JP2019027541A - Shift control device of automatic transmission - Google Patents

Abstract

To reduce discomfort by preventing delaying of start timing in up-shift with respect to driver's intension to up-shift.SOLUTION: In a shift control device of an automatic transmission including a belt-type continuously variable transmission CVT and a CVT control unit, the belt-type continuously variable transmission has a manual shift mode for changing a plurality of manual shift stages by a fixed change gear ratio on the basis of driver's operation, as a shift mode. The CVT control unit executes accelerator shift while applying a detected accelerator pedal operation signal as trigger, when the prescribed accelerator pedal operation based on the driver's shift change intension is performed. When "M up mode" is selected as the manual shift mode, detection of a returning operation to the accelerator pedal by the driver, is applied as the accelerator pedal operating condition to start the up-shift of the belt-type continuously variable transmission CVT.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a shift control device for an automatic transmission that performs a manual shift called an accelerator shift by operating a predetermined accelerator pedal based on a driver's intention to shift.

  Conventionally, automatic transmission control of a motorcycle that has started upshifting a transmission based on a closing operation after a throttle opening operation in a short time (returning operation after depressing the accelerator pedal in an automobile) An apparatus is known (see, for example, Patent Document 1).

JP 2009-156444 A

  However, in the above-described conventional device, the driver performs the throttle opening operation and then performs the closing operation with the intention of upshifting. The timing at which the driver performs the throttle operation with the intention of upshifting is the timing of the opening operation of the throttle, but the timing of starting the upshifting is the timing of the closing operation after the opening operation of the throttle. For this reason, there is a problem that the timing at which the upshift is started is delayed with respect to the driver's intention to upshift, which gives a sense of incongruity.

  The present invention has been made paying attention to the above-described problem, and it is an object of the present invention to prevent the start timing of the upshift from being delayed with respect to the driver's intention to upshift, and to reduce discomfort.

In order to achieve the above object, the present invention includes an automatic transmission disposed between a driving source for driving and a drive wheel, and a shift controller that executes shift control of the automatic transmission.
In this shift control device for an automatic transmission, an accelerator pedal operation detecting means for detecting a pedal operation by the driver on the accelerator pedal is provided.
The automatic transmission has a manual shift mode that changes a plurality of manual shift speeds based on a fixed gear ratio based on a driver's operation as a shift mode.
When the manual shift mode is selected, the shift controller performs an accelerator shift by using the detected accelerator pedal operation signal as a trigger when a predetermined accelerator pedal operation is performed based on the driver's intention to shift.
When the manual up mode is selected as the manual shift mode, the accelerator pedal operating condition for starting upshifting of the automatic transmission is assumed to be when the driver returns to the accelerator pedal.

As is apparent from the shift schedule in the automatic shift mode of the automatic transmission, the shift pedal return operation is adapted to the intention of upshifting. When the vehicle travels with a gradual increase in vehicle speed after starting, an upshift with good response is required so as to suppress an increase in rotation of the driving source for traveling.
Focusing on this point, the pedal operation condition for starting the upshift of the automatic transmission in the manual up mode is assumed to be when the driver returns to the accelerator pedal.
As a result, it is possible to prevent the start timing of the upshift from being delayed with respect to the driver's intention to upshift, and to reduce discomfort.

1 is an overall system diagram showing a drive system and a control system of an engine vehicle to which a shift control device for an automatic transmission according to a first embodiment is applied. It is a shift schedule figure which shows an example of the D range continuously variable transmission schedule used when the continuously variable transmission control in automatic transmission mode is performed by a variator. It is a shift schedule diagram showing an example of a manual stepped shift schedule used when the stepped shift control in the manual shift mode is executed by a variator. FIG. 3 is a flowchart 1 showing a flow of a shift control process executed during selection of a D range position by the CVT control unit according to the first embodiment. 6 is a flowchart 2 showing a flow of a shift control process executed during selection of a D range position by the CVT control unit of the first embodiment. Each of brake SW signal, accelerator opening signal, downshift determination / upshift determination, display mode, control mode, target gear ratio, engine speed, lockup operation, vehicle speed when executing the shift control of the first embodiment It is a time chart which shows a characteristic.

  Hereinafter, the best mode for realizing a shift control device for an automatic transmission according to the present invention will be described based on a first embodiment shown in the drawings.

First, the configuration will be described.
The shift control device according to the first embodiment is applied to an engine vehicle equipped with a belt-type continuously variable transmission (an example of an automatic transmission) including a torque converter, a forward / reverse switching mechanism, a variator, and a final reduction mechanism. . Hereinafter, the configuration of the first embodiment will be described by dividing it into “entire system configuration”, “shift mode configuration”, and “shift control processing configuration”.

[Overall system configuration]
FIG. 1 shows a drive system and a control system of an engine vehicle to which the shift control device for an automatic transmission according to the first embodiment is applied. The overall system configuration will be described below with reference to FIG.

As shown in FIG. 1, the drive system of the engine vehicle includes an engine 1, a torque converter 2, a forward / reverse switching mechanism 3, a variator 4, a final reduction mechanism 5, and drive wheels 6 and 6. Yes.
Here, the belt type continuously variable transmission CVT is configured by incorporating the torque converter 2, the forward / reverse switching mechanism 3, the variator 4, and the final reduction mechanism 5 in a transmission case (not shown).

  The engine 1 can control the output torque by an engine control signal from the outside, in addition to the output torque control by the accelerator operation by the driver. The engine 1 includes an output torque control actuator 10 that performs output torque control by a throttle valve opening / closing operation, a fuel cut operation, and the like.

  The torque converter 2 is a starting element by a fluid coupling having a torque increasing function and a torque fluctuation absorbing function. When the torque increasing function and the torque fluctuation absorbing function are not required, the lockup clutch 20 that can directly connect the engine output shaft 11 (= torque converter input shaft) and the torque converter output shaft 21 is provided. The torque converter 2 is provided with a pump impeller 23 connected to the engine output shaft 11 via a converter housing 22, a turbine runner 24 connected to the torque converter output shaft 21, and a case via a one-way clutch 25. The stator 26 is a component.

  The forward / reverse switching mechanism 3 is a mechanism that switches the input rotation direction to the variator 4 between a forward rotation direction during forward travel and a reverse rotation direction during reverse travel. The forward / reverse switching mechanism 3 includes a double pinion planetary gear 30, a forward clutch 31 using a plurality of clutch plates, and a reverse brake 32 using a plurality of brake plates. The forward clutch 31 is hydraulically engaged by the forward clutch pressure Pfc when a forward travel range such as the D range is selected. The reverse brake 32 is hydraulically engaged by the reverse brake pressure Prb when the reverse travel range such as the R range is selected. The forward clutch 31 and the reverse brake 32 are both released by draining the forward clutch pressure Pfc and the reverse brake pressure Prb when the N range (neutral range) is selected.

  The variator 4 has a primary pulley 42, a secondary pulley 43, and a pulley belt 44, and changes a gear ratio (a ratio between a variator input rotation speed and a variator output rotation speed) steplessly by changing a belt contact diameter. A continuously variable transmission function is provided. The primary pulley 42 includes a fixed pulley 42 a and a slide pulley 42 b arranged on the same axis as the variator input shaft 40, and the slide pulley 42 b is slid by the primary pressure Ppri guided to the primary pressure chamber 45. The secondary pulley 43 includes a fixed pulley 43 a and a slide pulley 43 b that are arranged coaxially with the variator output shaft 41, and the slide pulley 43 b is slid by the secondary pressure Psec guided to the secondary pressure chamber 46. The pulley belt 44 is stretched between a sheave surface that forms a V shape of the primary pulley 42 and a sheave surface that forms a V shape of the secondary pulley 43. The pulley belt 44 is formed of two sets of laminated rings in which a large number of annular rings are stacked from the inside to the outside and a plurality of punched plate members, and is attached by being laminated in an annular manner by being sandwiched along the two sets of laminated rings. It is composed of elements. The pulley belt 44 may be a chain-type belt in which a large number of chain elements arranged in the pulley traveling direction are coupled by pins penetrating in the pulley axial direction.

