JP4848743B2 - Control device for automatic transmission - Google Patents

Description

  The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission having a shift mode capable of shifting by manual operation.

  Conventionally, in an automatic transmission, in addition to automatic shifting, shifting is performed in accordance with the driver's intention, so that the driver can select a gear ratio (gear) by a driver's shift operation. There is.

  The shift by the driver's shift operation is performed by selecting a shift range or a shift stage in which the shift is performed within a predetermined range. For example, such an operating device includes a main gate that guides the shift lever to a shift position corresponding to each range of P, R, N, and D, and a vehicle connected to the shift position corresponding to the D range of the main gate. And a sub-gate extending in the front-rear direction. The sub-gate guides the shift lever to the shift range switching position.

  For example, when the driver moves the shift lever to the (+) position within the sub-gate, a one-stage upshift is performed from the speed reduction side to the speed increase side. Conversely, when the driver moves the shift lever to the (−) position within the sub-gate, a one-stage downshift is performed from the speed increasing side to the speed reducing side of the gear position. When the same operation is repeated a predetermined number of times, a plurality of gear shifts are sequentially performed. Therefore, such an operating device is sometimes referred to as a sequential shiftmatic.

  The following publications disclose techniques related to such an automatic transmission operating device.

  Japanese Patent Application Laid-Open No. 5-322036 (Patent Document 1) discloses a shift control device for an automatic transmission that prevents an inadvertent shift in the manual shift mode. This shift control device can select an automatic shift mode for instructing a shift based on a traveling state and a manual shift mode for instructing a shift by a shift instruction signal based on a manual operation. The shift control device includes a shift mechanism that selects a manual shift mode, a manual shift instruction mechanism that can be manually operated independently of the shift mechanism and that outputs a shift instruction signal based on the manual operation, and an automatic shift by the shift mechanism. The switching point from the mode to the manual shift mode includes shift restriction means for restricting the shift based on the shift instruction signal from the manual shift instruction mechanism.

According to the speed change control device disclosed in the above-mentioned publication, the time point of switching to the manual speed change mode regulates the speed change based on the manual operation. For example, before or simultaneously with the change to the manual speed change mode, Even if a shift instruction signal is output, no shift is performed, and therefore an inadvertent shift can be prevented.
JP-A-5-322036

  By the way, in the automatic transmission having the manual transmission mode as described above, the driver may move the shift lever to an unintended position depending on the layout of the shift lever. For example, when the driver moves the shift lever from the position corresponding to the N range to the position corresponding to the D range, the speed change range or the shift gear on the reduction side is ahead of the movement direction of the shift lever from the N range to the D range. If there is a shift position for selecting the gear or if the above-mentioned sub-gate is connected, the gear-shift range and gear-gear on the deceleration side can be selected unintentionally, or the (-) position in the sub-gate. There is a possibility of moving the shift lever.

  Therefore, although the driver intends to select the D range, the shift position for selecting the shift range on the deceleration side, the gear position, or the downshift instruction may be selected. As a result, if the driver does not notice that the speed reduction range and gear position on the deceleration side is selected or that a downshift has been instructed, the rotational elements constituting the drive train will remain at a relatively high speed for a long time. May continue.

  Thus, when a gear shift instruction is input at the same time as switching to the manual gear shift mode as in the gear shift control device disclosed in the above publication, the operation may be canceled, but the driver is fast. Since the shift operation intended for shifting or range switching is also canceled, there is a problem that the driver feels uncomfortable.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for an automatic transmission that suppresses an inappropriate shift due to an erroneous operation. A further object of the present invention is to provide a control device for an automatic transmission capable of shifting without causing a driver to feel uncomfortable.

