JP2002122231A - Gear shift controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gear shift controller for a vehicle capable of obtaining gear shift reflecting a driver's intention by manual gear shift operation during cooperative gear shift control inhibitting down gear shift or up gear shift before a curve. SOLUTION: When navigation cooperative gear shift control of an automatic transmission 14 is done based on the information related to situations around the vehicle and ahead the vehicle, manual gear shift control by the operation of a shift lever 72 (manual gear shift operation member) is done by taking priority over gear shift by the navigation cooperative gear shift control while down gear shift is done by the navigation cooperative gear shift control. Consequently, gear shift reflecting a driver's intention is obtained by the operation of the shift lever 72 even in running in a corner region in which down gear shift is done by the navigation cooperative control.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a shift control device for a vehicle for performing cooperative shift control in which information relating to a situation around a vehicle or in front of the vehicle is reflected in shifting of an automatic transmission.

[0002]

2. Description of the Related Art In addition to a well-known normal automatic shift control for controlling a shift speed of an automatic transmission so as to obtain a shift speed determined based on a vehicle speed and an accelerator opening from a shift diagram, a vehicle periphery is also known. Alternatively, the automatic transmission is controlled by the automatic transmission based on information transmitted from a navigation device, a transmitting device provided on a road, and the like, which indicates the surroundings of the vehicle or the front of the vehicle, in order to set a gear suitable for the situation ahead of the vehicle. 2. Description of the Related Art There is known a vehicle shift control device that performs cooperative shift control for controlling a shift speed different from a shift speed by shift control. In this cooperative shift control, for example, if there is a curve ahead of the course, the presence of the curve is detected, and downshifting or upshifting is prohibited in order to obtain an appropriate curve entry speed before entering the curve area. The vehicle is decelerated by a strong engine braking force so that the vehicle can pass the curve stably, and the downshift or the upshift is prohibited until the vehicle passes a specific position of the curve, for example, the peak position or 2/3 position of the curve. After that, when the vehicle speed becomes higher than the upshift point vehicle speed by the normal automatic shift control, an upshift is performed, for example, by permitting the return to the normal automatic shift control, the shift is performed in coordination with the situation around the vehicle or in front of the vehicle. I do. For example, this is the cooperative shift control device described in Japanese Patent Application Laid-Open No. 10-184892.

[0003]

By the way, in the above-described conventional vehicle speed change control device, all the gear speeds of the automatic transmission are set to the automatic speed change range while the shift lever is traveling forward. There is no range for executing the cooperative speed change control except when the D (drive) range is operated. For this reason, a case where the cooperative shift control is executed in a plurality of ranges, that is, in a range in which the automatic gear shift range is a gear range excluding the high speed gear stage among the gear ranges of the automatic transmission described above and the gear stage of the automatic transmission. In the above, even if the shift lever is operated by the driver to change the gear position of the automatic transmission, the manual shift is not performed during the execution of the cooperative shift control, and the shift reflecting the driver's intention is performed. There was a possibility that it could not be obtained.

The present invention has been made in view of the above circumstances, and an object of the present invention is to make a driver's intention by manual shift operation during coordinated shift control in which a downshift or an upshift is prohibited before a curve. It is an object of the present invention to provide a shift control device for a vehicle that can obtain a reflected shift.

[0005]

SUMMARY OF THE INVENTION In order to achieve the above object, the gist of the present invention is to provide a vehicle for performing cooperative shift control of an automatic transmission based on information related to a situation around a vehicle or ahead of the vehicle. In the automatic transmission for vehicle, that is, the automatic transmission for vehicle that performs the cooperative shift control that reflects information related to the situation around the vehicle or in front of the vehicle in the shift of the automatic transmission, the shift control by the operation of the manual shift operation member is performed by the coordination. The purpose of this is to give priority to shifting control.

[0006]

According to this configuration, during the cooperative shift control, the shift control by the operation of the manual shift operation member is executed prior to the cooperative shift control, and the driver operates the manual shift operation member. A shift reflecting the intention of the driver is obtained.

[0007]

In another preferred embodiment of the present invention, the cooperative shift control is restored a predetermined time after the shift control is performed by operating the manual shift operation member. In this manner, a busy shift in which the shift of the cooperative shift control occurs immediately after the manual shift operation is suitably prevented. Here, the above-mentioned predetermined time is set to a time at which a shift of the cooperative shift control occurs immediately after the manual shift operation and does not give the driver a busy feeling.

