.

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