  The control device for an automatic transmission according to the first invention controls the automatic transmission according to the shift position of the shift lever moved along the shift gate. The shift position is determined by any one of the first shift position corresponding to the first transmission mode in which the automatic transmission is performed without limitation on the selected transmission ratio and the selected transmission ratio and the transmission ratio range. And a second shift position corresponding to the limited second shift mode. When the shift lever moves to the second shift position via the first shift position, the shift gate moves to the second side without moving to the opposite side of the shift lever movement direction immediately before the first shift position. It is formed to reach the shift position. The control device detects the time when the first shift position is continuously selected, and selects the second shift position when the detected time is equal to or less than a predetermined time. Invalidation means for invalidation.

  According to the first invention, the detection means detects the time during which the first shift position (for example, the (D) position corresponding to the D range) is continuously selected. The invalidating means invalidates the selection of the second shift position (for example, the (−) position corresponding to the downshift instruction) when the detected time is equal to or shorter than a predetermined time. For example, it is assumed that the driver moves the shift lever from another shift position (for example, (N) position corresponding to the N range) to the first shift position. At this time, the second shift position is formed in the shift gate so as to be ahead of the movement direction from the other shift position to the first shift position. In particular, since the shift gate is formed so as to reach the second shift position without moving in the direction opposite to the movement direction immediately before the first shift position, the shift lever can be moved unintentionally by the driver. The first shift position may be moved to the second shift position. At this time, if the time during which the first shift position is continuously selected is equal to or shorter than a predetermined time, the shift lever passes through the first shift position and is second, contrary to the driver's intention. It is highly possible that the shift position has been reached. Therefore, by invalidating the selection of the second shift position, even if the shift lever has reached the second shift position, a shift (for example, downshift) that is not intended by the driver can be suppressed. Therefore, it is possible to provide a control device for an automatic transmission that suppresses an inappropriate speed change due to an erroneous operation. Further, when the time during which the first shift position is continuously selected is longer than a predetermined time, the driver then moves the shift lever to the second shift position by a quick operation. Therefore, it can be determined that the driver intends to downshift. At this time, a shift intended by the driver can be performed by shifting the automatic transmission according to the movement to the second shift position. Therefore, it is possible to provide a control device for an automatic transmission that can change gears without causing the driver to feel uncomfortable.

  The control apparatus for an automatic transmission according to the second invention further includes vehicle speed detecting means for detecting the vehicle speed in addition to the configuration of the first invention. The invalidating means invalidates the selection of the second shift position when the detected time is equal to or less than a predetermined time and when the detected vehicle speed is equal to or less than a predetermined speed. Including means.

  According to the second invention, when the vehicle is traveling at a low speed and an unintended shift instruction (for example, a downshift instruction) is operated by the driver, the vehicle travels with the engine running at a high speed. There is a case. On the other hand, when the vehicle is traveling at high speed, the shift instruction is invalidated when the driver instructs a shift (for example, downshift) by a fast operation so that the engine brake acts on the vehicle. In some cases, engine braking does not occur and the driver feels uncomfortable. Therefore, in addition to the time during which the first shift position (for example, the (D) position corresponding to the D range) is continuously selected being equal to or less than a predetermined time, the vehicle speed is a predetermined speed. If it is below, by invalidating the selection of the second shift position (for example, the (−) position corresponding to the downshift instruction), it is possible to drive at high speed while suppressing improper shifting due to erroneous operation at low speed. The engine brake can be surely applied to the vehicle according to the request of the person.

  In the automatic transmission control apparatus according to the third aspect of the invention, in addition to the configuration of the first or second aspect, the first speed change mode is an automatic speed change mode. The second shift mode is a manual shift mode. It further includes a third shift position provided between the first shift position and the second shift position and indicating that the manual shift mode is selected. When the shift lever moves from the third shift position to the second shift position, the control device controls the automatic transmission so as to execute either a shift to the deceleration side or a limitation of the speed ratio range to the deceleration side. Further includes a shift control means.