Preferably, the downshift by the cooperative shift control after the upshift by the operation of the manual shift operation member is executed on condition that the accelerator pedal is depressed or the brake pedal is operated. You. With this configuration, the driver's uncomfortable feeling of downshifting can be appropriately mitigated.

[0009] Preferably, the control for executing the shift control by the operation of the manual shift operation member prior to the cooperative shift control is performed by shifting to a higher speed gear among the gears of the automatic transmission. This operation is performed when the manual shift operation member is operated to instruct a shift, for example, when the drive range is operated for upshifting to the highest gear. With this configuration, the upshift to the highest speed gear according to the driver's intention is executed prior to the cooperative shift control.

Preferably, the information related to the situation around the vehicle or in front of the vehicle is supplied from a navigation device mounted on the vehicle. In this way, a downshift or an upshift by the cooperative shift control is suitably performed when traveling on a mountain road.

Preferably, the vehicle automatic transmission transmits information related to road conditions around the vehicle and in front of the vehicle and a traveling state of the vehicle in order to travel on a road curve at an appropriate curve approach speed. A recommended gear ratio of the automatic transmission is determined on the basis of the recommended gear ratio and a target gear ratio determined based on the driver's required driving force and the vehicle speed. This is for performing cooperative shift control of the transmission. Preferably, the cooperative control determines a recommended gear ratio of the automatic transmission based on information related to a situation around the vehicle or in front of the vehicle, and performs gear shift control of the automatic transmission according to the recommended gear ratio. Is what you do.

[0012]

Preferred embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

FIG. 1 is a diagram simply illustrating the configuration of a vehicle power transmission device to which the vehicle shift control device of the present invention is applied and the control device thereof. In FIG. 1, the prime mover 10
Is composed of an internal combustion engine, an electric motor, a combination thereof, or the like, but will be described below as an engine. The output of the prime mover 10 is input to an automatic transmission 14 via a torque converter 12 and transmitted to drive wheels via a differential gear unit and an axle (not shown). FIG. 2 is a skeleton diagram showing the configuration of the torque converter 12 and the automatic transmission 14.

In FIG. 2, the torque converter 12
Is a pump wheel 18 connected to the crankshaft 16 of the engine 10, a turbine wheel 22 connected to the input shaft 20 of the automatic transmission 14, and a direct connection between the pump wheel 18 and the turbine wheel 22. A lock-up clutch 24 and a one-way clutch 26 for preventing rotation in one direction.

In FIG. 2, the automatic transmission 14 includes a first transmission 30 that switches between high and low.
And a second gear capable of switching between a reverse gear and four forward gears
A transmission 32 is provided. The first transmission 30 is rotatably supported by the sun gear S0, the ring gear R0, and the carrier K0, and is rotatably supported by the sun gear S0 and the ring gear R0.
HL planetary gear train 34, which comprises a planetary gear P0 meshed with a clutch C0 and a one-way clutch F0 provided between sun gear S0 and carrier K0, and a brake B0 provided between sun gear S0 and housing 41. And

The second transmission 32 is a first planetary gear train 3 comprising a sun gear S1, a ring gear R1, and a planet gear P1 rotatably supported by the carrier K1 and meshed with the sun gear S1 and the ring gear R1.
6, a second planetary gear set 38 comprising a sun gear S2, a ring gear R2, and a planetary gear P2 rotatably supported by the carrier K2 and meshed with the sun gear S2 and the ring gear R2; a sun gear S3, a ring gear R3; And a third planetary gear unit 40 including a planetary gear P3 rotatably supported by the carrier K3 and meshed with the sun gear S3 and the ring gear R3.

The sun gear S1 and the sun gear S2 are integrally connected to each other, the ring gear R1, the carrier K2 and the carrier K3 are integrally connected, and the carrier K3 is connected to the output shaft 42. Further, a ring gear R2 is integrally connected to the sun gear S3. A clutch C1 is provided between the ring gear R2 and the sun gear S3 and the intermediate shaft 44, and the sun gear S1 and the sun gear S3 are provided.
A clutch C2 is provided between the clutch shaft 2 and the intermediate shaft 44. A band-type brake B1 for stopping rotation of the sun gear S1 and the sun gear S2 is provided on the housing 41.
It is provided in. A one-way clutch F1 is provided between the housing 41 and the sun gear S1 and the sun gear S2.
And a brake B2 are provided in series. The one-way clutch F1 is configured to be engaged when the sun gear S1 and the sun gear S2 try to reversely rotate in the direction opposite to the input shaft 20.