  The final deceleration mechanism 5 is a mechanism that decelerates the variator output rotation speed from the variator output shaft 41 and transmits it to the left and right drive wheels 6 and 6 while providing a differential function. The final speed reduction mechanism 5 is a speed reduction gear mechanism that includes an output gear 52 provided on the variator output shaft 41, an idler gear 53 and a reduction gear 54 provided on the idler shaft 50, and a final gear provided on the outer peripheral position of the differential case. And a gear 55. The differential gear mechanism includes a differential gear 56 interposed between the left and right drive shafts 51, 51.

  As shown in FIG. 1, the engine vehicle control system includes a hydraulic control unit 7 representing a hydraulic control system and a CVT control unit 8 representing an electronic control system.

  The hydraulic control unit 7 includes a primary pressure Ppri guided to the primary pressure chamber 45, a secondary pressure Psec guided to the secondary pressure chamber 46, a forward clutch pressure Pfc to the forward clutch 31, and a reverse brake pressure Prb to the reverse brake 32. And a unit for regulating the pressure. The hydraulic control unit 7 includes an oil pump 70 that is rotationally driven by the engine 1 that is a travel drive source, and a hydraulic control circuit 71 that adjusts various control pressures based on the discharge pressure from the oil pump 70. . The hydraulic control circuit 71 includes a line pressure solenoid valve 72, a primary pressure solenoid valve 73, a secondary pressure solenoid valve 74, a forward clutch pressure / reverse brake pressure solenoid valve 75, and a lockup pressure solenoid valve 76. . Each solenoid valve 72, 73, 74, 75, 76 adjusts to each command pressure by a control command value output from the CVT control unit 8.

  The line pressure solenoid valve 72 adjusts the discharge pressure from the oil pump 70 to the commanded line pressure PL according to the line pressure command value output from the CVT control unit 8. The line pressure PL is a source pressure when adjusting various control pressures, and is a hydraulic pressure that suppresses belt slip and clutch slip against torque transmitted through the drive system.

  The primary pressure solenoid valve 73 adjusts the pressure to the primary pressure Ppri commanded using the line pressure PL as the original pressure in accordance with the primary pressure command value output from the CVT control unit 8. The secondary pressure solenoid valve 74 adjusts the pressure to the secondary pressure Psec commanded using the line pressure PL as the original pressure in accordance with the secondary pressure command value output from the CVT control unit 8.

  The forward clutch pressure / reverse brake pressure solenoid valve 75 is operated in accordance with the forward clutch pressure command value or the reverse brake pressure command value output from the CVT control unit 8, and the forward clutch pressure Pfc or the reverse clutch commanded with the line pressure PL as the original pressure. Reduce pressure to brake pressure Prb. The lock-up pressure solenoid valve 76 adjusts the lock-up control pressure PL / U for engaging / slipping / releasing the lock-up clutch 20 according to the lock-up pressure command value output from the CVT control unit 8.

The CVT control unit 8 performs line pressure control, shift control, forward / reverse switching control, lockup control, and the like. In the line pressure control, a command value for obtaining a target line pressure corresponding to the throttle opening degree is output to the line pressure solenoid valve 72. In the shift control, when the target speed ratio (target primary rotational speed Npri ^* ) is determined, a command value for obtaining the determined target speed ratio (target primary rotational speed Npri ^* ) is output to the primary pressure solenoid valve 73 and the secondary pressure solenoid valve 74. To do. In the forward / reverse switching control, a command value for controlling the engagement / release of the forward clutch 31 and the reverse brake 32 is output to the forward clutch pressure / reverse brake pressure solenoid valve 75 according to the selected range position. In the lock-up control, a command value for controlling the lock-up control pressure PL / U for engaging / slipping / releasing the lock-up clutch 20 is output to the lock-up pressure solenoid valve 76.

  The CVT control unit 8 includes sensors from a primary rotational speed sensor 80, a vehicle speed sensor 81, a secondary pressure sensor 82, an oil temperature sensor 83, an inhibitor switch 84, a brake switch 85, an accelerator opening sensor 86, a primary pressure sensor 87, and the like. Information and switch information are input. Further, sensor information from the engine rotation speed sensor 12 is input to the engine control unit 88. For example, the CVT control unit 8 inputs engine torque information from the engine control unit 88 and outputs an engine torque request to the engine control unit 88.

  The primary rotational speed sensor 80 is a sensor that detects the primary rotational speed of the primary pulley 42 based on a pulse count number that is the number of pulse wave signal counts. Similarly, the vehicle speed sensor 81 is a sensor that detects the transmission output rotation speed based on the pulse count number that is the number of counts of the pulse wave signal.

  The inhibitor switch 84 detects the range position (P range, R range, N range, D range, L range) selected by the select lever 94, and outputs a range position signal corresponding to the range position.

  The brake switch 85 is a switch that detects the presence or absence of a brake operation, and outputs an OFF signal when the driver is in a release operation state with respect to the brake pedal 95. When the driver depresses the brake pedal 95, an ON signal is output.

  The accelerator opening sensor 86 is a sensor for detecting an accelerator operation amount (= accelerator opening APO) by the driver. When the driver is in the release operation state with respect to the accelerator pedal 96, the accelerator opening APO is APO = A 0 accelerator opening signal is output. When the driver performs a depression operation on the accelerator pedal 96, an accelerator opening signal that increases the accelerator opening APO according to the depression operation amount is output. On the other hand, when the driver performs a return operation on the accelerator pedal 96, an accelerator opening signal that decreases the accelerator opening APO according to the return operation amount is output.

[Shift mode configuration]
FIG. 2 shows an example of the D range continuously variable transmission schedule used when the continuously variable transmission control in the automatic transmission mode is executed by the variator 4. FIG. 3 shows an example of a manual stepped shift schedule used when the step shift control in the manual shift mode is executed by the variator 4. Hereinafter, the shift mode configuration will be described with reference to FIGS. 2 and 3.

  The shift control executed by the CVT control unit 8 includes “D range shift mode” and “manual shift mode based on pedal operation” as shift modes. Here, the “manual shift mode based on pedal operation” has a manual up mode (hereinafter referred to as “M up mode”) and a manual down mode (hereinafter referred to as “M down mode”).

The “D range shift mode” is an automatic shift mode in which the gear ratio is automatically changed steplessly in accordance with the vehicle operating state. This is executed when the select lever 94 is selected to the D range position and the “manual shift mode based on pedal operation” is not selected. Shift control in the “D range shift mode” is performed by operating points on the D range continuously variable transmission schedule of FIG. 2 specified by the vehicle speed VSP (vehicle speed sensor 81) and the accelerator opening APO (accelerator opening sensor 86) ( VSP, APO) is performed by determining the target primary rotational speed Npri ^* .