  According to the third invention, when the shift lever moves from the third shift position indicating that the manual shift mode is selected to the second shift position, the shift control means shifts to the deceleration side and shifts to the shift side. The automatic transmission is controlled to perform any of the ratio range limitations. Therefore, even if the second shift position is selected unintentionally, the speed change to the speed reduction side or the limitation of the speed ratio range to the speed reduction side is invalidated, so the vehicle runs with the engine running at a high speed. This can be suppressed. That is, it is possible to suppress an inappropriate shift due to an erroneous operation by the driver.

  In the control device for an automatic transmission according to the fourth aspect of the invention, in addition to the configuration of the first or second aspect of the invention, the first speed change mode is an automatic speed change mode. The second shift mode is a manual shift mode. The shift gate is formed so as to linearly connect the first shift position and the second shift position. When the shift lever moves from the first shift position to the second shift position, the control device controls the automatic transmission so as to execute either the speed reduction to the speed reduction side or the speed ratio limitation to the speed reduction side. Further includes a shift control means.

  According to the fourth invention, the shift control means shifts and decelerates to the deceleration side when the shift lever moves from the first shift position (for example, (D) position corresponding to the D range) to the second shift position. The automatic transmission is controlled to execute any one of the limitation of the speed ratio range to the side. Therefore, even if the second shift position is selected unintentionally, the speed change to the speed reduction side or the limitation of the speed ratio range to the speed reduction side is invalidated, so the vehicle runs with the engine running at a high speed. This can be suppressed. That is, it is possible to suppress an inappropriate shift due to an erroneous operation by the driver.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A vehicle equipped with an automatic transmission control device according to the present embodiment will be described with reference to FIG. This vehicle is an FF (Front engine Front drive) vehicle. The vehicle equipped with the automatic transmission control device according to the present embodiment may be a vehicle other than FF.

  The vehicle includes an engine 1000, an automatic transmission 2000, a planetary gear unit 3000 that forms part of the automatic transmission 2000, a hydraulic circuit 4000 that forms part of the automatic transmission 2000, a differential gear 5000, Drive shaft 6000, front wheel 7000, and ECU (Electronic Control Unit) 8000 are included.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. An external combustion engine may be used instead of the internal combustion engine. Further, a rotating electrical machine or the like may be used instead of the engine 1000.

  Automatic transmission 2000 includes a torque converter (not shown) that is a fluid coupling, a planetary gear unit 3000, and a hydraulic circuit 4000. Planetary gear unit 3000 is provided with a plurality of friction engagement elements such as clutches and brakes. The engagement force in each element is controlled by the hydraulic circuit 4000 based on a control signal from the ECU 8000. By changing the engagement force in each element, a desired gear stage is formed, and the rotation speed of the crankshaft is changed to a desired rotation speed. The output gear of automatic transmission 2000 is in mesh with differential gear 5000.

  A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right front wheels 7000 via the drive shaft 6000.

  The ECU 8000 is connected to a vehicle speed sensor 8002, a position switch 8006 of a shift lever 8004, and an accelerator opening sensor 8010 of an accelerator pedal 8008 via a harness or the like.

  The vehicle speed sensor 8002 detects the vehicle speed of the vehicle from the rotational speed of the drive shaft 6000, and transmits a signal representing the detection result to the ECU 8000. The position of shift lever 8004 is detected by position switch 8006, and a signal indicating the detection result is transmitted to ECU 8000.

  Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed. In addition, automatic transmission 2000 according to the present embodiment is configured such that the driver can select a manual shift mode in which an arbitrary gear can be selected in accordance with the operation of shift lever 8004 by the driver.

  When the manual shift mode is selected, when the driver gives a downshift instruction, the gear stage corresponding to the speed ratio on the deceleration side with respect to the current gear stage is selected. Further, when the driver gives an upshift instruction, the gear stage corresponding to the speed ratio on the speed increasing side with respect to the current gear stage is selected. Note that the automatic transmission may be performed with the gear ratio selected by the downshift instruction or the upshift instruction as the upper limit gear limit and with a limited speed ratio range. For example, when a fourth gear is selected, automatic transmission may be performed within a speed ratio range corresponding to the first to fourth gear.

