JPH09264416A - Control device for automatic transmission - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the occurrence of an erroneous operation and meet a driver's selection demand by applying the constitution that an initial transmission gear ratio immediately after changing over a transmission from an automatic shift mode to a manual shift mode is set at a higher level than a gear ratio before the changeover, upon the changeover operation. SOLUTION: An initial gear position is established in a manual shift mode. When a shift-up switch 111 is turned on, the initial gear position is shifted up to a higher level, while a shift-down switch 112 is turned on, the initial gear position is shifted down to a lower level. Also, a gear position is set at a lower level than an initial gear position immediately after the selection of a transmission to the manual shift mode. in addition, the transmission is kept in a shift-down position, due to the change of the gear position to the lower level, resulting an engine speed rise. According to this construction, a driver's erroneous operation can be prevented and his/her demand can be easily attained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a technical field of an automatic transmission control device including a toroidal type or pulley type continuously variable transmission or an ordinary gear type stepped transmission.

[0002]

2. Description of the Related Art Generally, in this type of automatic transmission, the gear ratio is automatically switched according to the opening of an accelerator pedal and the vehicle speed. However, since the gear ratio of this transmission is almost uniformly determined according to the running state of the vehicle, even if the driver wants to change the gear ratio in a certain running state of the vehicle, the gear ratio can be changed according to the request. There was a problem that I could not do it.

Therefore, conventionally, for example, Japanese Patent Laid-Open No. 59-373.
As shown in Japanese Patent Publication No. 59, in contrast to an automatic transmission that normally has a gear ratio that is automatically changed, a gear ratio that is manually changed by a vehicle driver has been proposed.

[0004]

When performing manual shift control by switching the automatic transmission from the automatic shift mode to the manual shift mode as described above, normally, the initial gear ratio immediately after the switching of the manual shift mode is changed. It is generally performed that the gear ratio in the previous automatic gear shift mode is used as it is, and then the gear ratio is changed from the initial gear ratio in accordance with a shift up operation or a shift down operation.

However, if the gear ratio does not change as a result of switching to the manual shift mode as described above, it is difficult for the vehicle driver to recognize that the manual shift mode has been switched unless some indication is displayed. become. For this reason, there is a possibility that an erroneous operation may be caused by operating the operating means again in order to re-command the switching to the manual shift mode.

Further, when the transmission is switched from the automatic shift mode to the manual shift mode, the driver frequently requests a change in the gear ratio, and the demand cannot be satisfied unless the gear ratio changes. Becomes

The present invention has been made in view of these points, and an object thereof is to perform manual shift control by switching the automatic transmission from the automatic shift mode to the manual shift mode by operating the operating means as described above. By properly setting the initial gear ratio in the manual gear shift mode, the driver can feel the shift to the manual gear shift mode to prevent erroneous operation, and respond to the driver's request to switch to the manual gear shift mode. To be able to do so.

[0008]

In order to achieve the above object, the present invention sets the initial gear ratio when the transmission is switched to the manual gear shift mode to a gear ratio larger than the gear ratios up to then. I set it.

Specifically, in the first aspect of the invention, as shown in FIG. 1, the automatic transmission 1 is operated by operating the operating means 110.
It is premised on a control device for an automatic transmission, which is equipped with a shift control means 115 for changing the gear ratio in a state in which 2 is switched from the automatic shift mode to the manual shift mode.

When the transmission 12 is switched from the automatic transmission mode to the manual transmission mode by the operating means 110, the initial transmission ratio of the transmission 12 immediately after the switching is changed to the transmission ratio before the switching in the automatic transmission mode. An initial gear ratio setting means 116 is provided which is set on the increase side.

With the above construction, when the operating means 110 is operated while the vehicle is operating, the automatic transmission 12 is switched from the automatic transmission mode to the manual transmission mode, and in that state, the transmission control means 115 changes the transmission ratio. Manual control is performed.

At this time, the initial transmission gear ratio setting means 116 sets the initial transmission gear ratio of the transmission 12 immediately after the switching to the manual transmission mode to a higher side than the transmission gear ratio before the switching in the automatic transmission mode. It Due to the change of the gear ratio to the increasing side, the transmission 12 is shifted down to increase the engine speed, and the increase of the engine speed allows the vehicle driver to experience a shift to the manual speed change mode. Therefore, it is possible to prevent the erroneous operation of operating the operation means 110 again and instructing to switch to the manual shift mode.

Further, since the initial gear ratio of the transmission 12 immediately after switching to the manual shift mode in this way changes to the increasing side and shifts down, the engine braking is effected by switching to the manual shift mode. The driver's requirement to downshift the transmission 12 to accelerate or accelerate can be easily met.

According to a second aspect of the invention, in the same automatic transmission control device as the premise of the first aspect of the invention, the operating means 1 is used.
When the transmission 12 is switched from the automatic shift mode to the manual shift mode by 10 and the gear ratio in the automatic shift mode before the shift is smaller than a preset reference value, the transmission 12 immediately after the shift is changed. While setting the initial gear ratio to the predetermined value on the increasing side closest to the gear ratio before switching,
When the gear ratio before switching is equal to or higher than the reference value, the transmission 1
An initial gear ratio setting means 116 for setting the second gear ratio of No. 2 to a predetermined value closest to the gear ratio before switching is provided.

As a result, when the gear ratio before switching in the automatic gear shift mode is smaller than the reference value, the initial gear ratio of the transmission 12 is set to a predetermined value on the increasing side that is closest to the gear ratio before switching. The transmission 12 is shifted down. On the other hand, when the gear ratio before switching is equal to or higher than the reference value, the transmission 1
The initial gear ratio of 2 is set to a predetermined value that is the closest to the gear ratio before switching. That is, if the reference value is set to a gear ratio that provides good engine braking and good vehicle acceleration, when the gear ratio before switching is equal to or greater than the reference value, the gear ratio is large and engine braking and It can be determined that the acceleration performance is sufficient, and as a result, the initial gear ratio is set to a predetermined value that is closest to the gear ratio before switching.
Also in this invention, the same effect as the invention of claim 1 can be obtained.

According to a third aspect of the invention, in the control device for the automatic transmission according to the second aspect of the invention, the initial speed ratio setting means 11 is used.
No. 6 is configured to set the initial gear ratio of the transmission 12 to the reference value when the gear ratio before switching in the automatic gear shift mode is smaller than the reference value. By so doing, the initial gear ratio that is accompanied by the change to the manual gear change mode suddenly increases to the reference value, so engine braking performance and vehicle acceleration when the gear ratio before the change is smaller than the reference value can be improved. it can.