As shown in FIG. 2, the D range continuously variable transmission schedule used in the “D range speed change mode” is within the range of the speed ratio range by the lowest gear ratio and the highest gear ratio according to the operating point (VSP, APO). The gear ratio is set to change continuously. For example, when the vehicle speed VSP is constant, if the accelerator is depressed, the target primary rotation speed Npri ^* increases and shifts in the downshift direction, and if the accelerator return operation is performed, the target primary rotation speed Npri ^* decreases and increases. Shift in the shift direction. When the accelerator opening APO is constant, the vehicle shifts in the upshift direction when the vehicle speed VSP increases, and the vehicle shifts in the downshift direction when the vehicle speed VSP decreases.

  The “manual shift mode based on pedal operation” changes a plurality of manual shift speeds (M1-speed to M5-speed) based on a fixed gear ratio based on an accelerator pedal operation to the accelerator pedal 96 according to the driver's intention to shift. Manual shift mode. This "manual shift mode based on pedal operation" triggers a detected pedal operation signal when a predetermined pedal operation is performed based on the driver's intention to shift while the select lever 94 is still in the D range position. The accelerator shift is executed as follows. In other words, it does not require manual operation by the driver as in “manual shift mode based on lever operation”, and only the predetermined pedal operation is performed while the “D range shift mode” is selected by selecting the D range position. Can be made. Shift control in the “manual shift mode based on pedal operation” is performed using the manual stepped shift schedule of FIG.

In the manual stepped gear change schedule, as shown in FIG. 3, the manual gear step is set by drawing a plurality of fixed gear ratio lines within the range of the gear ratio width by the lowest gear ratio and the highest gear ratio. For example, if the manual shift speed is M1 to M5, the lowest gear ratio line is set to the M1 speed and the highest gear ratio line is set to the M5 speed. The fixed gear ratio line for the M2 to M4 gear stages is set by drawing the fixed gear ratio lines at positions that are separated from each other by substantially the same angle between the lowest gear ratio line and the highest gear ratio line. Is done. For this reason, if the upshift is performed when there is an operating point at point A on the fixed gear ratio line at the M2 speed stage, the operating point moves to point B on the fixed gear ratio line at the M3 speed stage, and the target primary rotational speed Npri ^* (Engine rotation speed) decreases at a stretch and a manual upshift feeling is obtained. On the other hand, if there is an operating point at point C on the fixed gear ratio line for M4 speed, the driving point moves to point D on the fixed gear ratio line for M3 speed, and the target primary rotational speed Npri ^* (Engine rotation speed) increases at a stretch and a manual downshift feeling is obtained.

[Shift control processing configuration]
4 and 5 show the flow of the shift control process executed during the selection of the D range position by the CVT control unit 8 of the first embodiment. Hereinafter, each step of FIG. 4 and FIG. 5 representing the shift control processing configuration will be described. This flowchart starts by selecting a D range position, and ends by selecting a range position other than the D range position.

  In step S1, a shift (continuously variable) is executed on the D range shift line (FIG. 2) by selecting “D range shift mode”, and the process proceeds to step S2.

In step S2, it is determined whether or not the brake is OFF following execution of the shift on the D range shift line in step S1. If YES (brake OFF), the process proceeds to step S3. If NO (brake ON), the process proceeds to step S23.
Here, the brake ON / OFF is determined by a switch signal from the brake switch 85.

In step S3, following the determination that the brake is OFF in step S2, it is determined whether or not the accelerator opening APO is equal to or greater than a predetermined opening a. If YES (accelerator opening APO ≧ predetermined opening a), the process proceeds to step S4. If NO (accelerator opening APO <predetermined opening a), the process returns to step S1.
Here, the information on the accelerator opening APO is acquired from the sensor signal from the accelerator opening sensor 86. The “predetermined opening degree a” is set to an opening degree at which the accelerator returning operation can be performed, for example, an accelerator opening degree APO = 2/8.

In step S4, following the determination that accelerator opening APO ≧ predetermined opening a in step S3, it is determined whether or not the accelerator opening speed by the accelerator return operation is accelerator opening speed <−X1 deg / sec. . If YES (accelerator opening speed <−X1), the process proceeds to step S5. If NO (accelerator opening speed ≧ −X1), the process returns to step S1.
Here, the information on the accelerator opening speed is acquired by the difference (differential calculation) of the accelerator opening value read from the accelerator opening sensor 86 at a constant time interval. “−X1” is a value of an accelerator return speed that reflects the intention of the upshift by the driver, and is set to a value excluding a gentle accelerator return operation when there is no intention of the upshift by the driver.

In step S5, following the determination that accelerator opening speed <−X1 in step S4, it is determined whether the accelerator opening difference is accelerator opening difference> −ΔY. If YES (accelerator opening difference> −ΔY), the process proceeds to step S6. If NO (accelerator opening difference ≦ −ΔY), the process returns to step S1.
Here, the “accelerator opening difference” means a value obtained by subtracting the accelerator opening at the time of the accelerator depression operation from the accelerator opening at the start of the accelerator returning operation. “−ΔY” is set to the value of the accelerator return amount that reflects the intention of the upshift by the driver, and is set to a value excluding the accelerator return operation due to a slight return operation amount when the driver does not intend the upshift. Is done.

In step S6, following the determination that the accelerator opening difference> −ΔY in step 5, the control mode is switched from “D range shift mode” to “M up mode”, and the process proceeds to step S7.
Here, when the control mode is switched from the “D range shift mode” to the “M up mode”, only the accelerator operation (accelerator return operation) for performing the upshift is accepted, and the accelerator operation (accelerator for executing the downshift is performed. (Stepping-in operation) is not accepted.

In step S7, following the switching from the D → M up mode in step S6, the next manual shift speed in the “M up mode” is calculated, and the process proceeds to step S8.
Here, immediately after switching from the “D range shift mode” to the “M up mode”, the gear position closest to the operating point in the “D range shift mode” is set as the current manual shift position, and the first speed position is set. The upper manual shift speed is calculated as the next manual shift speed. When the M5 speed (the highest gear ratio) has already been selected, the M5 speed is also calculated for the next manual gear, and the M5 speed is maintained in the next step S8.

  In step S8, following the calculation of the next manual shift speed in the “M up mode” in step S7, execution of an upshift for shifting from the current manual shift speed to the next manual shift speed is started, and in step S9. Proceed to

In step S9, following the start of upshift execution in step S8, it is determined whether or not the accelerator opening speed by the accelerator depression operation is accelerator opening speed> X2 deg / sec. If YES (accelerator opening speed> X2), the process proceeds to step S10. If NO (accelerator opening speed ≦ X2), the process proceeds to step S11.
Here, the information on the accelerator opening speed is acquired by the difference (differential calculation) of the accelerator opening value read from the accelerator opening sensor 86 at a constant time interval. “X2” is a value of the accelerator depression speed that reflects the intention of the upshift by the driver. For example, the value of | X1 | is the same as that in step S4.

In step S10, following the determination that accelerator opening speed> X2 in step S9, it is determined whether or not the accelerator operation UP determination timer is less than a predetermined time ΔT. If YES (accelerator operation UP determination timer <ΔT), the process proceeds to step S13. If NO (accelerator operation UP determination timer ≧ ΔT), the process proceeds to step S11.
Here, the “accelerator operation UP determination timer” measures the accelerator return stepping operation time from the start of the accelerator return operation to the end of the accelerator stepping operation. The “predetermined time ΔT” is set to a time (for example, about 0.5 sec) when the driver quickly performs the accelerator return stepping operation with the intention of upshifting.

  In step S11, following the determination that the accelerator opening speed ≦ X2 in step S9 or the accelerator operation UP determination timer ≧ ΔT in step S10, the up started execution in step S8. The shift is canceled and the process proceeds to step S12.