  Furthermore, the automatic transmission 2000 having a plurality of shift speeds may be a stepped automatic transmission, or may have a plurality of discrete gear ratios, and, like a stepped automatic transmission, It may be a continuously variable automatic transmission that changes the gear ratio stepwise or continuously based on the degree of output demand.

  Accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000.

  ECU 8000 makes the vehicle enter a desired running state based on a signal sent from vehicle speed sensor 8002, position switch 8006, accelerator opening sensor 8010, and the like and a map and program stored in ROM (Read Only Memory). And control the equipment. The control device for the automatic transmission according to the present embodiment is realized by ECU 8000.

  Further, as shown in FIG. 2, the shift lever 8004 is provided so as to be movable along the shift passage 110 formed in the shift gate 100. In the shift gate 100, a plurality of shift positions corresponding to each shift range in the automatic transmission 2000 are set in the shift passage 110. The plurality of shift positions include, for example, a shift position (hereinafter referred to as (D) position) corresponding to the forward travel range (D range) and a shift position (hereinafter referred to as (N) position) corresponding to the neutral range (N range). ), A shift position corresponding to the parking range (P range) (hereinafter referred to as (P) position), and a shift position corresponding to the reverse range (R range) (hereinafter referred to as (R) position).

  The shift gate 100 is formed so that the shift lever 8004 can move from the position corresponding to the (P) position to the (R) position, (N) position, and (D) position on the lower side of the drawing in FIG. A sub gate 150 is connected to the shift passage 110. The shift passage 110 is connected to the central portion of the sub-gate 150 in the up-down direction in FIG. A shift position (hereinafter referred to as (S) position) corresponding to the manual transmission mode is set at the center of the sub-gate 150. Therefore, when the shift lever 8004 is moved from the (D) position to the right side in FIG. 2, the (S) position is reached. In the sub-gate 150, when the shift lever is moved from the (S) position in the upward direction on the paper surface of FIG. 2, the (+) position is reached, and when the shift lever is moved downward on the paper surface in FIG.

  The shape of the shift gate 100 is such that when the shift lever 8004 is moved from the (N) position to the (−) position via the (D) position, the movement direction of the shift lever 8004 immediately before the (D) position is opposite. If it is formed so as to reach the (−) position without moving to the side (in the present embodiment, the upward direction in FIG. 2), it is not particularly limited to this.

  Further, the shift gate 100 may be provided in the driver's seat so that the upward direction in the drawing of FIG. 2 is the front direction of the vehicle, or the upward direction of the drawing in FIG. Thus, it may be provided in the driver's seat.

  The driver operates the shift lever 8004 along the shift passage 110 formed in the shift gate 100 to move the shift lever 8004 to a desired position (shift position). The driver can select the power transmission state of the automatic transmission 2000 by changing the position of the shift lever 8004. For example, when the driver moves shift lever 8004 to the (D) position, automatic transmission 2000 enters a forward traveling state. Specifically, when the driver moves the shift lever 8004 to the (D) position, a signal indicating that the D range transmitted from the position switch 8006 is selected, or a neutral start switch provided in the automatic transmission 2000. Based on a signal indicating that the D range transmitted from (not shown) or the like is selected, ECU 8000 controls automatic transmission 2000 to travel forward in the automatic transmission mode. In the automatic transmission mode, the ECU 8000 performs automatic transmission of the automatic transmission 2000 without limiting the selected transmission ratio.

  When the driver moves the shift lever 8004 to the (S) position corresponding to the manual shift mode, the manual shift mode is selected. At this time, when the driver moves the shift lever 8004 from the (S) position in the vertical direction in FIG. 2, a signal corresponding to either the upshift instruction or the downshift instruction is output from the position switch 8006 to the ECU 8000. .

