JP2010060060A - Controller for automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To avoid an excessive revolution speed of an engine. <P>SOLUTION: When a manual shift mode is selected, an automatic transmission is controlled so as to automatically perform an up shift operation in accordance with an automatic up line in which a vehicle speed and acceleration are defined as parameters. When done so, the larger the variation in acceleration opening degree, the automatic up line is corrected so that a vehicle speed to which an automatic transmission should be shifted up becomes lower. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a control device for an automatic transmission, and more particularly to a technique for correcting a vehicle speed to be upshifted by an automatic transmission according to a change rate of an accelerator opening.

  2. Description of the Related Art Conventionally, an automatic transmission that automatically shifts according to the vehicle speed is known. For example, the automatic transmission is shifted in accordance with an upshift line and a downshift line that are determined using vehicle speed and accelerator opening as parameters.

  However, since an upshift is performed according to the vehicle speed, for example, even when the accelerator opening is suddenly increased to start the vehicle suddenly, if the vehicle speed increases, the upshift is performed against the intention of the driver who requires acceleration. Can be performed. Therefore, a technique for correcting the upshift line according to the change rate of the accelerator opening has been proposed.

  Japanese Patent Laying-Open No. 2002-156036 (Patent Document 1) discloses an automatic transmission connected to an engine via an automatic clutch, an engine actuator for controlling engine output, and a clutch for controlling connection / disconnection of the automatic clutch. It includes an actuator, a shift actuator that controls the shift stage switching of the automatic transmission, and a control unit that controls the operation of each actuator. The operation of each actuator is linked and controlled by the control unit so that the automatic transmission shifts automatically. An automatic transmission for a vehicle is disclosed. In this automatic transmission, when the increase in the accelerator opening is larger than the set amount, the upshift side shift line that defines the automatic upshift timing of the automatic transmission is corrected and set to the high vehicle speed side.

According to the automatic transmission described in this publication, when the increase in the accelerator opening is larger than the set amount, it is difficult to perform automatic upshifting in the automatic transmission. Therefore, the acceleration of the vehicle according to the driver's request is ensured.
JP 2002-156036 A

  However, if the upshift line is corrected so that the vehicle speed at which the automatic transmission should be upshifted is increased, the engine speed tends to increase. Therefore, the engine speed can be excessive.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a control device for an automatic transmission that can prevent the engine speed from becoming excessive.

  According to a first aspect of the present invention, there is provided an automatic transmission control device comprising: a control means for controlling an automatic transmission to shift up at least according to a vehicle speed; Correction means for correcting so that the vehicle speed to be upshifted is lower.

  According to this configuration, the automatic transmission is controlled to upshift according to at least the vehicle speed. The larger the change rate of the accelerator opening, the lower the vehicle speed at which the automatic transmission should be upshifted. As a result, it is possible to facilitate an upshift before the output shaft speed (engine speed) of the engine connected to the automatic transmission becomes excessive. Therefore, the engine speed can be reduced by reducing the gear ratio. As a result, it is possible to provide a control device for an automatic transmission that can prevent the engine speed from becoming excessive.

  In the control apparatus for an automatic transmission according to the second invention, in addition to the configuration of the first invention, the control means has at least when a manual shift mode for executing a shift according to the operation of the driver is selected. Means for controlling the automatic transmission to automatically upshift in response to vehicle speed is included. The correction means includes means for correcting the automatic transmission so that the vehicle speed at which the automatic transmission should be upshifted is lower as the change rate of the accelerator opening is larger when the manual shift mode is selected.

  According to this configuration, the automatic transmission is controlled to upshift according to at least the vehicle speed when the manual shift mode for executing the shift according to the driver's operation is selected. Further, when the manual shift mode is selected, correction is performed so that the vehicle speed at which the automatic transmission should be upshifted becomes lower as the change rate of the accelerator opening is larger. Thereby, for example, even when the driver selects the manual shift mode in order to increase the driving force of the vehicle by downshifting, it is easy to upshift before the engine speed becomes excessive. Can do. Therefore, it is possible to prevent the engine speed from becoming excessive.