According to a fourth aspect of the invention, in the control device for the automatic transmission according to the third aspect of the invention, the initial gear ratio setting means 11 is provided.
6 is configured to set the initial gear ratio of the transmission 12 to a predetermined increasing value closest to the gear ratio before switching when the gear ratio before switching in the automatic gear shift mode is equal to or higher than the reference value.
Also in this invention, the same effect as the invention of claim 1 can be obtained.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION

(Embodiment 1) FIG. 7 shows the overall configuration of an automatic transmission according to Embodiment 1 of the present invention. In FIG. 7, reference numeral 1 denotes an in-vehicle engine, and an output shaft 1 a of the engine 1 has an automatic transmission 12 formed of a toroidal type continuously variable transmission via a clutch 2.
Are drivingly connected. The automatic transmission 12 has an input shaft 13 arranged on the same axis as the output shaft 1a of the engine 1.
And an output shaft 14 arranged in parallel with the input shaft 13, and the input shaft 13 is connected to the engine 1 via the clutch 2.
Of the output shaft 1a of the
Are connected to drive wheels (not shown) via.

A first drive gear 15, a holding disc 16, a toroidal speed change mechanism 17 and a second drive gear 23 are arranged on the input shaft 13 in this order from the engine 1 side, and the first drive gear 15 and the holding disc 16 are arranged. Is the input shaft 1
3 is rotationally fixed to the third drive gear 23, and the second drive gear 23 is connected to the input shaft 1
3 rotatably supported. On the other hand, on the output shaft 14, the output gear 25, the first driven gear 26, the low clutch 27, the planetary gear mechanism 28, and the second gear are arranged in this order from the engine 1 side.
A driven gear 33 and a high clutch 34 are respectively arranged, and the output gear 25 is fixed to the output shaft 14 so as to rotate together.
The first driven gear 26 and the second driven gear 33 are rotatably supported by the output shaft 14.

The toroidal transmission mechanism 17 has an input disk 18 located on the engine 1 side and an output disk 19 located on the side opposite to the engine 1 with respect to the input disk 18, and both disks 18, 19 are provided. Input shaft 1
It is rotatably supported on 3. The rear surface (the surface opposite to the output disk 19) of the input disk 18 is pressed against the holding disk 16 via a loading cam 35 so that the output disk 19 can rotate integrally with the second drive gear 23. Are combined. On the surface of the input disk 18 facing the output disk 19, there is formed a transmission surface 18a which is a curved surface having a taper diameter toward the output disk 19 side and an arc-shaped cross section along the axial direction. There is. On the other hand, on the surface of the output disk 19 facing the input disk 18, a transmission surface 19a formed of a curved surface having a tapered small diameter toward the input disk 18 and a circular arc-shaped cross section along the axial direction. Are formed. A pivot which extends between the discs 18 and 19 and extends toward the input shaft 13 (the center of rotation of the discs 18 and 19) and which can be swung about a swing center Q which is in a twisted position with respect to the input shaft 13. A pair of support members 20 and 20 having shafts 20a and 20a are arranged, and a power roller 21 is rotatably and pressed from the support member 20 via a thrust bearing 22 to the pivot shaft 20a of each support member 20. It is supported in a closed state. The outer peripheral surface of each power roller 21 has an arcuate cross section so as to be in pressure contact with the transmission surfaces 18a and 19a of the input / output disks 18 and 19 so as to be transmittable, and swings around the swing center Q of each support member 20. Each power roller 21 is input / output disk 1
8 and 19 are rotated while being tilted, and the contact positions of the two power rollers 21 and 21 with the transmission surfaces 18a and 19a of the both power rollers 21 and 21 are set in the radial direction of the disks 18 and 19 in accordance with the tilt angles. Instead, the gear ratio (torque ratio) at the time of torque transmission from the input disk 18 to the output disk 19 is changed. That is, the speed ratio between the input / output disks 18 and 19 of the toroidal speed change mechanism 17 is such that the diameter of the contact position of the input disk 18 with the power roller 21 from the input shaft 13 and the contact position of the output disk 19 with the power roller 21. It is determined by the ratio of the position to the diameter from the output shaft 14.

The planetary gear mechanism 28 includes a sun gear 29 rotatably supported on the output shaft 14 and the sun gear 2
A pinion carrier 31 that rotatably carries a plurality of pinions 30, 30, ... That mesh with 9, and a ring gear 32 that is rotatably fixed to the output shaft 14 and that meshes with each of the pinions 30 at the inner periphery, The sun gear 29 is rotatably connected and fixed to the second driven gear 33.

Both shafts 1 are provided between the input / output shafts 13 and 14.
An intermediate shaft 36 is disposed in parallel with the intermediate shaft 3 and 14.
An intermediate gear 37, which meshes with the first drive gear 15 on the input shaft 13 and the first driven gear 26 on the output shaft 14, is fixed to 6, and the first driven gear 26 is fixed via the intermediate gear 37. It is drivingly connected to the first drive gear 15. Further, the low clutch 27 is adapted to connect and disconnect the power transmission between the first driven gear 26 and the pinion carrier 31 of the planetary gear mechanism 28, and the high clutch 34.
Is the output shaft 14 and the second driven gear 33 (the planetary gear mechanism 2
8 sun gear 29) so as to connect and disconnect power transmission between the two. And these Lo
By engaging or disengaging the w clutch 27 and the high clutch 34 in a predetermined state, the gear shift state of the automatic transmission 12 is switched to the reverse state, the forward low state and the forward high state, and in the reverse state and the forward low state, the toroidal Both the speed change mechanism 17 and the planetary gear mechanism 28, and only the toroidal speed change mechanism 17 in the forward High state, the speed ratio between the input shaft 13 and the output shaft 14 (the transmission 1
The gear ratio of 2) is changed.

Reference numeral 38 denotes the input shaft 1 for controlling the output disc 19 of the toroidal speed change mechanism 17 from separating from the input disc 18 by pressure contact with the power roller 21.
3 is a regulation disc provided at the end of 3.