A brake B3 is provided between the carrier K1 and the housing 41, and a brake B4 and a one-way clutch F2 are provided between the ring gear R3 and the housing 41 in parallel. This one-way clutch F
2 is configured to be engaged when the ring gear R3 attempts to rotate in the reverse direction.

Such an automatic transmission 14 is, for example, shown in FIG.
Are switched to one of the first reverse gear and the fifth forward gear in which the speed ratio is sequentially different. FIG.
In the figures, a circle indicates an engaged state, a blank indicates a released state, and a black indicates an engaged state when an engine brake is generated. For example, when shift lever 72 (see FIG. 1) is in the “D” range,
When downshifting prior to a road curve while traveling in a high gear, the clutch C0 is engaged and the brake B
When 0 is released, a 5 → 4 downshift is executed, and when the clutch C2 is released, 4 → 3.
A downshift is performed. On the other hand, when performing an upshift from the third gear, a 3 → 4 upshift is performed by engaging the clutch C2, and the clutch C
When 0 is released and the brake B0 is engaged, a 4 → 5 upshift is executed.

FIG. 1 also shows a control device provided in the vehicle.
are doing. The accelerator which is the operation amount of the accelerator pedal 50
Opening θ_A(%) Is detected by the accelerator sensor 51
It has become. The accelerator pedal 50 is a key element for the driver.
It is greatly depressed according to the required output, and acceleration
It corresponds to an operation member. In the intake pipe 52 of the engine 10
Is basically controlled by the throttle actuator 54.
Accelerator opening θ_AOpening angle (opening) θ according to_TH(%)When
A throttle valve 56 is provided. Engine 1
0 rotation speed N_EEngine for detecting (r.p.m)
Rotational speed sensor 58, throttle valve 56 fully closed
And its opening θ_THNot shown for detecting
Sensor with throttle switch, rotation speed of output shaft 42
N_OUT(R.p.m), that is, the vehicle speed for detecting the vehicle speed V
Sensor 66 for detecting operation of brake pedal 68
Operating position of brake switch 70 and shift lever 72
P_SHPosition sensor 74 for detecting the
Rotation speed N_INThat is, the rotational speed NC0 of the clutch C0
(= Input shaft rotation for detecting turbine rotation speed NT)
Is provided with a rotation sensor 73 and the like.
The engine speed N _E, Accelerator opening θ_A, Slot
Torle valve opening θ_TH, Vehicle speed V, brake operation state BK,
Operating position PSH of the shift lever 72, input shaft rotation speed NC0,
The signal indicating the hydraulic oil temperature TOIL is the electronic control unit for the engine.
76 or the electronic control unit 78 for shifting.
Has become. The shift lever 72 is in the P position (parking position).
Range), R position (reverse range), N position (d
Neutral range), D position (drive range), 4th
(4 range), 3 position (3 range), 2 position (2 len)
G), is configured to be operated to the L position (low range)
Have been.

The engine electronic control unit 76 and the shift electronic control unit 78 shown in FIG. 1 are communicably connected to each other, and a signal necessary for one of them is appropriately transmitted from the other. The engine electronic control unit 76 and the shift electronic control unit 78 include a CPU, a RAM, an RO
M, a so-called microcomputer having an input / output interface, wherein the CPU processes input signals according to a program stored in the ROM in advance while using the temporary storage function of the RAM, and executes various controls.

For example, the engine electronic control unit 76
The fuel injection valve 79 is controlled for fuel injection amount control, the igniter 80 is controlled for ignition timing control, and the throttle valve 56 is controlled by the throttle actuator 54 for traction control. Further, the engine electronic control unit 76, the control of the throttle valve 56, and drives the throttle actuator 54 on the basis of the actual accelerator pedal operation amount A _CC from a not-shown relationship, is basically the accelerator pedal operation amount A _CC The throttle valve opening θ _TH is increased with the increase. Further, the engine electronic control unit 76 executes the torque reduction control during shifting, and temporarily reduces the output of the engine 10 during the shifting period of the automatic transmission 14 in order to reduce the shifting shock.