  In step S12, following the cancellation of the upshift in step S11, the display mode is maintained in the “D range shift mode”, and the process returns to step S1.

  In step S13, following the determination that accelerator operation UP determination timer <ΔT in step S10, the display mode is switched from “D range shift mode” to “M up mode”, and the process proceeds to step S14.

  In step S14, following the switching of the display mode to “M up mode” in step S13 or the determination that the upshift has not been completed in step S17, the upshift is continued, and the process proceeds to step S15.

In step S15, following the continuation of the upshift in step S14, it is determined whether or not the lockup OFF state is set. If YES (lockup OFF), the process proceeds to step S16. If NO (lockup ON), the process proceeds to step S17.
Here, “lock-up OFF” means that the lock-up clutch 20 is in a released state, and “lock-up ON” means that the lock-up clutch 20 is in an engaged state.

  In step S16, following the determination in step S15 that the lockup is OFF, lockup OFF → ON, that is, clutch engagement control for changing the lockup clutch 20 from the released state to the engaged state is executed, and the process proceeds to step S17. .

In step S17, it is determined whether the upshift is completed following the determination that the lockup is ON in step S15 or the lockup OFF → ON execution in step S16. If YES (upshift end), the process proceeds to step S18. If NO (upshift not complete), the process returns to step S14.
Here, the determination of “end of upshift” is made based on whether or not the actual primary rotational speed has reached the region of the target primary rotational speed Npri ^* at the next manual shift speed. Since the lockup is ON, the primary rotation speed = the engine rotation speed.

In step S18, whether or not the accelerator operation upshift determination is ON following the determination in step S17 that the upshift has been completed or the determination in step S21 that the release condition for the “M upmode” has not been satisfied. Determine whether. If YES (accelerator operation upshift determination ON), the process proceeds to step S19. If NO (accelerator operation upshift determination OFF), the process proceeds to step S21.
Here, “accelerator operation upshift determination ON” is determined when both the accelerator opening speed condition in step S4 and the accelerator opening difference condition in step S5 at the time of the accelerator return operation are satisfied.

  In step S19, following the determination that the accelerator operation upshift determination is ON in step S18, execution of an upshift for shifting from the current manual shift stage to the next manual shift stage is started, and the process proceeds to step S20. Further, following the determination in step S20 that the upshift has not been completed, the upshift is continued and the process proceeds to step S20.

In step S20, it is determined whether or not the upshift has ended following the start of the upshift execution or the continuation of the upshift in step S19. If YES (upshift end), the process proceeds to step S21. If NO (upshift not complete), the process returns to step S19.
Here, the determination of “end of upshift” is the same as in step S17.

In step S21, following the determination that the accelerator operation upshift determination is OFF in step 18 or the upshift end in step S20, the continuation time at the accelerator opening APO = 0 deg is set. It is determined whether or not ΔT2 is exceeded. If YES (continuation time at APO = 0 deg> ΔT2), the process proceeds to step S22. If NO (continuation time at APO = 0 deg ≦ ΔT2), the process returns to step S18.
Here, step S21 is a “M-up mode” release condition determination step, and “set value ΔT2” is a time required for the driver to express the intention to release “M-up mode”, for example, 0.5. Set to about sec.

  In step S22, following the determination in step S21 that the duration at APO = 0 deg> ΔT2, “M-up mode” is canceled, and the control mode and display mode are changed from “M-up mode” to “D-range shift”. Switch to “mode” and return to step S1.

In step S23, following the determination that the brake is ON in step S2, it is determined whether or not the accelerator operation downshift determination is ON. If YES (accelerator operation downshift determination ON), the process proceeds to step S24 and step S25. If NO (accelerator operation downshift determination OFF), the process returns to step S1.
Here, “accelerator operation downshift determination ON” is determined when a change from the stepping operation to the return operation is detected based on the driver's intention to downshift. The accelerator opening speed condition, the accelerator opening difference condition, and the accelerator operation DOWN determination timer condition at this time are the same as the conditions based on the driver's intention to upshift.

In step S24, following the determination that the accelerator operation downshift determination is ON in step S23, the control mode is switched from "D range shift mode" to "M down mode", and the process proceeds to step S26.
Here, when the control mode is switched from the “D range shift mode” to the “M down mode”, only an accelerator operation (accelerator stepping operation) for executing a downshift is accepted, and an accelerator operation for executing an upshift ( Accelerator return operation) is not accepted.

  In step S25, following the determination that the accelerator operation downshift determination is ON in step S23, the display mode is switched from "D range shift mode" to "M down mode", and the process proceeds to step S26.

In step S26, following the switching from the D → M down mode in steps S24 and S25, the next manual gear position in the “M down mode” is calculated, and the process proceeds to step S27.
Here, immediately after switching from the “D range shift mode” to the “M down mode”, the shift position closest to the operating point in the “D range shift mode” is set as the current manual shift stage, and the first speed stage is set. The lower manual gear position is calculated as the next manual gear position. If the M1 speed (the lowest gear ratio) has already been selected, the M1 speed is also calculated for the next manual gear, and the M1 speed is maintained in step S29.

  In step S27, it is determined whether or not the lock-up state is OFF, following the calculation of the next manual gear position in the “M down mode” in step S26. If YES (lockup OFF), the process proceeds to step S28, and if NO (lockup ON), the process proceeds to step S29.

  In step S28, following the determination in step S27 that the lockup is OFF, lockup OFF → ON, that is, clutch engagement control for changing the lockup clutch 20 from the released state to the engaged state is executed, and the process proceeds to step S29. .

  In step S29, following the determination that the lockup is ON in step S27, or the lockup OFF → ON execution in step S28, a downshift for shifting from the current manual shift speed to the next manual shift speed is performed. Execution is started, and the process proceeds to step S30. Further, following the determination in step S30 that the downshift has not been completed, the downshift is continued and the process proceeds to step S30.

In step S30, it is determined whether or not the downshift is completed following the start of downshift execution or the continuation of downshift in step S29. If YES (end of downshift), the process proceeds to step S31. If NO (downshift not completed), the process returns to step S29.
Here, the determination of “end of downshift” is made based on whether or not the actual primary rotational speed has reached the region of the target primary rotational speed Npri ^* at the next manual shift speed. Since the lockup is ON, the primary rotation speed = the engine rotation speed.

In step S31, whether or not the accelerator operation downshift determination is ON following the determination that the downshift has been completed in step S30 or the determination that the release condition for the “M down mode” is not satisfied in step S34. Determine whether. If YES (accelerator operation downshift determination ON), the process proceeds to step S32. If NO (accelerator operation downshift determination OFF), the process proceeds to step S34.
The determination of “accelerator operation downshift determination ON” is the same as in step S23.

  In step S32, following the determination that the accelerator operation downshift determination is ON in step S31, execution of a downshift for shifting from the current manual shift stage to the next manual shift stage is started, and the process proceeds to step S33. Further, following the determination in step S33 that the downshift has not been completed, the downshift is continued, and the process proceeds to step S33.

In step S33, following the start of downshift execution or continuation of downshift in step S32, it is determined whether or not the downshift has ended. If YES (end of downshift), the process proceeds to step S34. If NO (downshift not completed), the process returns to step S32.
Here, the determination of “end of downshift” is the same as in step S30.