FIG. 6 shows the mechanism of gear shift control of the toroidal gear shift mechanism 17. Both support members 20, 20 are at the low side and the H side, which are hydraulic cylinders connected to the respective support members.
The high side cylinders 40, 40 are pressed and moved in opposite directions around the input shaft 13 to swing about the swing center Q. A hydraulic line pressure acts on both cylinders 40, 40 via a shift control valve 41 which is an electromagnetic switching valve. The shift control valve 41 includes a sleeve-shaped valve body 42 and a spool 43 that is slidably fitted in the valve body 42 with a predetermined stroke. The line pressure port 42a communicating with the cylinders 40, 40 and the Low and High ports 42b, 42c communicating with the cylinders 40, 40 are opened. A spring receiver 45 is slidably and non-rotatably arranged in the valve body 42 at one end of the spool 43, and a spring 46 is compressed between the spring receiver 45 and one end of the spool 43. ing. Further, the spring receiver 45 is screwed into a stepping motor 47 and is coupled so as to be movable in the axial direction by the rotation of the stepping motor 47.
By inputting a pulse signal of the required number of pulses to the spool 43, the spool 43 is stroke-moved via the spring 46, and the passage areas of the communicating portions between the line pressure port 42a and each of the Low and High ports 42b and 42c are opposite to each other. When the line pressure is supplied to each cylinder 40 by changing the direction, and the spool 43 is moved to the right side in FIG. 6, the opening area of the line pressure port 42a communicating with the Low port 42b is the opening area of the line pressure port 42a communicating with the High port 42c. By making the hydraulic pressure supplied to the low side cylinder 40 larger than that of the high side cylinder 40 by increasing the opening area of the input shaft 13 of the input disk 18 of the toroidal speed change mechanism 17 to the power roller 21. From the diameter from the output shaft 14 at the contact position of the output disc 19 with the power roller 21. And small, while increasing the transmission ratio of the toroidal speed change mechanism 17, when moving to the left side of the spool 43 in FIG. 6, on the contrary, the line pressure port 42
a, the opening area of the communicating portion with the High port 42c is L
The hydraulic pressure supplied to the high-side cylinder 40 is made larger than the opening area of the communicating portion with the ow port 42b to increase the hydraulic pressure supplied to the high-side cylinder 40, so that the input disc 18 of the toroidal speed change mechanism 17 is supplied to the power roller 21. The diameter of the contact position from the input shaft 13 is determined by the output disc 19
The contact position with the power roller 21 is made larger than the diameter from the output shaft 14 to reduce the gear ratio of the toroidal transmission mechanism 17.

In FIG. 6, reference numeral 44 denotes a mechanical feedback mechanism connected between the other end of the spool 43 of the shift control valve 41 and the piston rod 40a of the low side cylinder 40, and the operation of the low side cylinder 40. That is, the movement of the support members 20, 20 of the toroidal transmission mechanism 17 is mechanically fed back to the spool 43 of the transmission control valve 41 to balance the movement.

As shown in FIG. 8, the operation of the stepping motor 47 is controlled by a pulse signal from the control unit 100 together with other necessary control actuators (not shown). The control unit 100 includes at least an engine speed sensor 101 for detecting the actual engine speed ESP * based on the speed of the input shaft 13 of the transmission 12.
A vehicle speed sensor 102 for detecting the vehicle speed V based on the rotational speed of the output shaft 14, a throttle opening sensor 103 for detecting an opening TVO (throttle opening) of a throttle valve (not shown) of the engine 1, A longitudinal acceleration sensor 104 that detects the longitudinal acceleration of the vehicle, a lateral acceleration sensor 105 that detects the lateral acceleration, and a steering wheel 50 (see FIG. 4).
The steering angle sensor 106 for detecting the steering angle φ (steering steering angle), the road surface friction coefficient sensor 107 for detecting the friction coefficient μ of the vehicle traveling road surface, and the road surface gradient sensor 108 for detecting the road surface gradient θ. And a brake switch 109 for detecting depression of the brake pedal of the vehicle, and a transmission 12
Manual shift select switch 1 as an operating means for switching the automatic shift mode or the manual shift mode
10, a shift-up switch 111 for instructing shift-up control in the manual shift mode, a shift-down switch 112 for instructing the same shift-down control, and an idle switch 113 that is turned on when the engine 1 is idle. In the control unit 100, as will be described later, an automatic shift diagram in which the target engine speed ESPO is set in advance according to the vehicle speed V and the throttle opening TVO of the engine 1 in the control unit 100 ( Based on FIG. 3), the transmission 1
The pulse signal to the stepping motor 47 is obtained so that the engine speed ESP * becomes the target engine speed ESPO according to the above-mentioned shift diagram, and the pulse signal is output to the stepping motor 47. It is supposed to do.

As shown in FIG. 4, the manual shift select switch 110, the shift up switch 111 and the shift down switch 112 are mounted on the steering wheel 50 on the right side of the vehicle compartment of the vehicle. That is, the operation panel portion 51 is provided on one spoke portion (left side in the illustrated example) of the steering wheel 50 when the vehicle is in a straight traveling state, and as shown in FIG. Manual shift select switch 110 and shift up switch 111 at the bottom
And a shift down switch 112 are arranged respectively. The manual gear shift select switch 110 is of a push-operated type.
The ON / OFF signal for switching the shift mode of 1 to the automatic shift mode or the manual shift mode is alternately output every time the operation is performed. Further, the shift-up switch 111 and the shift-down switch 112 are also push-type switches, and the shift-down switch 112 is the shift-up switch 11.
It is arranged outside the steering wheel 50 in the radial direction.

In the control unit 100, the control operation for the stepping motor 47 for driving the shift control valve 41 will be described with reference to FIG.
In step S1, the input signals of the sensors 101 to 108 and the switches 109 to 113 are detected, and in step S2
In the above, from the steering turning angle φ detected by the signal from the steering angle sensor 106 to the steering turning speed Δφ
Is calculated. In the next step S3, the engine speed limit upper limit value ESPH is set from the characteristics set based on the vehicle speed V, the shift speed r, and the road surface friction coefficient μ, and the characteristics set based on the vehicle speed V and the shift speed r. After determining the engine speed limit lower limit value ESPL from
Move to step S4.

In step S4, it is determined whether the manual shift select switch 110 is in the ON state. When this determination is “switch OFF”, it is considered that the automatic shift mode of the transmission 12 is requested, and the process proceeds to step S23, where the throttle opening TVO of the engine 1 and the vehicle speed V in the automatic shift diagram are used. After calculating the target engine rotation speed ESPO, the process proceeds to step S19. As shown by the solid line in FIG. 3, the automatic shift diagram is a map in which the vehicle speed V, the throttle opening TVO of the engine 1 and the target engine speed ESPO are set in advance, and the input vehicle speed V and throttle By collating the opening degree TVO with the shift diagram, the target engine speed ESPO corresponding to them is obtained.