Further, the shift electronic control unit 78, for example, a gear of the automatic transmission 14 based on the accelerator opening theta _A and the vehicle speed V corresponding to the actual engine load from a pre-stored shift diagram shown in FIG. 4 The automatic transmission control for controlling the solenoid valve of the hydraulic control circuit provided in the automatic transmission 14 so as to establish the determined gear stage and establish the determined gear stage is executed. The solid line in FIG. 4 is an upshift line, and the broken line is a downshift line. The shift electronic control unit 78 includes, in addition to the automatic shift control, an antenna 82 for receiving a radio wave from an artificial satellite, a signal from a navigation device 84 provided in the vehicle, and an ABS / VSC electronic control unit. The gear shift for the (navi) coordinated gear shift control is executed based on a turning signal from the motor 86 and the like.

The navigation device 84 has a GPS
Using a (global positioning system), a radio wave (GPS signal) from an artificial satellite is received via the antenna 82 and the current position is sequentially calculated, and at the same time, the current position of the vehicle is sequentially calculated on a road in a map stored in advance. In addition to the display, a curvature radius R and a turning angle θ of a corner of a road around the vehicle, for example, a road in a traveling direction of the vehicle, are determined, and a control signal according to the road shape is output. For example, a road is stored by a plurality of node points, and a curvature radius R of the corner is calculated from a certain node and nodes before and after the node, that is, a total of three nodes. Determine the appropriate vehicle speed at which corners can run stably. Further, the turning angle θ of the node is determined from the tangent of a curve that smoothly connects the nodes, and for example, a gentle corner (20 ° ≦ θ <40 °), a medium corner ( 40 ° ≦ θ <
95 °) and a hairpin corner (95 ° ≦ θ) region, and a region from a position a predetermined distance before the node to the node or a position set based on the node is defined as a corner region. Here, the position in front of the node by a predetermined distance or the position set based on the node may be appropriately changed depending on the type of each corner.

The above-mentioned cooperative shift control is performed, for example, during deceleration running, in order to increase the engine braking force and to drive the vehicle stably on a road curve at an appropriate curve approaching vehicle speed. This is a shift control that is executed contrary to the automatic shift control, that is, prioritized. For example, a radius of curvature R of a curve area located in front of the vehicle is calculated and obtained in advance for safe driving. From the relationship, an appropriate vehicle speed is calculated based on the curvature radius R. This relationship is determined such that the smaller the radius of curvature R, the lower the appropriate vehicle speed. Next, a deceleration curve (region) is determined from the appropriate vehicle speed and the distance to the curve region (specific node point). The deceleration curve represents the vehicle speed at which the vehicle can decelerate at the appropriate vehicle speed without any discomfort at each point before the vehicle travels at a specific node point on the curve at the appropriate vehicle speed. Then, the current vehicle speed is compared with the deceleration curve, and the recommended gear position is determined depending on the position of the current vehicle speed with respect to the deceleration curve. According to the recommended vehicle speed, the current gear position is maintained (upshift inhibition) or downshifted. A shift is determined, and an upshift is prohibited or a downshift is instructed when there is an accelerator depressing operation or a brake operation a predetermined distance before entering the curve area, and the gear position is maintained during traveling in the curve area.

FIG. 5 is a functional block diagram for explaining main control functions of the electronic control unit 78 for shifting. 5, the automatic shift control means 90, for example, from well-known 4 to prestored shift diagram showing, on the basis of the actual accelerator opening degree corresponding to the load of the theta _A and the vehicle speed V of the engine 10 The gear position of the automatic transmission 14 is determined, and a solenoid valve of a hydraulic control circuit (not shown) provided in the automatic transmission 14 is controlled so as to establish the determined gear position. When the shift lever 72 is operated to the D position, all gear positions (first to fifth gear positions) of the automatic transmission 14 are set to the automatic shift range, but are operated to the fourth position. In this case, all the gears (first to fourth gears) except the highest gear are set as the automatic gear shift range, and when operated at three positions, the highest gear and lower gears are operated. All the gears (first gear to third gear) except for the first gear and second gear are set to the automatic gear shift range when the gear is operated at the second position. ,
When operated to the L position, the gear is fixed to the first gear.