  In the present embodiment, when shift lever 8004 is moved in the upward direction in FIG. 2, position switch 8006 outputs a signal corresponding to the upshift instruction to ECU 8000. When the ECU 8000 receives a signal corresponding to the upshift instruction, the ECU 8000 controls the automatic transmission 2000 so that the shift gear stage is shifted up by one step to the speed increasing side.

  When the shift lever 8004 is moved downward in FIG. 2, the position switch 8006 outputs a signal corresponding to the downshift instruction to the ECU 8000. When the ECU 8000 receives a signal corresponding to the downshift instruction, the ECU 8000 controls the automatic transmission 2000 so as to downshift by one step to the reduction gear.

  When receiving a signal corresponding to the upshift instruction, ECU 8000 limits the speed ratio range to the speed increasing side, and when receiving a signal corresponding to the downshift instruction, limits the speed ratio range to the deceleration side. Also good.

  In the configuration as described above, when the driver moves the shift lever 8004 from the (N) position to the (D) position, (−) ahead of the movement direction of the shift lever from the (N) position to the (D) position. Since the position is provided, there is a possibility that the shift lever 8004 is moved to the (−) position unintentionally. As a result, if the driver unintentionally selects the (−) position and continues to travel without noticing that the speed is shifted to the deceleration side, the rotating elements constituting the drive train have a relatively high speed. The condition may last for a long time.

  Therefore, the present invention is characterized in that the selection of the (−) position is invalidated when the time during which the ECU 8000 continues to select the (D) position is equal to or less than a predetermined time.

  Specifically, when shift lever 8004 moves to the (D) position, ECU 8000 receives a signal corresponding to the (D) position from position switch 8006. When the time for continuously receiving the signal corresponding to the (D) position is equal to or less than a predetermined time, the ECU 8000 can detect the automatic transmission even if the signal corresponding to the (−) position is received from the position switch 8006. At 2000, no downshift is performed. The ECU 8000 automatically shifts the automatic transmission so as to shift down in response to reception of the signal corresponding to the (−) position when a predetermined time elapses for continuously receiving the signal corresponding to the (D) position. 2000 is controlled.

  Hereinafter, with reference to FIG. 3, a control structure of a program executed by ECU 8000 which is the control device for the automatic transmission according to the present embodiment will be described.

  In step (hereinafter, step is referred to as S) 100, ECU 8000 determines whether or not there is a downshift request from the driver. Specifically, ECU 8000 determines whether or not the signal received from position switch 8006 is a signal corresponding to the (−) position. If there is a downshift request (YES in S100), the process proceeds to S102. Otherwise (NO in S100), this process ends.

  In S102, ECU 8000 determines whether or not execution of the downshift is prohibited. Specifically, ECU 8000 makes a determination based on whether or not the time for continuously receiving the signal corresponding to (D) position is equal to or less than a predetermined time. That is, ECU 8000 determines that execution of the downshift is prohibited when the time for continuously receiving the signal corresponding to (D) position is equal to or shorter than a predetermined time. Then, ECU 8000 determines that execution of the downshift is not prohibited when the time for continuously receiving the signal corresponding to the position (D) has passed a predetermined time. Preferably, the condition for prohibiting the downshift is to consider the speed condition in addition to the time condition after receiving the signal corresponding to the (D) position. For example, ECU 8000 has a vehicle speed detected by vehicle speed sensor 8002 equal to or lower than a predetermined speed in addition to a time during which a signal corresponding to the position (D) is continuously received is equal to or shorter than a predetermined time. If there is, it may be determined that execution of the downshift is prohibited. If execution of downshift is prohibited (YES in S102), this process ends. If not (NO in S102), the process proceeds to S104.

  In S104, ECU 8000 performs a downshift. That is, ECU 8000 controls automatic transmission 2000 so that the current gear stage is shifted down by one stage from the deceleration side.