On the other hand, in step S4, "switch O
When it is determined to be “N”, it is considered that the manual shift mode of the transmission 12 is requested, and steps S5 to S are performed.
Proceed to 22. First, in step S5, it is determined whether or not the previous manual shift select switch 110 is in the ON / OFF state, that is, whether or not the switch 110 is already in the ON state. If this determination is "switch OFF," steps S19 to S22 are performed. Then, the initial gear stage r of the transmission 12 is set (the gear ratio is set) in accordance with the switching of the manual gear shift mode. That is, in step S19, as shown by the thick solid line in FIG. 3, the gear shift stage initial value r0 corresponding to the vehicle speed V is obtained from the preset gear shift stage initial value line L. The gear stage initial value line L is set so that the effect of engine braking and the acceleration performance of the vehicle are good. Then, in the next step S20,
The gear ratio initial value r0 and the current gear ratio ratio are compared. When the determination is YES for ratio> r0, after the gear shift stage initial value r0 is replaced with the gear shift stage r in step S21, the determination is N ≦ ratio ≦ r0.
When it is O, the current gear ratio rati is set in step S22.
After replacing the shift stage on the low speed side (deceleration side) closest to o with the shift stage r, the process proceeds to step S24.

The determination in step S5 is "switch O".
When it is "N", the initial gear stage r has already been set, so the routine proceeds to steps S6 to S18. First, step S
At 6, it is determined whether the steering turning speed Δφ is smaller than a predetermined value Δφ1. When this determination is NO in Δφ ≧ Δφ1, the process directly proceeds to step S13. That is, when the steering turning speed Δφ is equal to or greater than the predetermined value Δφ1, even if the shift-up switch 111 and the shift-down switch 112 are in the ON state, the ON signal is invalid, and the shift speed r in the manual shift mode is reduced. Switching (change in gear ratio) is prohibited. As a result, the driver mistakenly shifts the shift-up switch 111 and the shift-down switch 112 while turning the steering wheel 50.
Even if it is touched and turned on, the gear ratio of the transmission 12 is prevented from changing.

On the other hand, the determination in step S6 is Δφ <Δφ1.
When YES is determined, the ON / OFF state of the shift up switch 111 is determined in step S7.
When this determination is "switch OFF", when it is "switch ON", and when it is "switch ON", the current gear stage r is updated to r + 2 in step S8 to shift up to the higher side by the second speed, and then the process proceeds to step S9.

That is, as shown by the broken line in the shift diagram of FIG. 3, a gear stage r is set by dividing the entire gear ratio of the transmission 12 into, for example, 11 fixed gear ratios. In the mode, the shift stage r is selected and the shift up switch 111 or the shift down switch 11 is selected.
The gear stage r to be selected is changed according to the signal of 2. Therefore, the processing in step S8 changes the gear r to the higher side (the side where the gear ratio becomes smaller) by the second speed, for example, when the gear r is at the r = 5th, it is switched to r = 7th.

In step S9, conversely, the ON / OFF state of the downshift switch 112 is determined. When this determination is "switch ON", the shift-up switch 111 is turned ON / OFF again in step S10.
When the OFF state is determined and the determination is "switch OFF", the process proceeds to step S11 when the determination in step S9 is "switch OFF", and the current gear stage r is set to r.
After being updated to -1 and shifting down to the lower side by one speed (for example, when the gear stage r is at r = 5th speed, it is switched to r = 4th speed), the routine proceeds to step S13.

If the determination in step S10 is "switch ON", the shift-up switch 1 is erroneously selected.
11 and the shift down switch 112 are simultaneously turned on, and in step S11 the gear r is returned to r-2, thereby canceling the processing in step S8 and proceeding to step S13.

In the step S13, the step S
8, the target engine speed ESPO on the shift diagram is obtained from the gear r and the vehicle speed V set in S11, and in the next step S14, the target engine speed ESPO is the upper limit of the engine speed limit in step S3. It is determined whether it is lower than the value ESPH. This judgment is ESPO ≧ ES
When PH is NO, it is considered that the engine 1 is in the over-rotation state (overrev), the process proceeds to step S15, the gear r is updated to r + 1 to shift up to the higher side by the first speed, and then to step S18. move on. If the determination in step S14 is YES, ESPO <ESPH, then in step S16, this time, the target engine speed ESPO is reached.
Is higher than the engine speed limit lower limit value ESPL. If this judgment is ESPO ≦ ESPL, N
When it is O, it is considered that the engine 1 is in the low rotation state in which there is a risk of stall, and in step S17, the shift stage r is updated to r-1 and downshifted to the lower side by the first speed. It proceeds to step S18. This step S1
In step 8, again, the target engine speed ESPO on the shift diagram is obtained from the gear r and the vehicle speed V as in step S13, and after step S18, the determination in step S16 is made when ESPO> ESPL is YES. Then, the process proceeds to step S24.

In step S24, the deviation ΔN between the target engine speed ESPO and the actual engine speed ESP * is calculated, and in step S25 the number of pulses ΔPULSE to be output to the stepping motor 47 from the engine speed deviation ΔN. Then, the process proceeds to step S26, and the pulse number ΔPULS is calculated by feedback control.
After outputting the E pulse signal to the stepping motor 47, the process returns.

In this embodiment, in steps S4, S6 to S18 of the above flow, the shift-up switch is operated while the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode by the ON operation of the manual shift select switch 110. The shift control means 11 is configured to change the gear ratio by changing the gear ratio r of the transmission 12 by turning on the 111 and the shift down switch 112.
5 are configured.

Further, when the transmission 12 is switched from the automatic shift mode to the manual shift mode by the ON operation of the manual shift select switch 110 in steps S5, S19 to S22, the transmission 12 immediately after the switching.
The transmission 1 is set to a speed lower than that before the switching in the automatic transmission mode, that is, the current transmission ratio ratio.
The initial speed ratio setting means 1 is set so that the initial speed ratio 2 is higher than the speed ratio before switching to the automatic speed change mode.
16 are configured.

