JP2019027544A - Shift control device of automatic transmission - Google Patents

Abstract

To release a manual down mode by pedal operation without causing undesired vehicle acceleration, when a driver intends inertia travel during selecting the manual down mode.SOLUTION: In a shift control device of an automatic transmission including a belt-type continuously variable transmission CVT and a CVT control unit 8, the belt-type continuously variable transmission CVT 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 8 applies detection of step-in operation to a brake pedal 95 by a driver when an accelerator pedal is in a released state, as a mode releasing condition for releasing the "M down mode", when the "M down mode" is selected as the manual shift mode.SELECTED DRAWING: Figure 7

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, a motorcycle that has downshifted a transmission based on a closing operation after a throttle opening operation in a state where the brake pedal is depressed (in a four-wheeled vehicle, a returning operation after the accelerator pedal is depressed). An automatic transmission control device is known (see, for example, Patent Document 1).

JP 2009-156444 A

However, in the above-described conventional apparatus, there is no clear indication of release by the pedal operation in the manual down mode, and there is room for improvement in exiting from the manual down mode.
In other words, while the manual down mode is selected, when the driver releases the accelerator pedal, "(1) If you want to keep the current emblem as it is" and "(2) Do not need the emblem and want to coast (coast)" There is a case, but the driver's intention cannot be determined. Therefore, when it is desired to travel inertial as in the case of (2), it is desired to exit the manual down mode so as not to feel uncomfortable when shifting to inertial traveling.

  The present invention has been made by paying attention to the above-described problem. When the driver intends coasting while the manual down mode is selected, the manual down mode can be performed by operating the pedal without causing unintended vehicle acceleration. The purpose is to cancel.

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 down mode is selected as the manual shift mode, the mode release condition for releasing the manual down mode is a time when the driver depresses the brake pedal when the accelerator pedal is released.

While the manual down mode is selected, when the driver releases the accelerator pedal, the driver may intend coasting (coast driving) after that. If the mode release condition for releasing the manual down mode at this time is an accelerator pedal depression operation condition, unintended vehicle acceleration occurs.
Focusing on this point, it is assumed that the mode release condition for releasing the manual down mode is that when the driver depresses the brake pedal while the accelerator pedal is in the released state.
As a result, when the driver intends coasting while the manual down mode is selected, the manual down mode can be canceled by operating the pedal without causing unintended vehicle acceleration.

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. Brake SW signal, accelerator opening signal, downshift determination / upshift determination, display mode, control mode, target gear ratio, engine rotation when executing shift control for releasing "M down mode" by stopping in the first embodiment It is a time chart which shows each characteristic of speed, operation of lockup, and vehicle speed. Brake SW signal, accelerator opening signal, downshift determination, display mode, control mode, target gear ratio, engine speed, lock when executing shift control to release "M down mode" by pedal operation in the first embodiment It is a time chart which shows each characteristic of up operation and vehicle speed.

  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 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, a brake hydraulic pressure sensor. Sensor information and switch information from 89, etc. 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 brake fluid pressure sensor 89 detects the magnitude of the brake fluid pressure (braking fluid pressure) generated based on the pedal depression operation on the brake pedal 95 by the driver, and outputs the brake fluid pressure sensor value.

  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, the cancellation condition of the “M down mode” is given by any of the following conditions (a) to (d).
(a) When the vehicle speed falls below the stop determination threshold (stop conditions).
(b) When the accelerator opening APO continues to be higher than a predetermined opening and continues for a predetermined time (accelerator depression condition).
(c) When APO = 0, when the brake switch signal ON is generated twice within a predetermined time (brake pedaling condition 1).
(d) When APO = 0 and the brake switch signal is ON for a predetermined time (brake pedaling condition 2).
However, for the brake depression conditions 1 and 2 of (c) and (d), the brake fluid pressure sensor value when the brake switch signal is ON is not more than the threshold value. The “threshold value” is set to a value for determining a brake fluid pressure state in which no braking force is generated.

  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 effects of the first embodiment are as follows: “shift control processing action when D range is selected”, “shift control action when releasing M down mode by stopping”, “shift control action when releasing M down mode by pedal operation” "And" characteristic action of shift control "will be described separately.

[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.

  When “M down mode” is selected, if the driver intends coasting and performs light stepping back operation to the brake pedal 95 twice in succession, the release condition of “M down mode” is satisfied in step S34. To do. 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 releasing M-down mode by stopping]
Hereinafter, based on the time chart shown in FIG. 6, the shift control operation when the “M down mode” is canceled by stopping will be described. 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, 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 “M down mode” release condition (stop condition) 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).