  The operation of ECU 8000 that is the control device for the automatic transmission according to the present embodiment based on the above-described structure and flowchart will be described.

  When the driver moves the shift lever 8004 from the (N) position to the (D) position while the vehicle is traveling, the (−) position is not intended via the (S) position. Downshift is required (YES in S100). At this time, the time from when the shift lever 8004 moves to the (D) position until the shift lever 8004 starts moving toward the (S) position and the (−) position is a short period of time equal to or shorter than a predetermined time, and the vehicle speed If the speed is equal to or less than a predetermined speed, execution of downshift is prohibited (YES in S102).

  On the other hand, the time from when the shift lever 8004 moves to the (D) position until the shift lever 8004 starts to move toward the (S) position and the (−) position is longer than a predetermined time or may be predetermined. Even if the vehicle speed is greater than a predetermined speed, even if the vehicle speed is shorter than the predetermined time, execution of downshift is not prohibited (NO in S102), so automatic transmission 2000 executes downshift. (S104).

  On the other hand, as a result of ECU 8000 unintentionally selecting the most decelerating gear stage and continuing high load and high speed running, the coolant temperature of engine 1000 and the oil temperature of automatic transmission 2000 become high. Then, the automatic transmission 2000 is controlled to upshift.

  Further, ECU 8000 continues running at the most decelerating gear stage, and even if the coolant temperature of engine 1000 and the oil temperature of automatic transmission 2000 become high, the load on engine 1000 is low. The upshift control of the automatic transmission 2000 is not executed.

  The load on engine 1000 is estimated from, for example, the throttle opening and the vehicle speed. The memory of ECU 8000 stores in advance a map showing the relationship between the vehicle speed, throttle opening, and load, and calculates the load on engine 1000 using the map from the vehicle speed detected by ECU 8000 and the throttle opening. You may make it do.

  Hereinafter, with reference to FIG. 4, a control structure of a program executed by ECU 8000 which is the control device for the automatic transmission according to the present embodiment will be described.

  In S200, ECU 8000 determines whether the coolant temperature of engine 1000 and the oil temperature of automatic transmission 2000 are high. Specifically, when ECU 8000 receives a signal representing a cooling water temperature transmitted from a cooling water temperature sensor (not shown) provided in engine 1000, ECU 8000 determines a cooling water temperature corresponding to the received signal (1). ) Determine whether it is above. Further, when ECU 8000 receives a signal representing an oil temperature transmitted from an oil temperature sensor (not shown) provided in automatic transmission 2000, ECU 8000 sets a predetermined temperature (2) to the oil temperature corresponding to the received signal. It is determined whether this is the case. ECU 8000 determines that the cooling water temperature and the oil temperature are high when the cooling water temperature is equal to or higher than a predetermined temperature (1) and the oil temperature is equal to or higher than a predetermined temperature (2). If the coolant temperature and the oil temperature are high (YES in S200), the process proceeds to S202. Otherwise (NO in S200), this process ends.

  In S202, ECU 8000 determines whether or not the current gear stage is equal to or lower than a predetermined gear stage. The “predetermined gear stage” is not particularly limited as long as the cooling water temperature of the engine 1000 is high or the oil temperature of the automatic transmission 2000 is likely to be high. The gear stage. If the current gear is equal to or lower than a predetermined gear (YES in S202), the process proceeds to S204. Otherwise (NO in S202), this process ends.

  In S204, ECU 8000 determines whether or not the vehicle is traveling at a high load. Specifically, ECU 8000 makes a determination based on whether or not the load estimated based on the vehicle speed and the throttle opening is higher than a predetermined load.

  In S206, ECU 8000 performs an upshift. That is, ECU 8000 controls automatic transmission 2000 so that the current gear stage is upshifted by one stage to the speed increasing side.

  The operation when ECU 8000, which is the control device for the automatic transmission according to the present embodiment based on the structure and the flowchart as described above, upshifts according to the coolant temperature of engine 1000 and the oil temperature of automatic transmission 2000 will be described. To do.