Then, the initial gear ratio setting means 116.
Is the gear ratio rat before switching to the automatic shift mode.
io is on the higher gear side than the gear shift stage initial value r0 obtained according to the vehicle speed V from the gear shift stage initial value line L of the shift diagram, that is, the reference gear ratio before switching corresponds to the gear shift stage initial value r0. When the value is smaller than the value, the gear position r of the transmission 12
Is set to the reference value, and the gear ratio before switching is on the low speed side below the gear ratio initial value r0, that is, the gear ratio before switching is the gear ratio. When the value is equal to or larger than the reference value corresponding to the initial value r0,
The transmission gear r of the transmission 12 is configured to set a gear on the low speed side closest to the gear ratio before switching, that is, to set an initial gear ratio to a predetermined value on the increasing side closest to the gear ratio before switching. There is.

Therefore, in this embodiment, the operating panel portion 5 of the steering wheel 50 of the vehicle is in operation.
Manual shift select switch 110 in 1 is O
When in the FF state, the transmission 12 is kept in the automatic shift mode, and the target engine speed ESP is determined based on the throttle opening TVO and the vehicle speed V of the engine 1 in the automatic shift diagram.
O is calculated, and the pulse number ΔPULS is set so that the actual engine speed ESP * becomes the target engine speed ESPO.
E is calculated, a pulse signal of this pulse number ΔPULSE is output to the stepping motor 47, and the gear shift stage r of the transmission 12 is feedback-controlled.

On the other hand, when the manual shift select switch 110 is turned on by the driver, the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode. Then, in the manual shift mode, first, the initial shift stage r is set. After that, when the shift up switch 111 is turned on,
While the initial gear r is shifted up to the gear higher by the second speed, when the shift down switch 112 is turned on, the gear r is shifted down by the gear lower by the first speed. Further, when the shift-up switch 111 and the shift-down switch 112 are simultaneously turned on, the above-described shift-up or shift-down of the gear stage r is not performed. By doing so, even in the automatic transmission 12, it is possible to change the gear ratio by changing the gear ratio according to the preference of the driver, similarly to the gear shifting operation of the manual transmission.

In this case, when the automatic transmission 12 is switched from the automatic shift mode to the manual shift mode as described above, first, the shift stage initial value from the shift stage initial value line L in the shift diagram is changed according to the vehicle speed V. r0 is calculated, and this shift stage initial value r0 and the current shift stage ratio are compared in magnitude. When the current shift stage ratio is larger than the shift stage initial value r0 and is on the high speed side, the shift stage initial value r0 is calculated. Value r
0 is set to the initial gear stage r of the transmission 12 immediately after the switching (shown by an arrow A1 in FIG. 3), while the transmission 1 before the switching is set.
When the current gear ratio of 2 is less than or equal to the gear ratio initial value r0, the gear position on the low speed side closest to the current gear ratio is set to the initial gear ratio r (indicated by arrow A2 in FIG. 3). Shown). In any case, the initial gear stage r immediately after the transmission 12 is switched to the manual gear shift mode is set to the lower gear side (the gear ratio increasing side) than the gear stage ratio before the switching in the automatic gear shift mode. Therefore, the transmission 12 is shifted down due to the shift of the gear r to the low gear, and the engine speed increases. As a result, the increase in the engine speed allows the vehicle driver to clearly feel the switching to the manual shift mode without looking at the display, and the manual shift select switch 110 is turned on again to switch to the manual shift mode. It is possible to prevent an erroneous operation of re-commanding switching.

In addition, the purpose of switching the shift mode of the transmission 12 from the automatic shift mode to the manual shift mode is mainly to downshift the transmission 12 in order to activate or accelerate the engine brake. However, in this embodiment, the initial shift stage r of the transmission 12 immediately after the switching to the manual shift mode is performed.
Automatically shifts to the low speed stage and is in a downshifted state, so that the downshift state of the transmission 12 can be obtained without requiring the ON operation of the downshift switch 112 at the same time as switching to the manual shift mode. Therefore,
By switching to the manual shift mode, the driver's request to apply the engine braking or accelerate the engine can be easily satisfied.

(Second Embodiment) FIG. 9 shows a second embodiment of the present invention.
(Note that, in each of the following embodiments, the same parts as those in FIGS. 2 to 8 are denoted by the same reference numerals and detailed description thereof will be omitted), and in the first embodiment, the manual shift mode of the transmission 12 is set. When the gear ratio before switching is on the low speed side below the gear initial value r0 on the gear initial value line L, the initial gear r immediately after the switching is changed to the gear r before switching.
The gear position is set to the lower speed gear closest to the atio, whereas the gear is simply set to the gear nearest to the gear ratio before switching (the higher gear may be used). .

That is, in this embodiment, FIG.
As shown in FIG. 2, the processing operation of the control unit 100 is basically the same as that of the first embodiment (see FIG. 2).
The following points are different. That is, in step S20, ratio
Step S22 ′ to be advanced when it is determined to be NO for ≧ r0
Then, after the gear closest to the current gear ratio is replaced with the gear r, the process proceeds to step S24.

Therefore, in this embodiment, the initial gear ratio setting means 116 is configured so that the gear ratio r prior to switching to the automatic gear shift mode.
aio is on the higher gear side than the gear shift stage initial value r0 obtained according to the vehicle speed V from the gear shift stage initial value line L of the shift diagram, that is, the reference gear ratio before switching corresponds to the gear shift stage initial value r0. When it is smaller than the value, the initial gear stage r of the transmission 12 is set to the gear stage initial value r0, as in the first embodiment.
(See arrow A1 in FIG. 3) and the initial gear ratio is set to the reference value, but the gear ratio before switching is the gear ratio initial value r.
When the gear ratio is 0 or lower, that is, the gear ratio before switching is equal to or higher than the reference value corresponding to the gear initial value r0, unlike the first embodiment, the initial gear r of the transmission 12 is not changed before the gear switching. The gear position closest to the gear ratio (shown by arrow B in FIG. 3), that is, the initial gear ratio is set to a predetermined value closest to the gear ratio before switching.

Also in this embodiment, the same operational effects as those of the above-described first embodiment can be obtained. In particular, in this embodiment, the gear ratio rat before the switching to the manual shift mode is performed.
When io is on the low gear side, which is equal to or lower than the gear initial stage value r0, the transmission 12 is already downshifted, and the same gear ratio is large, and it is not necessary to set the gear on the low gear side. Then, the initial gear r is changed to the gear r before switching.
The gear position closest to the atio is set.

In Embodiments 1 and 2 above, the gear ratio before switching to the automatic gear shift mode is higher than the gear ratio initial value r0 obtained from the gear ratio initial value line L of the gear shift diagram. At some time, the initial gear stage r of the transmission 12
Is set to the gear shift stage initial value r0, but as shown by the arrow C in FIG. 3, the gear shift stage r of the transmission 12 is set to the gear shift stage on the low speed side closest to the gear stage ratio before switching. The initial gear ratio may be set to a predetermined value on the increasing side that is closest to the gear ratio before switching. However, in order to obtain a clear downshift state immediately after switching, it is preferable to set the initial gear stage r to the gear stage initial value r0 as in the first and second embodiments.