In step S34, following the determination that the accelerator operation downshift determination is OFF in step 31 or the determination that the downshift is completed in step S33, is the release condition for the “M down mode” established? Judge whether or not. If YES (the “M down mode” release condition is satisfied), the process proceeds to step S35. If NO (“M down mode” release condition is not satisfied), the process returns to step S31.
Here, as a cancellation condition of the “M down mode”, for example, when the vehicle speed is equal to or lower than the stop determination threshold value (stop condition), or the accelerator opening APO remains higher than a predetermined opening. It is assumed that it has continued for a predetermined time or longer (accelerator depression condition).

  In step S35, following the determination in step S34 that the “M down mode” release condition is satisfied, “M down mode” is released, and the control mode and display mode are changed from “M down mode” to “D range shift”. Switch to “mode” and return to step S1.

Next, the operation will be described.
The operation of the first embodiment will be described separately for “shift control processing operation when D range is selected”, “shift control operation when D range is selected”, and “characteristic operation of shift control”.

[Shift control processing action when D range is selected]
Hereinafter, the shift control processing operation will be described based on the flowcharts shown in FIGS.
First, when the D range is selected and the vehicle starts moving from the brake release operation to the accelerator stepping operation, while the accelerator opening APO is less than the predetermined opening a, in the flowchart of FIG. 4, step S1 → step S2 → The flow of proceeding to step S3 is repeated. Even when the accelerator opening APO exceeds the predetermined opening a, the flow of going from step S1, step S2, step S3, and step S4 is repeated until the accelerator return operation is performed. Therefore, after the start, until the accelerator return operation is performed, the “D range shift mode” is selected, and the continuously variable shift in the D range shift line (FIG. 2) is executed.

  Thereafter, a quick accelerator return operation is performed, and when the accelerator opening speed condition and the accelerator opening difference condition are satisfied, the process proceeds to step S1, step S2, step S3, step S4, step S5, step S6, step S7, and step S8. . In step S6, the control mode is switched from “D range shift mode” to “M up mode”. In the next step S7, the next manual shift speed in the “M up mode” is calculated. In the next step S8, execution of an upshift for shifting from the current manual shift speed to the next manual shift speed is started.

  In this way, when the driver depresses the accelerator after starting, if the driver performs a quick accelerator return operation with the intention of upshifting, the upshift start condition is satisfied and the control mode is switched to “M up mode”. The upshift is started.

  After the accelerator return operation, if either the accelerator opening speed condition or the accelerator operation UP determination timer condition is not satisfied, the process returns from step S9 or step S10 to step S11 → step S11 → step S1. That is, in step S11, the upshift that has been started is canceled, and in the next step S12, the display mode is maintained as “D range shift mode”, and the D range shift mode is selected by selecting “D range shift mode”. Return to the continuously variable transmission on the line (FIG. 2).

  However, after the accelerator return operation, if both the accelerator opening speed condition and the accelerator operation UP determination timer condition are satisfied, the process proceeds from step S10 to step S13 → step S14 → step S15 → step S16 → step S17. In step S13, the display mode is switched from “D range shift mode” to “M up mode”. In the next step S14, the upshift is continued, and in the next step S15, it is determined whether or not the lock-up is OFF. If the lockup is OFF, the process proceeds to step S16, and in step S16, clutch engagement control is performed to bring the lockup clutch 20 from the released state to the engaged state. Then, while it is determined in step S17 that the upshift has not been completed, the flow from step S14 to step S15 to step S17 is repeated, and the upshift is continuously executed.

  As described above, when the driver intends to perform an upshift and performs a quick accelerator depressing operation following a quick accelerator return operation, an upshift start condition and a continuation condition are satisfied. Therefore, the display mode is switched to the “M up mode”, and the upshift (accelerator shift) is executed in the lockup engagement state.

  Then, it is determined in step S17 that the upshift has been completed, the accelerator operation upshift determination is OFF, and the release condition of the “M upmode” is not satisfied, the process proceeds from step S17 to step S18 → step S21. The forward flow is repeated. When the release condition for the “M up mode” is not satisfied, the driver performs a quick accelerator return operation with the intention of the next upshift, and when the accelerator operation upshift determination is turned ON, step S18 to step S19. → The flow of proceeding to step S20 is repeated. That is, if the driver intends the next upshift and performs a quick accelerator depressing operation following a quick accelerator return operation, the start condition and the continuation condition of the upshift are satisfied, and the next upshift ( (Accelerator shift) is executed.

  In this way, if the driver performs a quick accelerator return operation with the intention of upshifting while the release condition for the “M upmode” is not satisfied, the upshift start condition is satisfied, and the accelerator operation upshift Judgment is turned ON. Then, every time the accelerator operation upshift determination is turned ON and the upshift continuation condition is satisfied, the upshift in the lockup engagement state using the manual shift line (FIG. 3) is repeated a plurality of times.

  Thereafter, when the driver intends to release the “M-up mode” and a time exceeding the set value ΔT2 elapses while the accelerator is released, the release condition for the “M-up mode” is satisfied in step S21. When the cancellation condition of “M up mode” is satisfied, the process returns from step S21 to step S22 → step S1. That is, in step S22, the “M up mode” is canceled, and the control mode and the display mode are switched from the “M up mode” to the “D range shift mode”. From the next step S1, the “D range shift mode” is selected to return to a continuously variable shift on the D range shift line (FIG. 2).

  After returning to continuously variable transmission in the “D-range shift mode”, the driver turns on the brake with the intention of decelerating. Assume that a return operation is performed. At this time, the process proceeds from step S1 to step S2 to step S23 to step S24 (step S25). In step S24, the control mode is switched from “D range shift mode” to “M down mode”, and in step S25, the display mode is switched from “D range shift mode” to “M down mode”.

  From step S24 (step S25), the process proceeds from step S26 to step S27, step S28, step S29, and step S30. While it is determined that the downshift has not been completed, the flow proceeds from step S29 to step S30. Repeated. In step S26, the next manual shift speed in the “M down mode” is calculated. In the next step S27, it is determined whether or not the lock-up is OFF. When the lock-up is OFF, the process proceeds to step S28, and in step S28, clutch engagement control for changing the lock-up clutch 20 from the released state to the engaged state is executed. In step S29, execution of a downshift that shifts from the current manual shift speed to the next manual shift speed is started, and the downshift is continued until it is determined in step S30 that the downshift has ended.

  Then, it is determined in step S30 that the downshift has ended, the accelerator operation downshift determination is OFF, and the release condition for the “M down mode” is not satisfied, the process proceeds from step S30 to step S31 to step S34. The forward flow is repeated. Then, while the release condition for the “M down mode” is not satisfied, the driver performs a return operation from the quick accelerator depressing operation with the intention of downshifting, and when the accelerator operation downshift determination is ON, from step S31 The flow from step S32 to step S33 is repeated. That is, the next downshift (accelerator shift) is executed in the lockup engagement state.

  As described above, if the driver performs the return operation from the quick accelerator stepping operation with the intention of downshifting while the release condition of the “M down mode” is not satisfied, the accelerator operation downshift determination is turned ON. Then, every time the accelerator operation downshift determination is turned ON and the downshift start condition and the continuation condition are satisfied, the downshift in the lockup engagement state using the manual shift line (FIG. 3) is repeated a plurality of times.

  Thereafter, when the driver intends to release the “M down mode”, for example, when the vehicle is stopped by performing a brake ON operation, the release condition of the “M down mode” is satisfied in step S34. When the cancellation condition of “M down mode” is satisfied, the process returns from step S34 to step S35 → step S1. That is, in step S35, the “M down mode” is canceled, and the control mode and the display mode are switched from the “M down mode” to the “D range shift mode”. From the next step S1, the “D range shift mode” is selected to return to the continuously variable shift state on the D range shift line (FIG. 2).