  When the detected coolant temperature of engine 1000 is equal to or higher than a predetermined temperature (1) and the oil temperature of automatic transmission 2000 is equal to or higher than a predetermined temperature (2) (YES in S200). If vehicle is traveling below a predetermined gear stage (YES in S202) and estimated load on engine 1000 is equal to or higher than a predetermined load (YES in S204), automatic transmission 2000 is The upshift is executed (S206). When the automatic transmission 2000 shifts the gear stage to the speed-increasing gear stage, the load on the engine 1000 is reduced.

  On the other hand, when the load on engine 1000 is smaller than the predetermined load (NO in S204), the upshift is not performed and the current gear stage is maintained and traveling is continued.

  As described above, according to the control device for an automatic transmission according to the present embodiment, when the driver moves the shift lever from the (N) position to the (D) position, the driver unintentionally shifts. Even if the lever is moved to the (−) position through the (D) position, the (−) position is selected if the time during which the (D) position is continuously selected is less than or equal to a predetermined time. Disable. Thereby, even if the shift lever has reached the (−) position, it is possible to suppress a downshift that is not intended by the driver. Therefore, it is possible to provide a control device for an automatic transmission that suppresses an inappropriate speed change due to an erroneous operation.

  In addition, if the time during which the (D) position is continuously selected is longer than a predetermined time, when the driver subsequently moves the shift lever to the (−) position by a quick operation, the driving is performed. It can be determined that the person intends to downshift. At this time, a shift intended by the driver can be performed by shifting the automatic transmission according to the movement to the (−) position. Therefore, it is possible to provide a control device for an automatic transmission that can change gears without causing the driver to feel strange.

  In addition, when the vehicle is traveling at a high speed and the driver instructs the downshift by a fast operation so that the engine brake acts on the vehicle, the engine brake is It does not occur and the driver may feel uncomfortable. Therefore, in addition to (D) the time during which the position is continuously selected being less than or equal to the predetermined time, if the vehicle speed is less than or equal to the predetermined speed, the (−) position selection is invalidated. Thus, the engine brake can be surely applied to the vehicle in response to the driver's request at high speed while suppressing an inappropriate shift due to an erroneous operation at low speed.

  Further, in the present embodiment, the shift lever is moved from the (D) position to the (S) position to shift from the automatic shift mode to the manual shift mode, but in addition to shifting to the manual shift mode. Thus, the ECU may control the automatic transmission so that the speed ratio range is limited to the deceleration side. For example, when the ECU moves the shift lever to the (S) position, the gear ratio range (1 to 5 speeds) is shifted from the speed ratio range corresponding to the D range (for example, the 1st to 6th speed ratio range) to the deceleration side. The automatic transmission may be controlled with a limited speed ratio range.

  When the shift lever is moved from the (D) position to the (S) position, or when the shift lever is moved from the (S) position to the (−) position, the ECU responds to the traveling state of the vehicle. The automatic transmission may be controlled so as to execute a shift to a gear position or a limitation of a gear ratio range. For example, when the shift lever is moved to the (S) position or the (−) position, the ECU changes the amount of shift to the deceleration side (number of shift stages) or decelerates according to the vehicle speed detected by the vehicle speed sensor 8002. The limited range of the gear ratio range to the side may be changed.

  In the present embodiment, the shift gate 100 is not limited to the shape shown in FIG. Instead of the shift gate 100, for example, as shown in FIG. 5, an inverted T-shaped shift gate 200 may be used.

  That is, in the shift gate 200, the (P) position, the (R) position, the (N) position, and the (D) position are set in series with the shift passage 210 extending in the upward direction in FIG. Then, the (+) position and the (−) position are set in the left and right direction in FIG. 5 of the (D) position. That is, the shift gate 200 is formed so as to directly connect the (D) position and the (−) position. Even in the shift gate 200 having such a shape, the shift lever 8004 may move to the (−) position unintentionally when moving from the (N) position to the (D) position. By applying this, it is possible to suppress an inappropriate shift due to an erroneous operation.