In addition to the toroidal type continuously variable transmission as in the first and second embodiments, the present invention also employs a pulley type (belt type).
It can also be applied to an automatic transmission including a continuously variable transmission.

(Embodiment 3) FIGS. 10 to 15 show Embodiment 3 of the present invention. In each of the above embodiments, the automatic transmission 1 is shown.
While 2 is a continuously variable transmission having a toroidal transmission mechanism 17, it is applied to a general gear type automatic transmission 12 '.

That is, FIG. 13 schematically shows the entire structure of the third embodiment, and 3 is a torque converter drivingly connected to the output shaft 1a of the engine 1.
A known gear type automatic transmission 12 'is drivingly connected to the output side of the.

The torque converter 3 is fixed to the output shaft 1a of the engine 1 via the converter cover 4 and the pump 5, the turbine 6 on the output side, and the transmission case 12a '. The shaft 7 is provided with a stator 7 provided via a one-way clutch 8.
The torque converter 3 is provided with a lockup clutch 10 that directly connects the turbine 6 and the pump 5 (the output shaft 1a of the engine 1).

On the other hand, the automatic transmission 12 'is provided with a pump driving central shaft 61, one end of which is drivingly connected to the output shaft 1a of the engine 1, and the hydraulic pump 84 is provided at the other end of the central shaft 61.
Is attached. A hollow turbine shaft 62 is arranged and supported around the central shaft 61, and one end of the turbine shaft 62 is connected to the turbine 6 of the torque converter 3. A Ravigneaux type planetary gear mechanism 63 is disposed and supported on the turbine shaft 62. The planetary gear mechanism 63 includes a small-diameter sun gear 64 and a large-diameter sun gear 65 arranged side by side on the center side, a short pinion 66 that meshes with the small-diameter sun gear 64, a long pinion 67 that meshes with the large-diameter sun gear 65, and both of these pinions. A ring gear 68 on the outer peripheral side that meshes with 66 and 67, and a carrier 69 that supports both pinions 66 and 67.

Various friction elements are incorporated in the planetary gear mechanism 63. That is, to the side away from the engine 1 with respect to the planetary gear mechanism 63, the small diameter sun gear 64 is transmitted via the first one-way clutch 70 that transmits torque from the turbine shaft 62 only in the direction from the input side to the output side. Forward clutch 71 for connecting and disconnecting the power transmitted to the turbine shaft 62 and the small-diameter sun gear 64.
The coast clutch 72 that connects and disconnects the power transmission between the two is connected in parallel, and when the coast clutch 72 is engaged, the power transmission from the wheel side to the engine 1 side is performed and the so-called engine braking is effective. It is supposed to be.

A 2-4 brake 73, which is a band brake, is disposed outside the coast clutch 72. The 2-4 brake 73 is the same as the large-diameter sun gear 65.
And a brake hand 75 wound around the brake drum 74,
2-4 Large-diameter sun gear 6 when brake 73 is engaged
The rotation of 5 is fixed. On the side of the 2-4 brake 73, a reverse clutch 76 for reverse traveling, which connects and disconnects power transmission between the large-diameter sun gear 65 and the turbine shaft 62 via the brake drum 74, is arranged. .

Further, between the carrier 69 of the planetary gear mechanism 63 and the transmission case 12a ', a low reverse brake 77 for locking or unlocking the two and a second one-way clutch 78 are provided in parallel. ing.

Further, a 3-4 clutch 79 for connecting and disconnecting the power transmission between the carrier 69 and the turbine shaft 62 is arranged on the side of the planetary gear mechanism 63 on the engine 1 side. An output gear 80 is arranged beside the 3-4 clutch 79, and the output gear 80 is the ring gear 6 described above.
8 via an output shaft 81. The automatic transmission 12 'itself has four forward speed and one reverse speed, and the four clutches 71, 72, 7 are provided.
By operating the brakes 6, 79 and the two brakes 73, 77 appropriately, the required shift speed can be obtained.

As shown in FIG. 15, the automatic transmission 1
Each friction element 2 '(clutch 71, 72, 76, 79 and brake 73, 77) is operated by the hydraulic pressure supplied from a hydraulic control circuit 83 (only part of which is shown) including the hydraulic pump 84. The hydraulic pressure control circuit 83 controls a plurality of shift valves 86, 86, ... (Only one is exemplarily illustrated) for shifting, and solenoid valves 87, 87 ,. ), Duty control is performed on the opening degree of each shift solenoid valve 87 to change the drive hydraulic pressure for the shift shift valve 86, thereby supplying and discharging the hydraulic pressure to each friction element of the automatic transmission 12 '. The solenoid valves 87 are controlled by the control unit 100 based on the range and the gear position determined according to the operating condition (the vehicle speed V and the throttle opening TVO of the engine 1) based on a preset gear change pattern. ON / OFF control by the shift valve 86,
The coast clutches 72,
The oil passages leading to the friction elements such as the -4 brake 73 and the 3-4 clutch 79 are switched to engage and release these friction elements.

Table 1 shows the relationship between the shift speed of the transmission 12 'and the operations of the clutches 71, 72, 76, 79 and the brakes 73, 77.

[0061]

[Table 1]

As shown in FIG. 14, the control unit 100 for ON / OFF control of each shift solenoid valve 87 has the same signals as the sensors 101 to 108 and the switches 109 to 113 as in the first embodiment. Is input (see FIG. 8), and the control unit 100 controls other solenoid valves such as the solenoid valve 87 for shift control and a solenoid valve (not shown) for lockup clutch control. ing.