The cooperative shift control means 92 is provided with the shift lever 7
In order to stably travel on a road curve at an appropriate curve approach speed with a sufficient engine braking force, not only when the 2 is operated to the D position but also when the 2 is operated to the 3 position, navigation is performed. according to a signal from the device 84, the vehicle when it is determined that a pre-specified distance than the curve area, subject to the operation of the reduction and the brake pedal 68 in the open or the accelerator opening theta _a of the accelerator pedal 50, of FIG. 4 The downshift or the upshift is prohibited against, that is, prior to, the automatic shift control for setting the gear position determined from the shift diagram. Further, when the vehicle travels straight through the exit of the curve area, that is, a specific node point or a position determined based on the specific node point, an upshift is executed, the cooperative shift control is terminated, and the shift diagram of FIG. Return to the normal automatic shift control to be used.

The cooperative shift control means 92 causes the manual shift control by operating the shift lever 72 to be executed prior to the cooperative shift control. For example, when the shift lever 72 is operated from the third position to the D position during the downshift to the fourth gear or lower due to being within the curve area, the upshift operation to the fifth gear is performed. If performed, the upshift is prioritized to achieve the fifth speed.

The cooperative shift control means 92 includes a manual shift operation determining means 94 for determining the type of a manual shift operation by operating the shift lever 72, and the shift lever 72 is moved from the D position by the manual shift operation determining means 94. Being moved to the 3 position, 2 position or L position,
Alternatively, when it is determined that the operation has been performed from the fourth position to the third position, the second position, or the L position, the shift is performed by the navigation coordination control end instruction means 96 for instructing the end of the navigation coordination control, and the manual gear shift operation determination means 94. Gear position maintaining command means 98 for commanding the maintenance (holding) of the gear when it is determined that the lever 72 has been operated from the D position to the 4 position;
Upshift instructing means 100 for instructing an upshift when the manual shift operation determining means 94 determines that the shift lever 72 has been operated from the 4 position to the D position.
Executing the end of the navigation cooperative control due to the manual operation, the gear position maintaining command, and the upshift command, prior to the downshift command due to the curve by the downshift command means 110 described later, that is, the downshift control. Let it.

Further, the cooperative shift control means 92 determines that the vehicle has arrived a predetermined distance before the curve area in order to stably travel the curve of the road at an appropriate curve approach speed in accordance with a signal from the navigation device 84. A downshift condition establishment determining means 102 for determining a downshift of navigation coordination when determined, and a manual shift determination for determining whether an elapsed time after a manual (manual) shift by the shift lever 72 has reached a predetermined value. Elapsed time determination means 104
Accelerator-return-operation determining means 106 for determining a return operation following the depression operation of the accelerator pedal 50; brake-operation determining means 108 for determining whether a brake operation by the brake pedal 68 has been performed; When the determination unit 102 determines that the downshift condition is satisfied, the elapsed time determination unit 104 determines that the elapsed time after the manual shift has reached the predetermined value,
Whether the accelerator return operation is determined by the accelerator return operation determination means 106 or the brake operation determination means 108
And a downshift instructing means 110 for instructing a downshift when it is determined that a brake operation has been performed.

FIG. 6 is a flow chart for explaining a main part of the control operation of the electronic control unit 78 for shifting. In FIG. 6, a step (hereinafter, step is omitted) SB1
It is determined whether the downshift or the upshift is prohibited by the downshift command or the upshift prohibition command caused by the curve by the downshift command means 110, that is, whether the cooperative shift control is being performed. Is determined. If the determination at SB1 is negative, this routine is terminated, but if affirmative, SB2 to SB4 corresponding to the manual operation determination means 94
In, the type of the manual shift operation by the operation of the shift lever 72 is determined. That is, in SB2, it is determined whether the position at the start of the operation of the shift lever 72 is the D position or the 4 position, and when it is determined that the position is the D position, the operation destination of the shift lever 72, that is, after the operation in SB3. It is determined whether the position is the four positions that are the non-engine brake ranges, or the three positions, the two positions, or the L position that is the engine brake range. If it is determined in SB2 that the position is the four position, the operation destination of the shift lever 72, that is, the position after the operation is the position D in which the automatic shift range is the maximum non-engine brake range in SB4, or the engine brake. It is determined whether the position is the 3 position, the 2 position, or the L position which is the range.