[Shift control action when releasing M-down mode by pedal operation]
Hereinafter, based on the time chart shown in FIG. 7, the shift control action when the “M down mode” is canceled by the pedal operation will be described. In FIG. 7, a characteristic when the “M down mode” is canceled by the accelerator pedal ON operation and then gentle acceleration is desired is indicated by a broken line characteristic H. A solid line characteristic I indicates a characteristic when the “M down mode” is canceled by a light brake pedal ON operation that does not decelerate, and then coasting is desired. Further, the shift control action up to time t15 is the same as in the case of FIG.

  When the depression operation on the accelerator pedal 96 is started immediately before time t26, and the duration of time when the accelerator opening APO is equal to or greater than the predetermined opening reaches ΔT at time t27, the accelerator depression condition is satisfied (arrow J in FIG. 7). ). When the release condition of “M down mode” is satisfied at time t27, “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 t27, the “D range shift mode” is selected to return to the continuously variable shift state on the D range shift line (FIG. 2).

  Therefore, after time t27, as shown in the accelerator opening signal characteristic H in FIG. 7, when the accelerator operation is performed to increase the accelerator depression amount and keep the accelerator opening APO substantially constant, the vehicle speed characteristic H in FIG. As shown, the vehicle speed VSP increases and the vehicle accelerates slowly.

  When the brake SW signal ON is generated twice by performing a light brake pedal ON operation that does not decelerate between time t26 and time t27, the brake depression condition 1 is satisfied at time t27 (FIG. 7). Arrow K). Further, when the brake SW signal ON is continuously generated for a predetermined time by continuing the light brake pedal ON operation not to decelerate from the time t26 to the time t27, the brake depression condition 2 is satisfied at the time t27. (Arrow L in FIG. 7).

  When the release condition (brake pedaling condition 1 or 2) of “M down mode” is satisfied at time t27, “M down mode” is released, and the control mode and display mode are changed from “M down mode” to “D range shift mode”. Can be switched to. From the release condition establishment time t27, the “D-range shift mode” is selected to return to the continuously variable shift state by the coast shift line (FIG. 2).

  Therefore, after time t27, as shown in the accelerator opening signal characteristic I in FIG. 7, if the accelerator opening APO = 0 is maintained, the gear ratio is as shown in the target gear ratio characteristic I in FIG. Shift from the gear ratio of M3 speed to the highest gear ratio. Then, as shown in the vehicle speed characteristic I of FIG. 7, coasting (coast travel) is maintained in which the vehicle speed VSP at j time t27 is maintained substantially as it is thereafter.

  FIG. 7 shows an example in which the “M down mode” release condition is satisfied at the same time t17 in order to simplify the description. However, as a matter of course, an example in which the release timing of the release condition is different depending on the release condition by the pedal operation (accelerator depression condition, brake depression condition 1, brake depression condition 2).

[Characteristic action of shift control]
In the first embodiment, in the CVT control unit 8, when “M down mode” is selected as the manual transmission mode, the mode release condition for releasing the “M down mode” is set, and the driver is released when the accelerator pedal is in the released state. When a stepping operation on the brake pedal 95 is detected.

  In other words, when the driver releases the accelerator pedal 96 while the “M down mode” is selected, there is a case where the driver intends coasting (coast driving) thereafter. At this time, if the mode canceling condition for canceling the “M down mode” is an operation condition for depressing the accelerator pedal 96, unintended vehicle acceleration occurs.

  Focusing on this point, it is assumed that the mode release condition for releasing the “M down mode” is when the driver depresses the brake pedal 95 when the accelerator pedal 96 is in the released state. That is, when exiting the “M down mode”, an operation of depressing the accelerator pedal 96 is unnecessary, and unintended acceleration does not occur.

  As a result, when the driver intends coasting while the “M down mode” is selected, the “M down mode” is canceled by operating the pedal without causing unintended vehicle acceleration.

  In other words, it is conceivable that the “M down mode” is canceled by returning to the normal “D range shift mode” by depressing the accelerator for a certain time. However, if the accelerator is depressed to release the “M down mode” with the intention of coasting, the vehicle will accelerate and the intended coasting cannot be realized. Therefore, in order to realize the intended inertial running, it is necessary to set a condition for exiting the “M down mode” in addition to the accelerator depressing operation for a certain time or longer, and the driver must depress the brake pedal 95. Is effective.