In the control unit 100, ON / OF for each shift solenoid valve 87 is performed.
The operation of engagement control or non-engagement control of each friction element by F switching will be described with reference to FIG. First, step T
1, each sensor 101-108 and each switch 109-
The input signal of 113 is detected, and in step T2, the steering turning speed Δφ is calculated from the steering turning angle φ detected by the signal from the steering angle sensor 106.
In the next step T3, the engine speed limit upper limit value ESPH is set from the characteristics set based on the vehicle speed V, the gear ratio of the transmission 12 'and the road surface friction coefficient μ, and based on the vehicle speed V and the gear ratio. After determining the engine rotation speed limit lower limit value ESPL from the characteristics described above, the process proceeds to step T4. In step T4, it is determined whether the manual shift select switch 110 is in the ON state. When this judgment is "switch OFF",
Considering that the automatic transmission mode of the transmission 12 'is requested, the process proceeds to step T26, where the target shift speed r is determined based on the throttle opening TVO of the engine 1 and the vehicle speed V in the shift diagram.
After calculating, the process proceeds to step T27. As shown in FIG. 12, the above shift diagram is a map in which the vehicle speed V, the throttle opening TVO of the engine 1 and the target shift stage r are set in advance, and the input vehicle speed V and throttle opening TVO are shifted. By collating with the diagram, the target shift speed r corresponding to them is obtained.

On the other hand, when the determination in step T4 is "switch ON", it is considered that the manual shift mode of the transmission 12 'is requested, and steps T5 to T2 are performed.
Go to 5. First, in step T5, it is determined whether or not the previous manual shift select switch 110 is in the ON / OFF state, that is, whether the shift select switch 110 is already in the ON state. If this determination is "switch OFF",
In steps T22 to T25, the initial target shift speed r of the transmission 12 'is set in accordance with the switching of the manual shift mode. First, in step T22, as shown in FIG. 11, the gear shift stage initial value r0 corresponding to the vehicle speed V is obtained from a preset map, and in the next step T23, the gear shift stage initial value r0 and the current gear shift stage are calculated. Compare the magnitude with r *. When the determination is YES at r *> r0, the gear shift stage initial value r0 is replaced with the target gear shift stage r at step T24. On the other hand, when the determination is NO at r * ≦ r0, at step T25 the current gear shift stage is set. After replacing r * with the target gear position r as it is, the process proceeds to step T27.

The determination at step T5 is "switch O".
When it is “N”, the initial target shift speed r has already been set, so the flow proceeds to steps T6 to T21, and the same processing as steps S5 to S17 of the first embodiment is performed. First,
In step T6, the steering turning speed Δφ is a predetermined value Δφ.
It is determined whether it is smaller than 1. This judgment is Δφ ≧ Δ
When φ1 is NO, the process directly proceeds to step T13.

On the other hand, the determination in step T6 is Δφ <Δφ1
When YES is determined, the ON / OFF state of the upshift switch 111 is determined in step T7. When this determination is "switch OFF", when it is "switch ON", and when it is "switch ON", the target gear r is updated to r + 2 in step T8 to shift up to the higher gear by the second gear (for example, when the gear is the second gear). After switching to fourth speed), the process proceeds to step T9.

In step T9, on the contrary, the ON / OFF state of the downshift switch 112 is determined,
If this determination is "switch ON", step T1
When it is 0, the shift up switch 111 is turned ON / OF again.
Determine the F state. When this determination is "switch OFF", the process proceeds to step T11 when the determination in step T9 is "switch OFF", and the target shift speed r is set to r-1.
To shift down to the lower gear by only the first speed (for example, when the gear is in the third speed, switch to the second speed), and then proceeds to step T13.

If the determination in step T10 is "switch ON", the shift-up switch 1 is erroneously selected.
11 and the shift-down switch 112 are considered to be turned on at the same time, the target shift stage r is returned to r-2 in step T12, the process in step T8 is canceled, and then the process proceeds to step T13.

In step T13, the target gear r is compared with its upper limit value rmax (4th speed), and if this determination is YES with r> rmax, step T13 is reached.
After replacing the target shift speed r with the above upper limit value rmax at 14, when NO in r ≦ rmax, the process directly proceeds to step T15. In this step T15, the magnitude of the target shift speed r and its lower limit value (first speed) are compared with each other. If this determination is YES with r <1, the target shift speed r is set to the above first speed in step T16. After substitution, again r
When ≧ 1 is NO, the respective steps T17 are performed as they are.
Proceed to.

In this step T17, the above step T
8. Target speed r, vehicle speed V and torque converter 3 set in T11 and regulated in T14 and T16
From the speed ratio e (determined from the rotational speed of the pump 4, that is, the engine rotational speed, and the rotational speed of the turbine 65, that is, the vehicle speed V), the target engine rotational speed ESPO when the gear position is set to the target gear speed r, At the next step T18, it is determined whether the target engine speed ESPO is lower than the engine speed limit upper limit ESPH at step T3. When this determination is NO in ESPO ≧ ESPH, it is considered that the engine 1 is in the over-rotation state, the process proceeds to step T19, where the target gear position r is updated to r + 1 and the first gear is upshifted to the higher side, It proceeds to step T27. On the other hand, the determination in step T18 is ESPO <ESP
If YES in H, in step T20, it is determined whether or not the target engine speed ESPO is higher than the engine speed limit lower limit value ESPL. When this determination is NO in ESPO ≦ ESPL, it is considered that the engine 1 is in a state where there is a risk of stall, and the routine proceeds to step T21, where the target gear stage r is updated to r−1 and the lower gear side is set to 1 After downshifting by speed, step T20
When the determination is YES in ESPO> ESPL, the process proceeds to step T27. In step T27, a duty signal is output to each shift solenoid valve 87 so that the shift stage of the transmission 12 'becomes the target shift stage r.
Then return.

In this embodiment, in steps T4, T6 to T21 of the above flow, the automatic transmission 12 'is switched from the automatic shift mode to the manual shift mode by the ON operation of the manual shift select switch 110, and the shift-up is performed. The shift control means 115 is configured to change the gear ratio by switching the target shift speed r of the transmission 12 'by turning on the switch 111 and the shift down switch 112.

Further, in steps T5 and T22 to T25, when the transmission 12 'is switched from the automatic shift mode to the manual shift mode by the ON operation of the manual shift select switch 10, the transmission 1 immediately after the switching is performed.
The target gear r of 2'is set to a speed lower than the gear before switching in the automatic gear shift mode, that is, the current gear r *, more specifically, the gear r * before switching to the automatic gear shift mode is the gear initial value. r
When the shift speed is higher than 0, the target shift speed r of the transmission 12 'is set to the shift speed initial value r0, while the shift speed r * before switching is at the low shift speed lower than the shift speed initial value r0. At this time, the initial gear ratio setting means 116 is configured to set the target gear r to the gear r * itself, which is the gear closest to the gear r * before switching.

Therefore, in this embodiment as well, when the manual shift select switch 110 of the steering wheel 50 is in the OFF state, the transmission 12 '.
However, when the manual shift select switch 110 is turned on, the automatic transmission 12 'is switched from the automatic shift mode to the manual shift mode. After this switching, the initial target shift stage r of the transmission 12 'is set, then the target shift stage r is shifted up to the second speed by the ON operation of the shift up switch 111, and the target shift stage is switched by the ON operation of the shift down switch 112. r is downshifted to the first speed.

When the transmission 12 'is switched to the manual shift mode by turning on the manual shift select switch 110, the shift speed r * before switching to the automatic shift mode is higher than the shift speed initial value r0. When on the gear side, the target gear stage r immediately after the transmission 12 'is switched.
Is the gear shift stage initial value r obtained from the map according to the vehicle speed V
On the other hand, when the shift speed r * before switching is on the low speed side of the shift speed initial value r0 or less, the target shift speed r is set to the shift speed r * itself before switching. Therefore, also in this embodiment, the same operational effect as that of the second embodiment can be obtained.

The third embodiment is an automatic transmission 12 'having four forward gears r, but the present invention is
The present invention can also be applied to an automatic transmission having a plurality of other gear stages, and the more gear stages, the finer the shift of the gear stages in the manual gear shift mode.

[0076]

As described above, according to the first aspect of the invention, when the gear ratio is manually changed while the automatic transmission is switched from the automatic transmission mode to the manual transmission mode by operating the operating means, the transmission is changed. The initial gear ratio when the gear ratio is switched to the manual gear shift mode is set to be higher than the gear ratio before the gear change. Claim 2
In the invention described above, when the gear ratio before switching in the automatic gear shift mode is smaller than a preset reference value, the initial gear ratio of the transmission is set to the predetermined value on the increasing side closest to the gear ratio before switching, and When the gear ratio before switching is equal to or higher than the reference value, the initial gear ratio of the transmission is set to a predetermined value that is closest to the gear ratio before switching. Further, in the invention of claim 3, when the gear ratio before switching in the automatic gear shift mode is smaller than the reference value, the initial gear ratio of the transmission is set to the reference value. Further, in the invention of claim 4, when the speed ratio before the switching in the automatic speed change mode is equal to or higher than the reference value, the initial speed ratio of the transmission is set to the predetermined value on the increasing side which is the closest to the speed ratio before the switching. I chose Therefore, according to these aspects of the invention, when the transmission is switched to the manual shift mode, a shift down state is caused by an increase in the gear ratio, and the vehicle driver can clearly feel the switch to the manual shift mode. Therefore, it is possible to prevent an erroneous operation of operating the operating means again. Further, it is possible to facilitate the achievement of the driver's request that the transmission is downshifted to apply the engine brake or accelerate by switching to the manual shift mode.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of the present invention.

FIG. 2 is a flowchart showing a processing operation performed for shift control of the automatic transmission in the control unit according to the first embodiment of the present invention.

FIG. 3 is a diagram showing a map of a shift diagram of an automatic transmission.

FIG. 4 is a perspective view of a steering wheel.

FIG. 5 is an enlarged front view showing an operation panel portion of the steering wheel.

FIG. 6 is an explanatory view showing a mechanism of shift control in the toroidal transmission mechanism of the automatic transmission.

FIG. 7 is a skeleton diagram schematically showing the overall configuration of the automatic transmission.

FIG. 8 is a block diagram showing a control system of the first embodiment.

FIG. 9 is a view corresponding to FIG. 2 showing a second embodiment of the present invention.

FIG. 10 is a view corresponding to FIG. 2 showing a third embodiment of the present invention.

FIG. 11 is a diagram showing a map for determining a gear shift stage initial value when the automatic transmission is switched to a manual shift mode in the third embodiment.

FIG. 12 is a diagram showing a map of a shift diagram of an automatic transmission according to a third embodiment.

FIG. 13 is a skeleton diagram schematically showing a configuration of an automatic transmission according to a third embodiment.

FIG. 14 is a block diagram of a control system according to a third embodiment.

FIG. 15 is a diagram schematically showing a hydraulic system according to a third embodiment.

[Explanation of symbols]

 1 Engine 12, 12 'Automatic Transmission 17 Toroidal Transmission Mechanism 28 Planetary Gear Mechanism 41 Shift Control Valve 47 Stepping Motor 50 Steering Wheel 63 Planetary Gear Mechanism 87 Shift Solenoid Valve 100 Control Unit 102 Vehicle Speed Sensor 106 Steering Angle Sensor 110 Manual Shift Select Switch (operating means) 111 Shift up switch 112 Shift down switch 115 Shift control means 116 Initial gear ratio setting means r Gear ratio ratio, r * Current gear ratio r0 Gear ratio initial value L Gear ratio initial value line V Vehicle speed ESPO, ESP * Engine speed TVO Throttle opening φ Steering steering angle Δφ Steering steering speed

Claims (4)

[Claims] 1. A control device for an automatic transmission, comprising: a shift control means for changing a gear ratio in a state where the automatic transmission is switched from an automatic shift mode to a manual shift mode by operating an operating means. When the machine is switched from the automatic speed change mode to the manual speed change mode, an initial speed ratio setting means for setting the initial speed ratio of the transmission immediately after the speed change to a higher side than the speed ratio in the automatic speed change mode before the change is provided. A control device for an automatic transmission characterized by being provided. 2. A control device for an automatic transmission, comprising: a shift control means for changing a gear ratio in a state in which the automatic transmission is switched from an automatic shift mode to a manual shift mode by operating the operating means. If the gear ratio in the automatic gear shift mode before the gear change is smaller than the preset reference value when the automatic gear shift mode is switched to the manual gear shift mode, the initial gear ratio of the transmission immediately after the gear shift is changed. While setting to a predetermined value on the increasing side closest to the previous gear ratio,
When the gear ratio before switching is equal to or higher than the reference value, an automatic gear ratio setting means for setting the initial gear ratio of the transmission to a predetermined value closest to the gear ratio before switching is provided. Control device. 3. The automatic transmission control device according to claim 2, wherein the initial speed ratio setting means sets the initial speed ratio of the transmission when the speed ratio before switching in the automatic speed mode is smaller than a reference value. A control device for an automatic transmission, wherein the control device is configured to be set to the reference value. 4. The automatic transmission control device according to claim 3, wherein the initial speed ratio setting means switches the initial speed ratio of the transmission when the speed ratio before switching in the automatic speed mode is greater than or equal to a reference value. An automatic transmission control device characterized in that it is configured to set a predetermined value on the increasing side closest to the previous gear ratio.