If it is determined at SB2 and SB3 that the shift lever 72 has been operated from the D position to the third position, the second position, or the L position, the navigation cooperative shift is performed at SB5 corresponding to the navigation cooperative control end designation means 96. The control is ended, and the engine brake traveling using the third to first gears among the gears of the automatic transmission 14 has priority. In the above SB2 and SB4, the shift lever 72 is moved from the 4 position to the 3 position, the 2 position, or the L position.
When it is determined that the operation has been performed to the position, in SB6 corresponding to the navigation cooperative control end command means 96, the navigation cooperative shift control is ended in the same manner as in SB5, and the engine brake traveling is prioritized.

If it is determined in step SB2 or SB3 that the shift lever 72 has been operated from the D position to the fourth position, the SB corresponding to the gear position maintaining command means 98 is determined.
At 7, the gear of the automatic transmission 14 is maintained. That is, when the shift lever 72 is operated from the D position to the 4 position in a state where the vehicle is traveling with the downshift to the third speed in the corner region, for example, a 3 → 4 upshift is performed in reverse. Since there is a sense of discomfort, the third speed in the downshift state is maintained. Further, the above SB2, S
If it is determined in B4 that the shift lever 72 has been operated from the fourth position to the D position, the control goes to SB8 corresponding to the upshift command means 100 to shift to the fifth gear, which prioritizes the downshift by the navigation cooperative shift control. Is commanded.

Next, at SB9 corresponding to the downshift condition establishment determining means 102, it is determined whether or not a downshift condition, which is a basic requirement such as entering a corner area, has been established. If the determination at SB9 is negative, this routine is terminated. If the determination is affirmative, the manual shift by the 4 → D operation of the shift lever 72 is performed at SB10 corresponding to the elapsed time determination means 104 after the manual shift. It is determined whether or not the elapsed time has reached a predetermined time of about several seconds, for example. If the determination in SB10 is negative, the process is suspended. If the determination is affirmative, in SB11 corresponding to the accelerator depressing operation determining means 106, it is determined whether or not the accelerator pedal 50 has been depressed. If the determination in SB11 is negative, the brake operation determination means 1
In SB12 corresponding to 08, the brake pedal 68
It is determined whether or not a braking operation has been performed.

If the determinations at SB11 and SB12 are both negative, this routine is terminated.
If either determination is affirmative, a downshift is commanded by the navigation cooperative shift control at SB13 corresponding to the downshift command means 110. That is, after the upshift that has priority over the navigation cooperative shift control by the manual operation, the time hysteresis for the predetermined time is interposed, and the accelerator pedal 50 is depressed or the brake pedal 68 is braked. Then, the downshift by the navigation cooperative shift control is executed again.

As described above, according to this embodiment, when the navigation cooperative shift control of the automatic transmission 14 is performed based on the information relating to the situation around the vehicle or in front of the vehicle, the downshift is performed by the navigation cooperative shift control. Since the manual shift control by the operation of the shift lever 72 (manual shift operation member) is executed prior to the shift by the navigation cooperative shift control in the shifted state, the shift in the corner region down-shifted by the navigation cooperative control is performed. During traveling, a shift reflecting the driver's intention is obtained by operating the shift lever 72.

Further, according to the present embodiment, the navigation cooperative shift control is returned after a predetermined time from the execution of the manual shift control by the operation of the shift lever 72. At
A busy shift in which the shift of the navigation cooperative shift control occurs immediately is preferably prevented.

According to the present embodiment, the downshift by the navigation cooperative shift control after the manual upshift by the operation of the shift lever 72 is performed on condition that the accelerator pedal is depressed or the brake pedal is operated. Therefore, the discomfort of the downshift given to the driver can be appropriately mitigated.

Further, according to the present embodiment, the control for executing the manual shift control by operating the shift lever 72 prior to the navigation cooperative shift control is performed in the high-speed side gear of the automatic transmission 14. When the shift lever 72 is operated (4 → D operation) to instruct the shift to the first gear, for example, the shift lever 72 is moved up to the highest gear (the fifth gear). Since the shift is performed when the operation is performed, the upshift to the highest speed gear according to the driver's intention is executed prior to the navigation cooperative shift control.

Further, according to the present embodiment, the information relating to the situation around the vehicle or in front of the vehicle is supplied from the navigation device 84 mounted on the vehicle. Prohibition of downshift or upshift by shift control is suitably performed.