  Further, in the present embodiment, a case has been described in which the shift lever is unintentionally moved from the (D) position to the (−) position, but the (−) position and the (+) position are switched. It may be. That is, when the time during which the (D) position is continuously selected is less than or equal to a predetermined time, even if the (+) position is selected, the selection is invalidated, thereby preventing the driver from malfunctioning. An appropriate shift can be suppressed.

  Alternatively, for example, a low (L) position where the shift lever is fixed from the (D) position to the first gear (or a second (2 limited to automatic transmission between the first gear and the second gear) (2 The present invention may also be applied to a case where the driver unintentionally moves to (position). In other words, when the time during which the (D) position is continuously selected is equal to or shorter than a predetermined time, the selection is invalidated even if the (L) position or (2) position is selected. Good. As a result, inappropriate gear shifting due to malfunction can be suppressed.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

It is a control block diagram which shows the vehicle by which the control apparatus of the automatic transmission which concerns on this Embodiment is mounted. It is a figure which shows the shape of the shift gate in this Embodiment. It is a flowchart (the 1) which shows the control structure of the program performed by ECU which is a control apparatus of the automatic transmission which concerns on this Embodiment. It is a flowchart (the 2) which shows the control structure of the program performed by ECU which is a control apparatus of the automatic transmission which concerns on this Embodiment. It is a figure which shows another example of the shape of a shift gate.

Explanation of symbols

  100,200 shift gate, 110 shift passage, 150 subgate, 1000 engine, 2000 automatic transmission, 3000 planetary gear unit, 4000 hydraulic circuit, 5000 differential gear, 6000 drive shaft, 7000 front wheel, 8000 ECU, 8002 vehicle speed sensor, 8004 Shift lever, 8006 position switch, 8008 accelerator pedal, 8010 accelerator opening sensor.

Claims (3)

An automatic transmission control device for controlling an automatic transmission mounted on a vehicle according to a shift position of a shift lever moved along a shift gate, wherein the shift position is a speed change selected in forward traveling. A first shift position corresponding to a first shift mode in which automatic shift is performed without limiting the ratio, and a second shift in which either the selected gear ratio or the gear ratio range is limited in the forward travel. A second shift position corresponding to a mode, and the shift gate moves to the second shift position via the first shift position when the shift lever moves to the second shift position. It is formed so as to reach the second shift position without moving to the opposite side of the shift lever movement direction immediately before. ,
The controller is
Detecting means for detecting a time during which the first shift position is continuously selected;
Vehicle speed detecting means for detecting the vehicle speed,
When the detected time is less than or equal to a predetermined time, the second shift position is selected when the detected vehicle speed is higher than a predetermined speed at which engine braking does not act on the vehicle. A control device for an automatic transmission that is enabled and disables the selection of the second shift position when the detected vehicle speed is equal to or lower than the predetermined speed . The first shift mode is an automatic shift mode,
The second shift mode is a manual shift mode,
A third shift position provided between the first shift position and the second shift position and indicating that the manual shift mode is selected;
When the shift lever moves from the third shift position to the second shift position, the control device executes either the speed reduction to the speed reduction side or the speed ratio range limitation to the speed reduction side. further comprising a shift control means for controlling the automatic transmission, control device for an automatic transmission according to claim 1. The first shift mode is an automatic shift mode,
The second shift mode is a manual shift mode,
The shift gate is formed to linearly connect the first shift position and the second shift position;
When the shift lever is moved from the first shift position to the second shift position, the control device executes either the speed reduction to the speed reduction side or the speed ratio range limitation to the speed reduction side. further comprising a shift control means for controlling the automatic transmission, control device for an automatic transmission according to claim 1.

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