  In the automatic transmission control apparatus according to the third invention, in addition to the configuration of the first invention, the control means controls the automatic transmission to upshift in accordance with the acceleration of the vehicle in addition to the vehicle speed. Including means.

  According to this configuration, the automatic transmission is controlled to be upshifted according to the acceleration of the vehicle in addition to the vehicle speed. In this case, the higher the rate of change in the accelerator opening, the more delayed the rise of acceleration. Therefore, even when the engine speed becomes excessive due to an increase in the slip amount of the torque converter, upshifting may not be performed. Therefore, the greater the change rate of the accelerator opening, the lower the vehicle speed at which the automatic transmission should be upshifted. As a result, it is possible to facilitate upshifting before the engine speed becomes excessive. Therefore, it is possible to prevent the engine speed from becoming excessive.

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

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

  The vehicle includes an engine 1000, an automatic transmission 2000, a planetary gear unit 3000 constituting a part of the automatic transmission 2000, a hydraulic circuit 4000 constituting a part of the automatic transmission 2000, a differential gear 5000, a drive shaft 6000, Front wheel 7000 and ECU (Electronic Control Unit) 8000 are included. The control device according to the present embodiment is realized, for example, by executing a program recorded in ROM (Read Only Memory) 8300 of ECU 8000. The program executed by ECU 1000 may be recorded on a recording medium such as a CD (Compact Disc) or a DVD (Digital Versatile Disc) and distributed to the market.

  Engine 1000 is an internal combustion engine that burns a mixture of fuel and air injected from an injector (not shown) in a combustion chamber of a cylinder. The piston in the cylinder is pushed down by the combustion, and the crankshaft is rotated. A motor may be used as a power source in addition to or instead of engine 1000.

  Automatic transmission 2000 is connected to engine 1000 via torque converter 3200. Automatic transmission 2000 changes the rotational speed of the crankshaft to a desired rotational speed by forming a desired gear stage.

  The output gear of automatic transmission 2000 is meshed with differential gear 5000. A drive shaft 6000 is connected to the differential gear 5000 by spline fitting or the like. Power is transmitted to the left and right front wheels 7000 via the drive shaft 6000.

  The ECU 8000 includes an air flow meter 8002, a position switch 8006 of a shift lever 8004, an accelerator opening sensor 8010 of an accelerator pedal 8008, a pedaling force sensor 8014 of a brake pedal 8012, a throttle opening sensor 8018 of an electronic throttle valve 8016, An engine speed sensor 8020, an input shaft speed sensor 8022, an output shaft speed sensor 8024, and an oil temperature sensor 8026 are connected via a harness or the like.

  Air flow meter 8002 detects the amount of air taken into engine 1000 and transmits a signal representing the detection result to ECU 8000. The position (position) of shift lever 8004 is detected by position switch 8006, and a signal representing the detection result is transmitted to ECU 8000. Corresponding to the position of the shift lever 8004, the gear stage of the automatic transmission 2000 is automatically formed.

  As shown in FIG. 2, the shift lever 8004 moves along the shift gate. Depending on position PSH of shift lever 8004, “P (parking)” range, “R (reverse)” range, “N (neutral)” range, “D (drive)” range, “S (sequential shift)” range The shift range is selected from

  Since the shift lever 8004 is in the D position, when the D range is selected as the shift range of the automatic transmission 2000, the automatic transmission is configured such that one of the first to sixth gears is formed. 2000 is controlled. The automatic transmission 2000 can transmit the driving force to the front wheels 7000 by forming any one of the first to sixth gears. In the D range, it may be possible to form a higher gear than the sixth gear, that is, a seventh gear or an eighth gear. The gear stage to be formed is determined based on a shift diagram created in advance by experiments or the like using the vehicle speed and the accelerator opening as parameters.

  FIG. 3 shows a shift diagram. In the shift diagram, an upshift line and a downshift line are set for each type of shift (combination of the gear stage before the shift and the gear stage after the shift).

  Since the shift lever 8004 is in the S position, the gear stage can be changed in the manual shift mode (sequential shift mode) when the S range is selected as the shift range of the automatic transmission 2000.

  In the manual shift mode, the driver can change the gear stage of the automatic transmission 2000 one by one by operating the shift lever 8004 back and forth.

  For example, when the driver operates the shift lever 8004 with the S range selected, the automatic transmission 2000 is upshifted.

  When the driver operates the shift lever 8004 toward the rear of the vehicle while the vehicle is decelerating with the S range selected, the automatic transmission 2000 is downshifted. Note that the operation direction of the shift lever 8004 and the type of shift may be reversed.

  Returning to FIG. 1, accelerator opening sensor 8010 detects the opening of accelerator pedal 8008 and transmits a signal representing the detection result to ECU 8000. The pedaling force sensor 8014 detects the pedaling force of the brake pedal 8012 (the force with which the driver steps on the brake pedal 8012), and transmits a signal representing the detection result to the ECU 8000.

  The throttle opening sensor 8018 detects the opening of the electronic throttle valve 8016 whose opening is adjusted by the actuator, and transmits a signal representing the detection result to the ECU 8000. Electronic throttle valve 8016 adjusts the amount of air taken into engine 1000 (output of engine 1000). The throttle opening is changed according to the accelerator opening.

  Instead of or in addition to the electronic throttle valve 8016, the amount of air drawn into the engine 1000 can be reduced by changing the lift amount of the intake valve (not shown) or the exhaust valve (not shown) and the opening / closing phase. You may make it adjust.

  Engine speed sensor 8020 detects engine speed NE and transmits a signal representing the detection result to ECU 8000. Input shaft rotational speed sensor 8022 detects input shaft rotational speed NI of automatic transmission 2000 (turbine rotational speed NT of torque converter 3200), and transmits a signal representing the detection result to ECU 8000. Output shaft rotational speed sensor 8024 detects output shaft rotational speed NO of automatic transmission 2000 and transmits a signal representing the detection result to ECU 8000. The vehicle speed is calculated (detected) from the output shaft rotational speed NO.

  Oil temperature sensor 8026 detects the temperature (oil temperature) of oil (ATF: Automatic Transmission Fluid) used for the operation and lubrication of automatic transmission 2000, and transmits a signal indicating the detection result to ECU 8000.

  The ECU 8000 includes an air flow meter 8002, a position switch 8006, an accelerator opening sensor 8010, a pedaling force sensor 8014, a throttle opening sensor 8018, an engine speed sensor 8020, an input shaft speed sensor 8022, an output shaft speed sensor 8024, and an oil temperature sensor. On the basis of a signal sent from 8026 and the like, a map and a program stored in the ROM 8300, the devices are controlled so that the vehicle is in a desired traveling state.

  As shown in FIG. 1, ECU 8000 includes an engine ECU 8100 that controls engine 1000 and an ECT (Electronic Controlled Transmission) _ECU 8200 that controls automatic transmission 2000.

  Engine ECU 8100 and ECT-ECU 8200 are configured to be able to transmit and receive signals to and from each other. In the present embodiment, a signal representing the accelerator opening is transmitted from engine ECU 8100 to ECT-ECU 8200. From ECT-ECU 8200, engine ECU 8100 transmits a signal representing a required torque amount determined as torque to be output from engine 1000.

  The planetary gear unit 3000 will be described with reference to FIG. Planetary gear unit 3000 is connected to a torque converter 3200 having an input shaft 3100 coupled to a crankshaft. Planetary gear unit 3000 includes a first set 3300 of planetary gear mechanisms, a second set 3400 of planetary gear mechanisms, an output gear 3500, a B1 brake 3610, a B2 brake 3620 and a B3 brake 3630 fixed to gear case 3600, and C1. Clutch 3640 and C2 clutch 3650, and one-way clutch F3660 are included.

  The first set 3300 is a single pinion type planetary gear mechanism. First set 3300 includes sun gear S (UD) 3310, pinion gear 3320, ring gear R (UD) 3330, and carrier C (UD) 3340.

  Sun gear S (UD) 3310 is coupled to output shaft 3210 of torque converter 3200. Pinion gear 3320 is rotatably supported by carrier C (UD) 3340. Pinion gear 3320 is in mesh with sun gear S (UD) 3310 and ring gear R (UD) 3330.

  Ring gear R (UD) 3330 is fixed to gear case 3600 by B3 brake 3630. Carrier C (UD) 3340 is fixed to gear case 3600 by B1 brake 3610.

  The second set 3400 is a Ravigneaux type planetary gear mechanism. The second set 3400 includes a sun gear S (D) 3410, a short pinion gear 3420, a carrier C (1) 3422, a long pinion gear 3430, a carrier C (2) 3432, a sun gear S (S) 3440, and a ring gear R. (1) (R (2)) 3450.

  Sun gear S (D) 3410 is coupled to carrier C (UD) 3340. Short pinion gear 3420 is rotatably supported by carrier C (1) 3422. Short pinion gear 3420 is in mesh with sun gear S (D) 3410 and long pinion gear 3430. Carrier C (1) 3422 is coupled to output gear 3500.

  Long pinion gear 3430 is rotatably supported by carrier C (2) 3432. Long pinion gear 3430 is in mesh with short pinion gear 3420, sun gear S (S) 3440, and ring gear R (1) (R (2)) 3450. Carrier C (2) 3432 is coupled to output gear 3500.

  Sun gear S (S) 3440 is coupled to output shaft 3210 of torque converter 3200 by C1 clutch 3640. Ring gear R (1) (R (2)) 3450 is fixed to gear case 3600 by B2 brake 3620 and connected to output shaft 3210 of torque converter 3200 by C2 clutch 3650. The ring gear R (1) (R (2)) 3450 is connected to the one-way clutch F3660, and cannot rotate when the first gear is driven.

  The one-way clutch F3660 is provided in parallel with the B2 brake 3620. That is, the outer race of the one-way clutch F3660 is fixed to the gear case 3600, and the inner race is connected to the ring gear R (1) (R (2)) 3450 via the rotation shaft.

  FIG. 5 shows an operation table showing the relationship between each gear position and the operating state of each clutch and each brake. By operating each brake and each clutch with the combinations shown in this operation table, a forward gear stage of 1st to 6th speed and a reverse gear stage are formed.

  The main part of the hydraulic circuit 4000 will be described with reference to FIG. The hydraulic circuit 4000 is not limited to the one described below.

  The hydraulic circuit 4000 includes an oil pump 4004, a primary regulator valve 4006, a manual valve 4100, a solenoid modulator valve 4200, an SL1 linear solenoid (hereinafter referred to as SL (1)) 4210, and an SL2 linear solenoid (hereinafter referred to as “the solenoid valve”). 4220, SL3 linear solenoid (hereinafter referred to as SL (3)) 4230, SL4 linear solenoid (hereinafter referred to as SL (4)) 4240, and SLT linear solenoid (hereinafter referred to as SL (2)). , SLT) 4300 and a B2 control valve 4500.

  Oil pump 4004 is connected to the crankshaft of engine 1000. As the crankshaft rotates, the oil pump 4004 is driven to generate hydraulic pressure. The hydraulic pressure generated by the oil pump 4004 is regulated by the primary regulator valve 4006 to generate a line pressure.

  Primary regulator valve 4006 operates using the throttle pressure regulated by SLT 4300 as a pilot pressure. The line pressure is supplied to the manual valve 4100 via the line pressure oil passage 4010.

  Manual valve 4100 includes a drain port 4105. From the drain port 4105, the oil pressure in the D range pressure oil passage 4102 and the R range pressure oil passage 4104 is discharged. When the spool of the manual valve 4100 is in the D position, the line pressure oil passage 4010 and the D range pressure oil passage 4102 are communicated, and hydraulic pressure is supplied to the D range pressure oil passage 4102. At this time, the R range pressure oil passage 4104 and the drain port 4105 are communicated, and the R range pressure of the R range pressure oil passage 4104 is discharged from the drain port 4105.

When the spool of the manual valve 4100 is in the R position, the line pressure oil passage 4010 and the R range pressure oil passage 4104 are communicated, and the oil pressure is supplied to the R range pressure oil passage 4104. At this time, the D range pressure oil passage 4102 and the drain port 4105 are communicated, and the D range pressure in the D range pressure oil passage 4102 is discharged from the drain port 4105.

  When the spool of the manual valve 4100 is in the N position, both the D range pressure oil passage 4102 and the R range pressure oil passage 4104 are connected to the drain port 4105, and the D range pressure and R of the D range pressure oil passage 4102 are communicated. The R range pressure of the range pressure oil passage 4104 is discharged from the drain port 4105.

  The hydraulic pressure supplied to the D range pressure oil passage 4102 is finally supplied to the B1 brake 3610, the B2 brake 3620, the C1 clutch 3640, and the C2 clutch 3650. The hydraulic pressure supplied to the R range pressure oil passage 4104 is finally supplied to the B2 brake 3620.

  The solenoid modulator valve 4200 adjusts the hydraulic pressure (solenoid modulator pressure) supplied to the SLT 4300 to a constant pressure using the line pressure as the original pressure.

  SL (1) 4210 regulates the hydraulic pressure supplied to the C1 clutch 3640. SL (2) 4220 regulates the hydraulic pressure supplied to C2 clutch 3650. SL (3) 4230 regulates the hydraulic pressure supplied to the B1 brake 3610. SL (4) 4240 regulates the hydraulic pressure supplied to the B3 brake 3630.

  The SLT 4300 adjusts the solenoid modulator pressure in accordance with a control signal from the ECU 8000 based on the accelerator opening detected by the accelerator opening sensor 8010, and generates a throttle pressure. The throttle pressure is supplied to the primary regulator valve 4006 via the SLT oil passage 4302. The throttle pressure is used as a pilot pressure for the primary regulator valve 4006.

  SL (1) 4210, SL (2) 4220, SL (3) 4230, SL (4) 4240, and SLT 4300 are controlled by a control signal transmitted from ECU 8000.

  The B2 control valve 4500 selectively supplies the hydraulic pressure from one of the D range pressure oil passage 4102 and the R range pressure oil passage 4104 to the B2 brake 3620. A D range pressure oil passage 4102 and an R range pressure oil passage 4104 are connected to the B2 control valve 4500. The B2 control valve 4500 is controlled by the hydraulic pressure supplied from the SL solenoid valve (not shown) and the SLU solenoid valve (not shown) and the biasing force of the spring.

  When the SL solenoid valve is off and the SLU solenoid valve is on, the B2 control valve 4500 is in the state on the left side in FIG. In this case, the B2 brake 3620 is supplied with the hydraulic pressure adjusted from the D range pressure using the hydraulic pressure supplied from the SLU solenoid valve as a pilot pressure.

  When the SL solenoid valve is on and the SLU solenoid valve is off, the B2 control valve 4500 is in the state on the right side in FIG. In this case, the R range pressure is supplied to the B2 brake 3620.

  The function of the ECT-ECU 8200 will be described with reference to FIG. Note that the function of the ECT-ECU 8200 described below may be realized by hardware or may be realized by software.

  The ECT-ECU 8200 includes an upshift unit 8202 and a correction unit 8204. Upshift section 8202 controls automatic transmission 2000 to upshift according to at least the vehicle speed.

  More specifically, the upshift unit 8202 controls the automatic transmission 2000 to automatically upshift according to the vehicle speed and the acceleration of the vehicle when the manual shift mode is selected.

  As shown in FIG. 8, the upshift unit 8202 controls the automatic transmission 2000 to automatically upshift in accordance with an automatic upline defined with vehicle speed and acceleration as parameters. The automatic up line is determined for each gear stage.

  When the vehicle speed and acceleration shift from the region indicated by “A” to the region indicated by “B” in FIG. 8, an upshift is performed. That is, when the vehicle speed exceeds the vehicle speed determined by the automatic up line, or when the acceleration exceeds the acceleration determined by the automatic up line, the upshift is performed. In other words, when the actual vehicle speed becomes higher than the vehicle speed determined according to the acceleration of the vehicle, an upshift is performed.

  The vehicle speed is proportional to the output shaft rotational speed NO of automatic transmission 2000. Therefore, in the present embodiment, output shaft rotational speed NO of automatic transmission 2000 is used instead of the vehicle speed.

  The acceleration of the vehicle is proportional to the acceleration of the output shaft rotational speed NO of automatic transmission 2000. Therefore, in the present embodiment, instead of vehicle acceleration, acceleration of output shaft rotational speed NO of automatic transmission 2000 is used.

  The correction unit 8204 corrects the automatic up line so that the greater the change rate of the accelerator opening, the lower the vehicle speed at which the automatic transmission 2000 should be upshifted.

  More specifically, when the manual shift mode is selected, the correcting unit 8204 sets the automatic up line so that the vehicle speed at which the automatic transmission 2000 should be upshifted becomes lower as the change rate of the accelerator opening degree increases. to correct.

  As shown in FIG. 9, when the change rate of the accelerator opening is large, the automatic up line is corrected so that the difference from the standard automatic up line becomes larger with respect to the vehicle speed than when the change rate is small.

  With reference to FIG. 10, the control structure of the program executed by ECT-ECU 8200 will be described.

  In step (hereinafter step is abbreviated as S) 100, ECT-ECU 8200 determines whether or not the manual shift mode is selected. If manual shift mode is selected (YES in S100), the process proceeds to S102. If not (NO in S100), the process returns to S100.

  In S102, ECT-ECU 8200 corrects the automatic up line so that the greater the rate of change in accelerator opening, the lower the vehicle speed (output shaft speed NO) at which automatic transmission 2000 should be upshifted.

  In S104, ECT-ECU 8200 determines whether or not the actual vehicle speed is higher than the vehicle speed defined by the automatic upshift line (the vehicle speed determined according to the acceleration of the vehicle). If the actual vehicle speed is greater than the vehicle speed defined by the automatic upshift line (YES in S104), the process proceeds to S106. If not (NO in S104), the process returns to S100.

  At S106, ECT-ECU 8200 controls the automatic transmission to upshift.

  An operation of the control device in the present embodiment based on the above-described structure and flowchart will be described.

  When the manual shift mode is selected (YES in S100), it is defined by the automatic upshift line even if the driver does not perform a shift operation in order to prevent the engine speed NE from becoming excessive. If the actual vehicle speed is higher than the vehicle speed (YES in S104), the automatic transmission is controlled to upshift (S106).

  However, as indicated by a solid line in FIG. 11, the acceleration of the vehicle changes after a change in the accelerator opening. Therefore, the transient acceleration can be lower than the acceleration obtained corresponding to the accelerator opening. The acceleration delay can be larger as the change rate of the accelerator opening is larger.

  In FIG. 11, the accelerator opening, the engine speed NE, the acceleration, and the output shaft speed NO when the accelerator opening is constant are indicated by a one-dot chain line. A solid line indicates the accelerator opening, the engine speed NE, the acceleration, and the output shaft speed NO when the accelerator opening is changed.

  In a state where the transient acceleration is lower than the acceleration obtained corresponding to the accelerator opening, the upshift is not performed at the vehicle speed defined by the standard automatic up line. On the other hand, the acceleration continues to change. Therefore, before the upshift is performed, as indicated by a solid line in FIG. 11, the engine rotation speed NE can exceed the allowable rotation speed by increasing the slip amount of the torque converter 3200.

  Therefore, in order to prevent the engine speed NE from becoming excessive, the automatic up line is corrected so that the greater the change rate of the accelerator opening, the lower the vehicle speed at which the automatic transmission 2000 should be upshifted (S102). ).

  Thereby, for example, even when the driver selects the manual shift mode to increase the driving force of the vehicle by downshifting, it is easy to perform an upshift before the engine speed NE becomes excessive. can do. Therefore, the engine speed NE can be reduced by reducing the gear ratio. As a result, the engine speed can be prevented from becoming excessive.

<Reference example>
As shown in FIG. 12, when the automatic up line is defined using the accelerator opening and the vehicle speed (output shaft speed NO) as parameters, the engine rotation immediately after the accelerator opening increases rapidly as shown in FIG. Even if the number NE is low, an upshift can be performed.

  Therefore, in this case, the automatic up line is corrected such that the higher the change rate of the accelerator opening, the higher the vehicle speed at which the automatic transmission 2000 should be upshifted.

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

It is a schematic block diagram which shows a vehicle. It is a figure which shows a shift gate. It is a figure which shows a shift map. It is a figure which shows a planetary gear unit. It is a figure which shows an operation | movement table. It is a figure which shows a hydraulic circuit. It is a functional block diagram of ECT-ECU. It is a figure which shows the automatic up line prescribed | regulated by making vehicle speed (output shaft rotation speed NO) and acceleration into parameters. It is a figure which shows the corrected automatic up line. It is a flowchart which shows the control structure of the program which ECT-ECU performs. It is a figure which shows the accelerator opening degree, the engine speed NE, the acceleration of the vehicle, and the output shaft speed NO of the automatic transmission. It is a figure which shows the automatic up line prescribed | regulated by using vehicle speed (output-shaft rotation speed NO) and accelerator opening as a parameter. It is a figure which shows the accelerator opening degree, the engine speed NE, and the output shaft speed NO of the automatic transmission.

Explanation of symbols

  1000 engine, 2000 automatic transmission, 3000 planetary gear unit, 3200 torque converter, 3610 B1 brake, 3620 B2 brake, 3630 C3 brake, 3640 C1 clutch, 3650 C2 clutch, 4000 hydraulic circuit, 8002 air flow meter, 8004 shift lever, 8006 position switch , 8008 Accelerator pedal, 8010 Accelerator opening sensor, 8012 Brake pedal, 8014 Treading force sensor, 8016 Electronic throttle valve, 8018 Throttle opening sensor, 8020 Engine speed sensor, 8022 Input shaft speed sensor, 8024 Output shaft speed sensor, 8026 Oil temperature sensor, 8000 ECU, 8100 Engine ECU, 8200 ECT-ECU, 8202 upshift unit, 8204 correction unit, 8300 ROM.

Claims (3)

A control device for an automatic transmission,
Control means for controlling the automatic transmission to upshift according to at least the vehicle speed;
A control device for an automatic transmission, comprising: correction means for correcting the automatic transmission so that the vehicle speed at which the automatic transmission should be upshifted becomes lower as the change rate of the accelerator opening is larger. The control means is a means for controlling the automatic transmission to automatically upshift according to at least the vehicle speed when a manual shift mode for executing a shift according to a driver's operation is selected. Including
The correction means includes means for correcting the automatic transmission so that the vehicle speed to be upshifted is lower as the change rate of the accelerator opening is larger when the manual shift mode is selected. The control device for an automatic transmission according to claim 1.   The control device for an automatic transmission according to claim 1 or 2, wherein the control means includes means for controlling the automatic transmission to upshift in accordance with vehicle acceleration in addition to vehicle speed.

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