While the embodiment of the present invention has been described with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the vehicle of the above-described embodiment, a corner or the like in front of the vehicle is determined in accordance with a signal from the navigation device 84 provided in the vehicle, but in accordance with a signal from a road information transmitting device provided in the road. A corner in front of the vehicle may be determined.

In the above-described embodiment, the stepped automatic transmission 14 is provided. However, for example, a continuously variable transmission of a type in which a transmission belt is wound around a pair of variable pulleys having a variable effective diameter. The vehicle may be provided with a machine. Even in such a continuously variable transmission, the present invention can be applied to a case where a plurality of preset speed ratios are switched stepwise.

The vehicle of the above-described embodiment has an engine electronic control unit 76 connected to each other through a communication line.
And the electronic control unit 78 for shifting is provided, but the above-described control may be executed by an arithmetic control unit provided in common, or may be executed by an electronic control unit provided in the navigation device 84. .

In the above-described embodiment, the automatic transmission 14
The manual shift based on the operation of the shift lever 72 for selecting the automatic shift range among the gear positions has been described, but the gear shift is performed based on the operation of a shift button or the like activated when the manual shift mode is selected. A manual shift for selecting a gear may be used.

Although the embodiments of the present invention have been described in detail with reference to the drawings, this is merely an embodiment, and
The present invention can be implemented in various modified and improved aspects based on the knowledge of those skilled in the art.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a control device for a vehicle including a shift control device according to an embodiment of the present invention.

FIG. 2 is a skeleton view illustrating a configuration of the automatic transmission of FIG. 1;

FIG. 3 is a table illustrating a relationship between a combination of frictional engagement devices of the automatic transmission of FIG. 1 and a gear obtained by the combination.

FIG. 4 is a diagram showing a shift diagram stored in advance used for automatic shift control in the vehicle of FIG. 1;

FIG. 5 is a functional block diagram illustrating a main part of a navigation cooperative shift control function in the shift electronic control device of FIG. 1;

FIG. 6 is a flowchart illustrating a main part of a navigation cooperative shift control operation in the shift electronic control device of FIG. 3;

[Explanation of symbols]

 10: prime mover (engine) 78: shift electronic control unit (vehicle shift control device)

 ──────────────────────────────────────────────────続 き Continued from the front page (72) Inventor Hideo Tomomatsu 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation (72) Inventor Yoshikazu Tanaka 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation ( 72) Inventor Yoshio Ito 1 Toyota Town, Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Yoji Takanami 1 Toyota Town Toyota City, Aichi Prefecture Toyota Motor Corporation (72) Inventor Kazuyuki Shiiba Aichi Toyota Motor Co., Ltd. 1 Toyota Town, Toyota Prefecture (72) Inventor Teru Konishi 10th Takane, Fujiimachi, Anjo City, Aichi Prefecture F-term in Aisin AW Co., Ltd. 3J552 MA02 MA12 MA19 NA01 NB04 SB02 VA62W VB01Z VD01W VD11W VE03W VE08W

Claims (6)

[Claims] An automatic transmission for a vehicle for performing cooperative shift control for reflecting information related to a situation around a vehicle or in front of a vehicle in a shift of an automatic transmission, wherein the shift control by operating a manual shift operation member is performed by the cooperative shift. A shift control device for a vehicle, which is executed prior to control. 2. The shift control device for a vehicle according to claim 1, wherein the cooperative shift control is returned a predetermined time after a shift control is performed by operating the manual shift operation member. 3. The downshift by the cooperative shift control after the upshift by the operation of the manual shift operation member is performed on condition that an accelerator pedal operation is depressed or a brake pedal operation is performed.
Vehicle speed change control device. 4. The control for executing a shift control by operating the manual shift operation member prior to the cooperative shift control instructs a shift to a higher gear among the gears of the automatic transmission. 2. The shift control device for a vehicle according to claim 1, wherein the shift is performed when the manual shift operation member is operated. 5. The vehicle shift control device according to claim 1, wherein the information relating to the situation around the vehicle or in front of the vehicle is supplied from a navigation device mounted on the vehicle. 6. The cooperative control determines a recommended gear ratio of the automatic transmission based on information related to a situation around the vehicle or in front of the vehicle, and performs gear shift control of the automatic transmission according to the recommended gear ratio. The shift control device for a vehicle according to claim 1, wherein: