JP2010236631A - Control device of automatic transmission - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device of an automatic transmission which can executes appropriate pre-shift control even if a vehicle travels along a congested road. <P>SOLUTION: An ECU determines whether or not a vehicle travels along a congested road (Step S12) and whether or not a current shift stage in an automatic transmission is an upper limit shift stage or a shift stage at a higher speed side than the upper limit shift stage when a determination result is affirmative (Step S14), and executes pre-shift control to a downshift side when the determination result is affirmative (Steps S16, S17). <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a control device for an automatic transmission provided with a plurality of power transmission systems having a clutch for controlling disconnection / connection of power from a drive source and a transmission mechanism coupled to the clutch in a state where power can be transmitted.

  Conventionally, as an automatic transmission mounted on a vehicle, for example, an automatic transmission described in Patent Document 1 has been proposed. This automatic transmission is a so-called dual clutch type automatic transmission and includes two power transmission systems. The first power transmission system includes a first clutch and a gear train that is connected in a state capable of transmitting power to the first clutch and that has an odd number of gears (first gear, third gear, and fifth gear). And a first speed change mechanism. The second power transmission system is coupled to the second clutch and the second clutch in a state where power can be transmitted to the second clutch, and gears of even-numbered gear stages (second speed stage, fourth speed stage and sixth speed stage). And a second speed change mechanism having a row. For example, when the vehicle is driven with the first gear set, the first transmission mechanism is set to the first gear and the first clutch is engaged so that the power from the engine serving as the drive source is set. Is transmitted to the drive wheels via the first power transmission system, and the vehicle travels. When the gear stage is the first speed stage, the second clutch of the second power transmission system is in a released state, and power from the engine is not transmitted to the second power transmission system.

  By the way, in the control apparatus for an automatic transmission described in Patent Document 1, preshift control is executed in accordance with the traveling state of the vehicle. For example, when the vehicle is accelerating, there is a high possibility that the shift stage of the automatic transmission is upshifted. Therefore, the control device for the automatic transmission specifies the current gear position (for example, the third gear) of the automatic transmission, and determines the first gear position in the second power transmission system to which power is not transmitted at the first time. Pre-shift control is executed so as to prepare at a gear position (in this case, the fourth speed) higher than the gear position (for example, the third speed) set in the power transmission system. That is, during the acceleration of the vehicle, the preshift control is executed on the upshift side. Therefore, when actually shifting up the shift stage of the automatic transmission, the power from the engine is transmitted to the second power transmission only by disengaging the first clutch and engaging the second clutch. It is transmitted to the drive wheel through the system. Therefore, it is possible to provide a quick upshift as compared with the case where the preshift control is not executed or the case where the preshift control is executed on the downshift side.

Japanese Patent Laid-Open No. 2007-232047

  However, when the driver operates the accelerator pedal, the shift stage of the automatic transmission is not necessarily upshifted. For example, when the vehicle travels on a traffic jam road (also referred to as a “traffic jam road”), starting and stopping are repeated, so that the gear stages used in the automatic transmission are limited. That is, when the current gear position of the automatic transmission is the third gear, the possibility of being downshifted to the second gear is higher than the possibility of being upshifted to the fourth gear. Therefore, when traveling on a congested road, pre-shift control according to the traveling state of the vehicle is not always executed.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a control device for an automatic transmission that can execute appropriate preshift control even when a vehicle travels on a congested road. It is in.

  In order to achieve the above object, the invention according to claim 1 relating to a control device for an automatic transmission is provided with a clutch for controlling the connection / disconnection of power from a driving source and a state in which power can be transmitted to the clutch. The power transmission system includes two power transmission systems each having a transmission mechanism that is configured to transmit power from the drive source to any one of the power transmission systems when the vehicle travels. A control device for an automatic transmission that executes control for bringing one clutch included in the second clutch into an engaged state and releasing the other clutch included in the second power transmission system, wherein the vehicle is traveling on a congested road A congested road judging means for judging whether or not the vehicle is traveling on the congested road by the congested road judging means; Higher than A shift speed determining means for determining whether or not the shift speed is a shift speed on the side, and a shift speed of the automatic transmission that is higher than the upper speed shift speed or the upper speed shift speed by the shift speed determination means. Is determined from the shift stage selected by the one power transmission system to which power is transmitted from the drive source. And a pre-shift control means for executing pre-shift control to be prepared at a low speed side gear.

  In general, when a vehicle travels on a congested road, the speed stage to be used is limited. Therefore, in the present invention, when the shift stage of the automatic transmission currently selected is the upper limit shift stage or a shift stage on the higher speed side than the upper limit shift stage, the downshift is executed rather than the upshift. There is a high possibility of being. Therefore, the speed stage of the other power transmission system to which power from the drive source is not transmitted is changed to the speed stage of one power transmission system to which power is transmitted (that is, the speed stage currently selected as an automatic transmission). Pre-shift control is performed to prepare at a lower gear position. As a result, it can contribute to a prompt downshift. Therefore, appropriate preshift control can be executed even when the vehicle travels on a congested road.

  According to a second aspect of the present invention, in the control device for an automatic transmission according to the first aspect, the preshift control means is configured such that the shift speed of the automatic transmission is lower than the upper limit shift speed by the shift speed determination means. Preshift control is performed to prepare the gear position of the other power transmission system at a gear speed side higher than the gear speed selected by the one power transmission system when it is determined that the gear position is the gear position on the side. The gist is to do.

  According to the above configuration, when the shift stage of the automatic transmission that is currently selected is a lower shift stage than the upper limit shift stage, there is a higher possibility that an upshift is executed than a downshift. . Therefore, the speed stage of the other power transmission system to which power from the drive source is not transmitted is changed to the speed stage of one power transmission system to which power is transmitted (that is, the speed stage currently selected as an automatic transmission). Pre-shift control is performed to prepare at a higher gear position. Therefore, it can contribute to a quick upshift.

  According to a third aspect of the present invention, in the automatic transmission control device according to any one of the first or second aspects, the vehicle is determined to be traveling on a congested road by the congested road determination means. In this case, the vehicle further includes an upper limit setting unit that sets the upper limit shift stage according to a traffic jam condition on a traffic jam road, and the gear stage judgment unit is configured such that the vehicle is traveling on the traffic jam road by the traffic jam judgment unit. Is determined, it is determined whether or not the shift stage of the automatic transmission is an upper limit shift stage set by the upper limit setting means or a shift stage on a higher speed side than the upper limit shift stage. Is the gist.

  According to the above configuration, the upper limit gear position is set to a gear position according to the traffic condition on the traffic jam road. Therefore, even when the vehicle travels on a congested road, it is possible to execute the preshift control according to the traveling state of the vehicle.

The block diagram of the vehicle carrying the automatic transmission in this embodiment. The skeleton figure which shows the automatic transmission of this embodiment. The flowchart explaining a preshift determination processing routine. 7 is a flowchart for explaining a traffic jam determination processing routine.

An embodiment in which the present invention is embodied in a control device for an automatic transmission mounted on a vehicle will be described with reference to FIGS.
As shown in FIG. 1, the vehicle of this embodiment has a plurality of (four in this embodiment) wheels (right front wheel FR, left front wheel FL, right rear wheel RR, and left rear wheel RL) that are in contact with the road surface during traveling. Of these, the front wheels FR and FL function as drive wheels, and the rear wheels RR and RL function as driven wheels. Such a vehicle is provided with an engine 12 as a drive source that generates power (torque) according to the amount of depression of the accelerator pedal 11 by the driver. The power generated by the engine 12 is supplied to the automatic transmission 13 or the like. To the front wheels FR and FL. The vehicle of the present embodiment is provided with an electronic control unit (hereinafter referred to as “engine ECU”) 14 that controls the driving mode of the engine 12 in accordance with the operating mode of the accelerator pedal 11 by the driver, and the engine ECU 14. , An accelerator sensor SE1 for detecting the opening of the accelerator pedal 11 (also referred to as “accelerator opening”) is electrically connected. Then, the engine ECU 14 calculates the accelerator opening based on the detection signal from the accelerator sensor SE1, and transmits information related to the calculation result to the ECU 40 for the automatic transmission 13 described later.

Next, the automatic transmission 13 will be described with reference to FIG.
As shown in FIG. 2, the automatic transmission 13 according to the present embodiment is a so-called dual clutch type transmission having seven forward speeds and one reverse speed. Such an automatic transmission 13 includes a plurality (two in this embodiment) of clutches C1 and C2, a first input shaft 15 coupled to the first clutch C1, and a second clutch coupled to the second clutch C2. An input shaft 16, a first gear transmission mechanism 17 for odd-numbered stages (first speed, third speed, fifth speed and seventh speed), an even speed (second speed, fourth speed, sixth speed) and A second gear transmission mechanism 18 for the reverse gear and an output shaft 19 that can rotate coaxially with the input shafts 15 and 16 are provided. Power is transmitted from the output shaft 19 to the front wheels FR and FL via a differential (not shown).

  The first input shaft 15 is a rod-shaped member extending from the first clutch C1 in a predetermined direction (left-right direction in FIG. 2), and the first clutch C1 is engaged by driving the clutch actuator 20. When it becomes, it rotates centering on the rotating shaft line (not shown) extended along a predetermined direction. The second input shaft 16 is a cylindrical member extending along a predetermined direction from the second clutch C2, and the first input shaft 15 has a first clutch C1 in the second input shaft 16. The side part is accommodated. The second input shaft 16 rotates coaxially with the first input shaft 15 when the second clutch C <b> 2 is engaged by driving the clutch actuator 20. The engagement of the clutches C1 and C2 refers to the engagement between the input side and the output side of the clutches C1 and C2. The release of the clutches C1 and C2 refers to the input side and the output side of the clutches C1 and C2. Means that power transmission becomes impossible due to separation.

  The first gear transmission mechanism 17 is held in a state of being relatively rotatable with respect to the first input shaft 15, and is arranged in order along a predetermined direction, and a first gear transmission gear 211, a seventh gear transmission gear 217, 3 A speed change gear 213 and a fifth speed change gear 215 held in an integrally rotatable state with the output shaft 19 are provided. Further, the first gear transmission mechanism 17 is fixed to a counter shaft 22 arranged in parallel to the input shafts 15 and 16 and the output shaft 19 so as to be integrally rotatable, and each of the transmission gears 211, odd-numbered gears 211, A plurality of (four in this embodiment) counter gears 231, 233, 235, and 237 that individually mesh with 213, 215, and 217 are provided.

  The first gear transmission mechanism 17 includes a first gear selection mechanism 25 that selects the first-speed gear 211 or the seventh-speed gear 217, and the third-speed gear 213 or the fifth gear. A second gear selection mechanism 26 that selects the transmission gear 215 is provided. Each of the gear selection mechanisms 25 and 26 is provided with a cylindrical sleeve 24 that can rotate integrally with the first input shaft 15 on the outer peripheral side of the first input shaft 15. These sleeves 24 are arranged between a transmission gear (for example, a first-speed transmission gear 211) positioned on one side in a predetermined direction and a transmission gear (for example, a seventh-speed transmission gear 217) positioned on the other side in a predetermined direction. Each can be moved.

  Each of the gear selection mechanisms 25 and 26 is provided with a drive unit 27 for moving the sleeve 24 along a predetermined direction. The drive unit 27 is driven by the selection actuators 28A and 28B. Each is given power. Then, by driving the drive unit 27, the sleeve 24 is engaged with a transmission gear located on one side (left side in FIG. 2) in a predetermined direction or on the other side (right side in FIG. 2) in the predetermined direction. When arranged at the second engagement position where the transmission gear is positioned, the transmission gear engaged with the sleeve 24 can rotate integrally with the first input shaft 15. For example, when the sleeve 24 of the second gear selection mechanism 26 is disposed at the second engagement position, the power from the first input shaft 15 is transmitted to the fifth speed gear 215 via the sleeve 24. The On the other hand, when the sleeve 24 is disposed at a neutral position between the two transmission gears located on both sides in the predetermined direction, power is transmitted to the transmission gears 211, 213, 215, and 217 via the first input shaft 15. Not.

  The second gear transmission mechanism 18 is held in a state of being relatively rotatable with respect to the second input shaft 16, and each of the even-numbered transmission gears (second-speed transmission gear 212, fourth-speed transmission gear) arranged in order along a predetermined direction. A step-change gear 214, a sixth-speed gear 216), and a reverse gear 21R. The second gear transmission mechanism 18 is fixed to the counter shaft 22 so as to be integrally rotatable, and a plurality of (four in this embodiment) counters individually corresponding to the transmission gears 212, 214, 216, and 21R. Gears 232, 234, 236 and 23R are provided. The counter gears 232, 234, and 236 for the even-numbered forward gears mesh with the corresponding transmission gears 212, 214, and 216, respectively. Further, an idler gear 29 that meshes with the reverse gear 21R and the counter gear 23R is provided between the reverse gear 21R and the counter gear 23R. The idler gear 29 is connected to the reverse gear 21R from the reverse gear 21R. Power can be transmitted to the counter gear 23R.

  Further, the second gear transmission mechanism 18 includes a third gear selection mechanism 31 that selects the second gear transmission gear 212 or the fourth gear transmission gear 214, a sixth gear transmission gear 216, or the reverse gear transmission. A fourth shift speed selection mechanism 32 for selecting the gear 21R is provided. Each of these gear selection mechanisms 31 and 32 is similar to the first and second gear selection mechanisms 25 and 26 described above, and includes a sleeve 24 disposed on the outer peripheral side of the second input shaft 16 and selection actuators 28C and 28D. And a drive unit 27 to which the drive force is applied. That is, in the third and fourth shift speed selection mechanisms 31 and 32, the sleeves 24 are respectively disposed at any one of the first engagement position, the second engagement position, and the neutral position by the drive of the drive unit 27. The The transmission gear (for example, the second speed transmission gear 212) engaged with the sleeve 24 can rotate integrally with the second input shaft 16.

  In such an automatic transmission 13, when the vehicle is driven with the gear set to the first gear, the sleeve 24 of the first gear select mechanism 25 is moved to the first engagement position by driving the actuators 28A and 28B for selection. And the sleeve 24 of the second gear selection mechanism 26 is disposed at the neutral position. Subsequently, by driving the clutch actuator 20, the first clutch (one clutch) C1 is brought into an engaged state and the second clutch (the other clutch) C2 is brought into a released state. Then, the power from the engine 12 is transmitted from the first clutch C1, the first input shaft 15, the first speed transmission gear 211, the counter gear 231, the counter shaft 22, the counter gear 235, the fifth speed transmission gear 215, and the output. The vehicle travels to the front wheels FR and FL via the shaft 19 and the like. Therefore, in this embodiment, the first clutch C1, the first input shaft 15 and the first gear transmission mechanism 17 constitute a first power transmission system.

  Further, when the vehicle is driven with the gear position of the automatic transmission 13 set to the second gear, the sleeve 24 of the third gear selection mechanism 31 is engaged with the first engagement by driving the selection actuators 28C and 28D. The sleeve 24 of the fourth gear selection mechanism 32 is disposed at the neutral position while being disposed at the position and engaged with the transmission gear 212 for the second gear. Subsequently, by driving the clutch actuator 20, the second clutch (one clutch) C2 is brought into an engaged state, and the first clutch (the other clutch) C1 is brought into a released state. Then, the power from the engine 12 is transmitted from the second clutch C2, the second input shaft 16, the second speed transmission gear 212, the counter gear 232, the counter shaft 22, the counter gear 235, the fifth speed transmission gear 215, and the output. The vehicle travels to the front wheels FR and FL via the shaft 19 and the like. Therefore, in the present embodiment, the second clutch C2, the second input shaft 16, and the second gear transmission mechanism 18 constitute a second power transmission system provided in parallel with the first power transmission system.

Next, an electronic control unit (hereinafter referred to as “ECU”) 40 as a control unit that controls the driving of the automatic transmission 13 will be described below with reference to FIGS. 1 and 2.
As shown in FIGS. 1 and 2, the ECU 40 interface includes wheel speed sensors SE2 and SE3 for detecting the wheel speeds of the rear wheels RR and RL, and temperature sensors for detecting the temperatures of the clutches C1 and C2. SE4, SE5, a vehicle body speed sensor SE6 for detecting the vehicle body speed of the vehicle, and a brake switch SW1 for detecting whether a brake pedal (not shown) of the vehicle is operated are electrically connected. Further, the clutch actuator 20 and the selection actuators 28A to 28D are electrically connected to the interface of the ECU 40. Further, the ECU 40 receives various types of information related to the accelerator opening degree transmitted from the engine ECU 14.

  The ECU 40 has a digital computer constructed from a CPU 41, a ROM 42, a RAM 43, and the like. The ROM 42 has various control programs (such as a pre-shift determination process described later) for driving the actuators 20, 28A to 28D to control the automatic transmission 13, and various threshold values (an upper limit gear stage and a vehicle body speed threshold value described later). , Stop determination threshold, traffic congestion determination value, etc.) are stored. Also, the RAM 43 stores various information (vehicle speed, traffic jam index, traffic jam flag, etc., which will be described later) and the like that can be appropriately rewritten while an ignition switch (not shown) of the vehicle is turned on.

  Next, the preshift determination processing routine executed by the ECU 40 of the present embodiment will be described based on the flowcharts shown in FIGS. This pre-shift determination process routine is a process that is executed at predetermined intervals (for example, every 0.01 seconds) while an ignition switch (not shown) of the vehicle is “ON”.

  Now, in the pre-shift determination processing routine, the ECU 40 will be described in detail with reference to FIG. 4 in order to determine whether or not the vehicle is traveling on a road on which the vehicle is congested (also referred to as “congested road”). ) Is executed (step S10). In this traffic jam determination process, when it is determined that the vehicle is traveling on the traffic jam road, the traffic jam flag FLGj is set to “ON”, and when it is determined that the vehicle is not traveling on the traffic jam road. The traffic jam flag FLGj is set to “OFF”. Subsequently, the ECU 40 sets a pre-shift gear position according to the traveling state of the vehicle when assuming that the vehicle is traveling on a road that is not a congested road as a normal pre-shift gear position (step S11). The pre-shift gear stage is a gear stage that is prepared so as to be able to rotate integrally with the input shaft in a gear transmission mechanism that is not currently transmitting power from the engine 12. For example, when the ECU 40 receives information indicating that the driver is operating the accelerator pedal 11 from the engine ECU 14, the ECU 40 has a gear position that is one speed higher than the currently set gear position (for example, the fourth gear). (In this case, the fifth gear) is selected as the normal preshift gear. Further, when the ECU 40 detects that the driver is operating the brake pedal based on the detection signal from the brake switch SW1, the ECU 40 is one speed lower than the currently set speed (for example, the fourth speed). Is selected as the normal pre-shift gear stage.

  Then, the ECU 40 determines whether or not the traffic jam flag FLGj is “ON” (step S12). If this determination result is a negative determination (FLGj = OFF), the ECU 40 sets the preshift gear to the normal preshift gear set in step S11 (step S13), and the process proceeds to step S17 described later. . On the other hand, if the determination result in step S12 is affirmative (FLGj = ON), the ECU 40 determines that the currently selected shift speed in the automatic transmission 13 is higher than the preset upper limit shift speed or the upper limit shift speed. It is determined whether or not the current gear position is (step S14). This upper limit shift speed is set in advance to the highest speed (for example, the third speed) among the shift speeds of the automatic transmission 13 used while the vehicle is traveling on a congested road. Therefore, in the present embodiment, the ECU 40 also functions as a shift speed determination unit.

  If the determination result of step S14 is negative (that is, the gear stage currently selected in the automatic transmission 13 is a gear stage on the lower speed side than the upper limit gear stage), the ECU 40 performs an upshift rather than a downshift. Is likely to be required. Then, the ECU 40 sets the pre-shift gear position to a gear position that is one speed higher than the gear speed currently selected in the automatic transmission 13 (step S15), and the process proceeds to step S17 described later. On the other hand, if the determination result in step S14 is affirmative (that is, the gear stage currently selected in the automatic transmission 13 is the upper limit gear stage or a gear position on the higher speed side than the upper limit gear stage), the ECU 40 Therefore, it is determined that a downshift is more likely to be required than an upshift. Then, the ECU 40 sets the pre-shift gear stage to a gear position that is one speed lower than the gear stage currently selected in the automatic transmission 13 (step S16), and proceeds to the next step S17.

  In step S17, the ECU 40 determines whether each step S13, S15. Pre-shift control is executed based on the pre-shift gear stage set in any step of S16. The pre-shift control when the pre-shift gear stage is the second speed when the gear stage currently selected in the automatic transmission 13 is the third speed will be described. That is, the ECU 40 drives the selection actuator 28C to move the sleeve 24 of the third shift speed selection mechanism 31 to the first engagement position. Then, the second-speed gear 212 can be rotated integrally with the second input shaft 16 via the sleeve 24. Therefore, in the present embodiment, the ECU 40 selects the gear stage of the other power transmission system different from the one power transmission system to which the power from the engine 12 is currently transmitted by the gear transmission mechanism of the one power transmission system. It also functions as a pre-shift control means for executing pre-shift control so as to be prepared at a shift speed lower than the shift speed. Note that the preshift control that is prepared in the automatic transmission 13 at a speed lower than the currently selected speed is also referred to as “downshift preshift control”, and the preshift that is prepared at the higher speed. The control is also referred to as “preshift control to the upshift side”.

Thereafter, the ECU 40 once ends the preshift determination processing routine.
Next, the congestion road determination process (congestion road determination process routine) in step S10 will be described based on the flowchart shown in FIG.

  In the traffic jam determination processing routine, the ECU 40 calculates the vehicle body speed VS of the vehicle based on the detection signal from the vehicle body speed sensor SE6 (step S20). Subsequently, the ECU 40 determines whether or not the vehicle body speed VS calculated in step S20 is equal to or less than a preset vehicle body speed threshold VSth1 (for example, 30 km / h (30 kilometers per hour)) (step S21). The vehicle body speed threshold value VSth1 is a reference value for determining that the vehicle is not traveling on a congested road. If the determination result in step S21 is affirmative (VS ≦ VSth1), the ECU 40 reads the traffic jam index JS stored in the RAM 43 and increments the traffic jam index JS by “1” (step S24). Subsequently, the ECU 40 determines whether or not the latest traffic jam index JS incremented in step S24 exceeds a preset traffic jam index threshold JSth (step S25). This traffic congestion index threshold value JSth is a reference for determining that the vehicle is traveling on a congested road when it can be estimated that the vehicle body speed VS has traveled for a predetermined time (for example, 10 minutes) in a state where the vehicle body speed VS is equal to or less than the vehicle body speed threshold VSth. It is a value and is set in advance by experiment, simulation, or the like.

  If the determination result in step S25 is affirmative (JS> JSth), the ECU 40 sets the congestion road flag FLGj to “ON” (step S26), and ends the congestion road determination processing routine. On the other hand, when the determination result of step S25 is negative (JS ≦ JSth), the ECU 40 sets the congestion road flag FLGj to “off” (step S27) and ends the congestion road determination processing routine. Therefore, in this embodiment, the ECU 40 also functions as a traffic jam determination unit.

  On the other hand, if the determination result in step S21 is negative (VS> VSth1), the ECU 40 resets the traffic jam index JS to “0 (zero)” (step S28), and the process proceeds to step S27 described above. Transition.

Therefore, in this embodiment, the following effects can be obtained.
(1) When a vehicle travels on a congested road, the gears used are limited. Therefore, when the shift stage of the automatic transmission 13 selected at this time is the upper limit shift stage or a shift stage on the higher speed side than the upper limit shift stage, downshifting may be executed rather than upshifting. Since it is high, preshift control to the downshift side is executed. As a result, it can contribute to a quick downshift thereafter. Therefore, appropriate preshift control can be executed even when the vehicle travels on a congested road.

  (2) On the other hand, when the gear position of the automatic transmission 13 selected at the present time is a lower speed than the upper limit gear, there is a higher possibility that an upshift is executed than a downshift. Therefore, pre-shift control to the upshift side is executed. Therefore, it can contribute to the subsequent quick upshift.

  (3) When the vehicle travels on a congested road, traveling at a low speed and stopping are repeated, so that the gear stage used from the first gear to the seventh gear is limited. Therefore, in the present embodiment, when the vehicle travels on a congested road, a gear position suitable for traveling on the congested road is preferentially set as a preshift gear position, and preshift control is executed. Therefore, it is possible to contribute to a quick shift change of the automatic transmission 13 when the vehicle travels on a congested road.

  (4) Even if the congestion road flag FLGj is “ON”, if the vehicle body speed VS exceeds the vehicle body speed threshold value VSth1, the congestion road flag FLGj is set to “OFF”, and the preshift corresponding to the normal preshift gear position is performed. Control is executed. That is, when the vehicle travels on a road that is not a congested road, pre-shift control according to the road condition can be executed.

In addition, you may change this embodiment into another embodiment as follows.
-In embodiment, you may change an upper limit gear stage according to the congestion condition of a congestion road. Specifically, the vehicle speed VS of the vehicle speed VS from when the vehicle traffic starts in a state where the vehicle body speed VS is equal to or lower than the vehicle body speed threshold VSth1 until the traffic jam flag FLGj changes from “OFF” to “ON”. As the maximum speed value is higher, the upper limit shift speed may be set to a higher speed shift speed. For example, the upper limit gear position when the maximum speed value of the vehicle body speed VS is “30 km / h” is set to the third speed stage, and the upper limit gear position when the maximum speed value of the vehicle body speed VS is “20 km / h” is set to the second speed stage. It is good. That is, the ECU 40 also functions as an upper limit setting unit.

  Further, the accelerator opening degree of the accelerator pedal 11 from when the vehicle travel is started in a state where the vehicle body speed VS is equal to or less than the vehicle body speed threshold value VSth1 to when the congestion road flag FLGj is switched from “OFF” to “ON”. The higher the maximum value, the higher the shift speed may be set to the higher speed shift speed. With this configuration, the upper limit shift stage is set to a shift stage according to the degree of traffic jam on the traffic jam road, so even if the vehicle travels on a traffic jam road, appropriate pre-shift control according to the running situation of the vehicle is performed. Can be executed.

  The vehicle may be equipped with a measuring device that measures the inter-vehicle distance between the host vehicle and a vehicle that travels ahead (also referred to as a “front vehicle”). In such a vehicle, when the determination result in step S25 is affirmative and the distance between the host vehicle and the preceding vehicle is less than a predetermined distance (for example, 5 m), the congestion road flag FLGj is set. It may be set to “ON”.

  An external device such as a car navigation system receives a road condition where the vehicle travels from a road traffic information communication system (VICS) or the like. Such road conditions include information on traffic jams. Therefore, when the car navigation system is mounted on the vehicle, the ECU 40 may receive information indicating that the road on which the vehicle travels is a congested road. In this case, the ECU 40 determines whether or not the vehicle is traveling on a congested road based on information received from the car navigation system.

  DESCRIPTION OF SYMBOLS 12 ... Engine as a drive source, 13 ... Automatic transmission, 15, 16 ... Input shaft which comprises a power transmission system, 17, 18 ... Gear transmission mechanism which comprises a power transmission system, 40 ... Control apparatus, Congestion road judgment means , Shift stage determining means, pre-shift control means, ECU as upper limit setting means, C1, C2... Clutch constituting the power transmission system.

Claims (3)

There are two power transmission systems each having a clutch for controlling disconnection / connection of power from a drive source and a transmission mechanism connected in a state where power can be transmitted to the clutch. One clutch included in the one power transmission system is engaged and the other clutch included in the other power transmission system is released so that power from the drive source is transmitted to one of the power transmission systems. A control device for an automatic transmission that executes control for bringing the state into a state,
A traffic jam judging means for judging whether or not the vehicle is traveling on a traffic jam road;
Whether the speed of the automatic transmission is an upper speed or a speed higher than the upper speed when the vehicle is determined to be traveling on the traffic Shift speed determining means for determining whether or not,
When the shift stage determining means determines that the shift stage of the automatic transmission is the upper limit shift stage or a shift stage on the higher speed side than the upper limit shift stage, power is transmitted from the drive source. Pre-shift control means for performing pre-shift control for preparing a gear stage of the other power transmission system that is not present at a gear position on a lower speed side than a gear stage selected by the one power transmission system to which power is transmitted from the drive source; And a control device for an automatic transmission. The pre-shift control means is configured to change the speed stage of the other power transmission system when the speed stage determination means determines that the speed stage of the automatic transmission is a speed side lower than the upper limit speed stage. 2. The control apparatus for an automatic transmission according to claim 1, wherein pre-shift control is performed to prepare at a shift speed higher than a shift speed selected by the one power transmission system. When it is determined that the vehicle is traveling on a traffic jam road by the traffic jam judgment device, the vehicle further comprises an upper limit setting means for setting the upper gear shift stage according to the traffic jam condition of the traffic jam road,
The shift stage determining means determines that the shift stage of the automatic transmission is an upper limit shift stage set by the upper limit setting means when the vehicle is determined to be traveling on a jammed road by the traffic jam determining means. 3. The control device for an automatic transmission according to claim 1, wherein it is determined whether or not the shift speed is higher than the upper limit shift speed. 4.

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