[Shift control action when D range is selected]
Hereinafter, the shift control operation when the D range is selected will be described based on the time chart shown in FIG. The “target gear ratio” in FIG. 6 is the target gear ratio of the belt type continuously variable transmission CVT, and the “gear ratio” is the gear ratio.

  At time t1, the brake is turned on while the accelerator is off and the vehicle is stopped. At time t2, as a preparation operation for starting, the brake is turned on and then off with the accelerator off. When the accelerator is turned OFF → ON as a start operation at time t3, the accelerator opening signal starts to increase from zero, the engine speed starts to increase from idle, and the vehicle speed VSP increases from zero. Start. From the accelerator ON operation start time t3 to the accelerator return operation end time t4, the “D range shift mode” is selected as the control mode. In the belt type continuously variable transmission CVT, the D range shift line (FIG. 2) is selected. A continuously variable transmission is executed. The lock-up clutch 20 is also maintained in the released state from time t3 to time t4.

  When a quick accelerator return operation is performed immediately before time t4, the accelerator opening speed condition and the accelerator opening difference condition are satisfied at the accelerator return operation end time t4, and an upshift determination is made. Simultaneously with the upshift determination, the control mode is switched from the “D range shift mode” to the “M upmode”, and the execution of the upshift from the M1 speed to the M2 speed is started. Simultaneously with the upshift determination at time t4, lockup engagement control is performed in which the lockup clutch 20 shifts from the released state (lockup OFF) to the engaged state (lockup ON). When a quick accelerator depression operation is performed from the accelerator return operation end time t4, both the accelerator opening speed condition and the accelerator operation UP determination timer condition are satisfied at the accelerator depression operation end time t5, and the display mode is “D range shift mode”. To “M up mode”.

  Here, the accelerator opening signal characteristic surrounded by the alternate long and short dash line shown by the arrow E indicates that both the accelerator opening speed condition (−X1) and the accelerator opening difference condition (−ΔY) are satisfied at the accelerator return operation end time t4. It shows that. Then, at the accelerator depression operation end time t5, both the accelerator opening speed condition (X2) and the accelerator operation UP determination timer condition (ΔT) are satisfied.

  If a high accelerator opening APO is maintained from time t5 and a quick accelerator return operation is performed immediately before time t6, the accelerator opening speed condition and the accelerator opening difference condition are satisfied at the accelerator return operation end time t6, and the time is increased. A shift is determined. Simultaneously with this upshift determination, execution of an upshift for shifting from the M2 speed stage to the M3 speed stage is started.

  If a high accelerator opening operation APO is maintained immediately after time t6, and a quick accelerator return operation toward accelerator opening APO = 0 is performed immediately before time t7, an accelerator opening speed condition and An accelerator opening difference condition is satisfied, and an upshift is determined. Simultaneously with this upshift determination, execution of an upshift for shifting from the M3 speed stage to the M4 speed stage is started.

  Here, the accelerator opening signal characteristic surrounded by the one-dot chain line indicated by the arrow F indicates that the accelerator opening speed condition (−X1) and the accelerator opening difference condition (−ΔY) are both satisfied at the accelerator release operation end time t7. It shows that. Since the accelerator depressing operation is completed immediately after time t7, both the accelerator opening speed condition (X2) and the accelerator operation UP determination timer condition (ΔT) are satisfied, and the “M-up mode” cancellation condition (ΔT2 ) Is not established.

  If a high accelerator opening APO is maintained immediately after time t7 and a quick accelerator return operation is performed immediately before time t8, the accelerator opening speed condition and the accelerator opening difference condition are satisfied at the accelerator release operation end time t8. The upshift is determined. Simultaneously with this upshift determination, execution of an upshift for shifting from the M4 speed to the M5 speed is started.

  Then, when a gentle accelerator return operation is started at time t9, the engine speed decreases from time t9 while maintaining the M5 speed, and at time t10, an accelerator release state in which the accelerator opening APO is zero is achieved. When the time of the set value ΔT2 elapses from time t10 in the accelerator released state, the release condition for the “M up mode” is satisfied. When the “M up mode” release condition is satisfied, the “M up mode” is released, and the control mode and the display mode are switched from the “M up mode” to the “D range shift mode”. Then, from the release condition establishment time t11, the “D range shift mode” is selected to return to the continuously variable shift on the D range shift line (FIG. 2).

  When the driver intends to decelerate and performs a brake ON operation at time t12 after returning to the continuously variable transmission in the “D range shift mode” at time t11, the lockup clutch 20 is released from the engaged state (lockup ON). Lock-up release control for shifting to (lock-up OFF) is performed.

  Then, if the driver performs a return operation from a quick accelerator depressing operation at the timing immediately before time t13 during the brake ON operation, the downshift operation condition is satisfied at the accelerator return operation end time t13. A downshift is determined. Simultaneously with the downshift determination, the control mode and the display mode are switched from the “D range shift mode” to the “M down mode”, and the execution of the downshift to shift from the M5 speed to the M4 speed is started. . Simultaneously with the downshift determination, lockup engagement control is performed in which the lockup clutch 20 shifts from the released state (lockup OFF) to the engaged state (lockup ON).

  Here, the accelerator opening signal characteristic surrounded by the one-dot chain line indicated by the arrow G indicates that the accelerator operation downshift determination condition is satisfied by the return operation from the quick accelerator depression operation at the accelerator return operation end time t13 (accelerator operation downshift (Determination is ON).

  After time 13, the accelerator released state is maintained, and the brake OFF operation is performed at time t14. Then, if the driver performs a return operation from a quick accelerator depression operation at the timing immediately before time t15 while maintaining the accelerator released state, the downshift operation condition at the accelerator return operation end time t15 Is established and a downshift is determined. Simultaneously with the downshift determination, execution of a downshift for shifting from the M4 speed to the M3 speed is started.

  If the driver performs a return operation from a quick accelerator depressing operation at the timing immediately before time t16 while maintaining the accelerator released state from time t15, the downshift operation is performed at the accelerator return operation end time t16. The condition is met and a downshift is determined. Simultaneously with the downshift determination, execution of a downshift for shifting from the M3 speed stage to the M2 speed stage is started.

  After time 16, the accelerator released state is maintained, and the brake is turned on at time t17. At time t18 when the vehicle speed VSP decreases while maintaining the brake ON state, the lockup clutch 20 shifts from the engaged state (lockup ON) to the released state (lockup OFF) due to the low vehicle speed. Lock-up release control is performed.

  When the vehicle stops at time t19, the release condition for “M down mode” is satisfied. When the release condition of “M down mode” is satisfied, “M down mode” is released, and the control mode and display mode are switched from “M down mode” to “D range shift mode”. Then, from the release condition establishment time t19, the “D range shift mode” is selected to return to the continuously variable shift state on the D range shift line (FIG. 2).

[Characteristic action of shift control]
In the first embodiment, when the manual shift mode is selected in the CVT control unit 8, when a predetermined accelerator pedal operation is performed based on the driver's intention to shift, the accelerator shift is triggered by the detected accelerator pedal operation signal. Run. When “M-up mode” is selected as the manual shift mode, the accelerator pedal operating condition for starting upshifting of the belt-type continuously variable transmission CVT is detected and the driver returns to the accelerator pedal 96. And

  For example, it is assumed that the accelerator pedal operation condition for starting upshifting is when a stepping operation from the return operation to the accelerator pedal by the driver is detected. In this case, the start of the upshift is waited until the timing when the stepping operation is detected, and the start timing of the upshift is delayed.

  On the other hand, as for the shift intention that appears in the driver's accelerator pedal operation, the accelerator pedal depression operation is adapted to the downshift intention, and the accelerator pedal return operation is adapted to the upshift intention. This point is apparent from the shift schedule (FIG. 2) in the “D range shift mode” of the belt type continuously variable transmission CVT. When the vehicle travels with a gradual increase in vehicle speed VSP after starting, an upshift with good response is required so as to suppress an increase in engine speed.

  The present inventors pay attention to this point, and a return operation to the accelerator pedal 96 by the driver is detected for the pedal operation condition for starting the upshift of the belt type continuously variable transmission CVT in the “M up mode”. Sometimes. As a result, the start timing of the upshift is prevented from being delayed with respect to the driver's intention to upshift, and the uncomfortable feeling given to the driver is reduced. In addition to this, by executing the accelerator shift using the accelerator pedal operation signal as a trigger, a refreshing feeling that the vehicle is being operated according to the driver's intention to shift, even though the vehicle is equipped with the belt type continuously variable transmission CVT. Can be given to the driver.

Here, the accelerator pedal return operation is intended to (A) Accelerator return operation intended for upshifting in “M Up Mode” (and then depressing), and (B) End of “M Up Mode”. There is an accelerator release operation until the accelerator opening APO = 0.
In both accelerator pedal operations (A) and (B), the upshift of the belt type continuously variable transmission CVT is started at the timing when the driver returns to the accelerator pedal 96 is detected. In the subsequent shift, there is no influence.

  In the first embodiment, when the “D range shift mode” is selected, the accelerator pedal operation condition for switching from the “D range shift mode” to the “M up mode” is depressed from the return operation to the accelerator pedal 96 by the driver. Suppose that a change to an operation is detected.

  That is, when the accelerator pedal is returned to start upshifting, it is impossible to determine either (A) or (B). Accordingly, when the operation (A) is detected, the shift mode is switched to the “M up mode”. This prevents the driver's intention to upshift and the shift mode from being inconsistent.

  Here, when the instrument panel has a display function for displaying the current shift mode, the display mode is switched to a display corresponding to the “M up mode” based on the operation of (A) (for example, “D Switch from “range shift mode” to “M-up mode”).

  The condition for switching the shift mode from the “D range shift mode” to the “M up mode” is that the accelerator opening APO before the accelerator operation is performed in addition to the accelerator return operation to the stepping operation is the predetermined opening a. The accelerator opening condition of the above is included.

  In the first embodiment, when the M-up mode is selected, if an increase in the operation of the accelerator pedal 96 by the driver is detected, it is not accepted as an accelerator shift operation, and the manual shift stage of the belt type continuously variable transmission CVT is not accepted. Remains fixed.

  That is, when the “M up mode” is set by the accelerator pedal operation, only the upshift is permitted as the subsequent shift direction, and the gear ratio is fixed except for the accelerator return operation. As a result, the intended driving force can be generated for the accelerator depressing operation intended to be accelerated. It is also conceivable to execute a downshift by increasing the accelerator pedal in a short time and then returning it. However, in the “M up mode” in which the upshift is performed based on the accelerator pedal operation, only the upshift is permitted and the downshift is prohibited, thereby preventing the hunting between the upshift and the downshift.

  In the first embodiment, when the “M-up mode” is selected, the accelerator pedal operation condition for releasing the “M-up mode” is that the accelerator pedal 96 is released by the driver (accelerator opening APO = 0). Suppose that it is detected that the set value ΔT2 has passed.

  That is, even if the accelerator pedal 96 is released (accelerator opening APO = 0), the “M up mode” can be continued until the time according to the set value ΔT2 elapses. Therefore, in the “M up mode”, when performing the return operation of the accelerator pedal 96 and the subsequent depressing operation with the intention of upshifting, even if the accelerator pedal 96 is temporarily released, the upshift intended by the driver is performed. Is done.

  Incidentally, if the driver is an immature driver, the accelerator opening APO may become zero during the accelerator return operation. However, even if the accelerator pedal 96 is temporarily released due to an immature accelerator operation, the “M up mode” is maintained and the upshift intended by the driver is performed.

  In the first embodiment, when the “D range shift mode” is selected, the accelerator pedal operation condition for switching from the “D range shift mode” to the “M down mode” is returned from the depression operation of the accelerator pedal 96 by the driver. Suppose that a change to an operation is detected.

  In other words, the accelerator pedal depressing operation is (A ') an accelerator depressing operation intended for downshifting in "M down mode" (then, a return operation is performed thereafter), and (B') "M down mode" is intended to end. There is an accelerator depressing operation up to a high accelerator opening. That is, when the accelerator pedal is depressed to start downshifting, it is not possible to determine either (A ') or (B'). Accordingly, when it is detected that the operation is (A ′), the shift mode is switched to the “M down mode”. Thus, the accelerator depressing operation intended to end the “M down mode” is separated, and the driver's intention to downshift and the shift mode are prevented from becoming inconsistent.

  Here, in addition to the accelerator pedal operation condition, a condition that the brake is depressed (brake ON) is added to the condition for switching from the “D range shift mode” to the “M down mode”. Note that, in the “M down mode”, only the downshift is permitted as in the “M up mode”.

  In the first embodiment, when the manual shift mode (M up mode, M down mode) is selected as the shift mode, the lock-up clutch 20 is engaged.

  That is, the lockup clutch is basically controlled to be engaged / released based on a lockup schedule based on the vehicle speed VSP and the accelerator opening APO. Therefore, when “M-up mode” or “M-down mode” is selected, if the lock-up clutch is in the released state, the direct feeling is lost due to the torque fluctuation absorbing function caused by slipping in the torque converter. Further, when the lock-up clutch that is released in the middle of the selection of “M-up mode” or “M-down mode” is engaged, the driver feels uncomfortable. On the other hand, when the manual shift mode is selected, the lock-up clutch 20 is engaged as an exception of the lock-up control, so that the direct feeling in the manual shift mode is driven without giving the driver a sense of incongruity. Given to a person.

Next, the effect will be described.
In the shift control device for an automatic transmission according to the first embodiment, the following effects can be obtained.

(1) Automatic transmission (belt-type continuously variable transmission CVT) and automatic transmission (belt-type continuously variable transmission CVT) arranged between the driving source for driving (engine 1) and the drive wheels 6 and 6 A shift controller (CVT control unit 8) for executing the shift control of
This shift control device for an automatic transmission is provided with an accelerator pedal operation detecting means (accelerator opening sensor 86) for detecting a pedal operation on the accelerator pedal by the driver.
The automatic transmission (belt-type continuously variable transmission CVT) has, as a speed change mode, manual speed change modes ("M up mode", "M down mode") that change a plurality of manual speeds based on a fixed speed ratio based on driver operation )).
The shift controller (CVT control unit 8) detects when a predetermined accelerator pedal operation based on the driver's shift intention is performed when the manual shift mode ("M up mode", "M down mode") is selected. Accelerator shift is executed by using the accelerator pedal operation signal as a trigger. When the manual up mode (“M up mode”) is selected as the manual shift mode, the accelerator pedal operating condition for starting the upshift of the automatic transmission (belt type continuously variable transmission CVT) is determined by the driver's accelerator pedal. It is assumed that a return operation to 96 is detected.
For this reason, it is possible to prevent the start timing of the upshift from being delayed with respect to the driver's intention to upshift, and to reduce discomfort.

(2) The automatic transmission (belt-type continuously variable transmission CVT) has an automatic transmission mode (“D-range transmission mode”) that automatically changes the gear ratio according to the vehicle operating state as the transmission mode.
When the automatic transmission mode (“D range transmission mode”) is selected, the transmission controller (CVT control unit 8) is switched from the automatic transmission mode (“D range transmission mode”) to the manual up mode (“M up mode”). Assume that the accelerator pedal operation condition to be switched to is when a change from the return operation to the accelerator pedal 96 to the depression operation by the driver is detected.
Therefore, in addition to the effect of (1), when switching from the automatic shift mode (“D range shift mode”) to the manual up mode (“M up mode”), the driver's intention to upshift and the shift mode are inconsistent. Can be prevented.

(3) When the manual up mode (M up mode) is selected, the shift controller (CVT control unit 8) accepts an accelerator shift operation when an increase in the operation of the accelerator pedal 96 is detected by the driver. First, the manual gear position of the automatic transmission (belt type continuously variable transmission CVT) remains fixed.
For this reason, in addition to the effect of (1) or (2), hunting between upshifts and downshifts can be prevented when the “M up mode” in which upshifts are performed based on accelerator pedal operations is selected. .

(4) When the manual up mode (“M up mode”) is selected, the transmission controller (CVT control unit 8) operates the accelerator pedal operating conditions for releasing the manual up mode (“M up mode”). It is assumed that it is detected that a predetermined time (set value ΔT2) has elapsed while the accelerator pedal 96 is in a release operation state (accelerator opening APO = 0).
Therefore, in addition to the effects (1) to (3), when the accelerator pedal operation is performed with the intention of upshifting when the manual up mode (“M up mode”) is selected, the accelerator pedal 96 is temporarily released. However, the upshift intended by the driver can be performed.

(5) The shift controller (CVT control unit 8) can change from the automatic shift mode ("D range shift mode") to the manual down mode ("M down") when the automatic shift mode ("D range shift mode") is selected. The accelerator pedal operation condition for switching to “mode”) is assumed to be when a change from a depression operation to the accelerator pedal 96 to a return operation by the driver is detected.
For this reason, in addition to the effects of (2) to (4), when switching from the automatic shift mode ("D range shift mode") to the manual down mode ("M down mode"), the driver's intention to downshift and the shift mode Can be prevented from becoming inconsistent.

(6) A torque converter 2 having a lock-up clutch 20 is provided between the driving source for driving (engine 1) and the automatic transmission (belt type continuously variable transmission CVT).
The shift controller (CVT control unit 8) places the lockup clutch 20 in the engaged state when the manual shift mode (“M up mode”, “M down mode”) is selected as the shift mode.
For this reason, in addition to the effects (1) to (5), when the manual shift mode is selected, the manual shift mode (“M up mode”, “M down mode”) does not give the driver a sense of incongruity. A direct feeling can be given to the driver.

  The automatic transmission control device for an automatic transmission according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and design changes and additions are allowed without departing from the spirit of the invention according to each claim of the claims.

  In the first embodiment, an example is shown in which “D-range shift mode” and “manual shift mode based on pedal operation” are provided as shift modes. However, as a shift mode, in addition to the “D range shift mode” and the “manual shift mode based on pedal operation”, a “manual operation based manual operation” that can switch a plurality of manual shift stages based on a lever operation by the driver, etc. A “shift mode” may be added. In this case, the options of “manual shift mode” by the driver are expanded.

  In the first embodiment, the example of the M1 speed to the M5 speed is shown as the manual stepped shift schedule. However, as an example of a manual stepped gear shift schedule, a stepped gear step of M6 speed or higher (M6 speed, M7 speed, M8 speed, etc.) is also used, and M4 speed or lower (M4 speed, M3 speed) ) May be used as an example of stepped gears.

  In the first embodiment, the shift control device of the present invention is applied to an engine vehicle equipped with a belt type continuously variable transmission CVT as an automatic transmission. However, the shift control device of the present invention may be applied to a vehicle equipped with a stepped transmission called step AT, a vehicle equipped with a continuously variable transmission with an auxiliary transmission, and the like as an automatic transmission. Further, the applied vehicle is not limited to an engine vehicle, and can be applied to a hybrid vehicle in which an engine and a motor are mounted on a traveling drive source, an electric vehicle in which a motor is mounted on a traveling drive source, and the like.

1 Engine (driving drive source)
CVT Belt type continuously variable transmission 2 Torque converter 3 Forward / reverse switching mechanism 4 Variator 5 Final deceleration mechanism 6 Drive wheel 7 Hydraulic control unit 8 CVT control unit (transmission controller)
80 Primary rotational speed sensor 81 Vehicle speed sensor 82 Secondary pressure sensor 83 Oil temperature sensor 84 Inhibitor switch 85 Brake switch 86 Accelerator opening sensor (accelerator pedal operation detecting means)
87 Primary pressure sensor 94 Select lever 95 Brake pedal 96 Accelerator pedal

Claims (6)

In a shift control device for an automatic transmission, comprising: an automatic transmission disposed between a driving source for driving and a drive wheel; and a shift controller that executes shift control of the automatic transmission.
An accelerator pedal operation detection means for detecting the pedal operation to the accelerator pedal by the driver is provided,
The automatic transmission has a manual shift mode that changes a plurality of manual shift stages based on a fixed gear ratio based on a driver's operation as a shift mode.
When the manual shift mode is selected and the shift controller performs a predetermined accelerator pedal operation based on the driver's shift intention, the shift controller executes an accelerator shift using a detected accelerator pedal operation signal as a trigger,
When the manual up mode is selected as the manual shift mode, the accelerator pedal operation condition for starting upshifting of the automatic transmission is set as when a return operation to the accelerator pedal by the driver is detected. A shift control device for an automatic transmission characterized by In the shift control device for an automatic transmission according to claim 1,
The automatic transmission has an automatic transmission mode that automatically changes a transmission ratio according to a vehicle driving state as a transmission mode.
The shift controller changes an accelerator pedal operation condition for switching from the automatic shift mode to the manual up mode when the automatic shift mode is selected, from a return operation to the accelerator pedal by a driver to a stepping operation. A shift control device for an automatic transmission, characterized in that it is when it is detected. In the shift control device for an automatic transmission according to claim 1 or 2,
The shift controller, when the manual up mode is selected, does not accept an accelerator shift operation when a driver's depressing operation to the accelerator pedal is detected, and fixes the shift stage of the automatic transmission. A shift control device for an automatic transmission, characterized in that it remains. The shift control device for an automatic transmission according to any one of claims 1 to 3,
When the manual up mode is selected, the speed change controller operates under a condition that an accelerator pedal operation condition for releasing the manual up mode has passed a predetermined time while the accelerator pedal is released by the driver. A shift control device for an automatic transmission, characterized in that it is when it is detected. In the shift control device for an automatic transmission according to any one of claims 2 to 4,
When the automatic shift mode is selected, the shift controller changes an accelerator pedal operation condition for switching from the automatic shift mode to the manual down mode from a depression operation to the accelerator pedal by a driver to a return operation. A shift control device for an automatic transmission, characterized in that it is when it is detected. In the shift control device for an automatic transmission according to any one of claims 1 to 5,
A torque converter having a lock-up clutch between the travel drive source and the automatic transmission;
The shift control device for an automatic transmission, wherein the shift controller sets the lockup clutch in an engaged state when the manual shift mode is selected as a shift mode.