  In the first embodiment, the brake pedal operation condition for releasing the “M down mode” is a time when an on signal is detected from the brake switch 85 by a stepping operation on the brake pedal 95 where no braking force is generated. Here, the brake pedal operation in which the braking force is generated does not cancel the “M down mode” because the driver can determine that the driver intends to decelerate.

  That is, since the brake pedal operation condition is a brake pedal operation in which no braking force is generated, the brake pedal operation condition can be distinguished from a brake pedal operation that has a intention to decelerate (a braking force is generated). Therefore, when the “M down mode” is canceled, the “M down mode” is canceled reflecting that the driver does not intend to decelerate.

  In the first embodiment, a stepping operation on the brake pedal 95 by which the driver does not generate braking force is detected when the brake hydraulic pressure is equal to or lower than the threshold value, although the on signal is output from the brake switch 85.

  That is, while the brake pedal 95 is depressed, the brake switch 85 outputs an ON signal during the initial stroke region, but is a so-called brake play region in which the generation of the brake fluid pressure is almost zero. Therefore, by using the brake play area, the brake pedal operation is an operation with the intention of deceleration (brake operation in which the brake fluid pressure is generated) or an operation with the intention of coasting without the intention of deceleration (the brake fluid pressure is It is easily detected whether the brake operation does not occur).

  In the first embodiment, the brake pedal operation condition for releasing the “M down mode” is detected based on an ON signal from the brake switch 85 that the brake pedal operation without generating a braking force is performed twice or more within a predetermined time. It is time to be. Here, the predetermined time is set to 0.5 sec to 2.0 sec, for example. The number of times of brake pedal operation is the best, and if it is twice or more, erroneous determination can be prevented. However, if the number of times is large, it becomes troublesome for the driver.

  For example, if the brake pedal operation condition for canceling the “M down mode” is a single brake pedal operation in which no braking force is generated, the driver does not intend to coast and the driver has stepped on the brake pedal 95. When the brake pedal operating condition is satisfied. On the other hand, when the driver operates the brake pedal twice, the “M down mode” is set when the brake switch signal changes from an off signal → on signal → off signal → on signal → off signal. The brake pedal operation condition to be released is satisfied. Therefore, it is possible to prevent an erroneous determination that the driver leaves the “M down mode” when he / she does not intend to coast and has stepped on the brake pedal 95.

  In the first embodiment, the brake pedal operation condition for canceling the “M down mode” is that when the brake pedal operation that does not generate the braking force is continued for a predetermined time is detected by the ON signal from the brake switch 85. . Here, the predetermined time is set to 0.5 sec to 2.0 sec, for example.

  For example, when the driver does not intend to coast, but puts his / her foot on the brake pedal 95, the ON signal output from the brake switch 85 is continued for a long time. In contrast, the duration of the ON signal of the brake switch 85 due to the driver's operation of the brake pedal is limited to a predetermined time, so that when the brake switch signal changes from the OFF signal to the ON signal to the OFF signal, the “M down mode” The brake pedal operation condition for releasing "is established. Therefore, it is possible to prevent an erroneous determination that the driver leaves the “M down mode” when he / she does not intend to coast and has stepped on the brake pedal 95.

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 )).
When the manual shift mode is selected, the shift controller (CVT control unit 8) performs an accelerator shift 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. To do.
When the manual down mode (“M down mode”) is selected as the manual shift mode, the mode release condition for releasing the manual down mode (“M down mode”) is set by the driver when the accelerator pedal is in the released state. It is assumed that a stepping operation on the brake pedal 95 is detected.
For this reason, when the manual down mode (“M down mode”) is selected and the driver intends to run inertia, unintentional vehicle acceleration does not occur and the manual down mode (“M down mode” is operated without pedaling). )) Can be canceled.

(2) The transmission controller (CVT control unit 8) turns on the brake pedal operating condition for releasing the manual down mode ("M down mode") from the brake switch 85 by stepping on the brake pedal 95 where no braking force is generated. Suppose that a signal is detected.
Therefore, in addition to the effect of (1), when canceling the manual down mode (“M down mode”), the manual down mode (“M down mode”) is canceled reflecting that the driver has no intention of deceleration. can do.

(3) The shift controller (CVT control unit 8) outputs a turn-on signal from the brake switch 85 when the driver depresses the brake pedal without generating braking force, but the brake fluid pressure is below the threshold value. Detect by
For this reason, in addition to the effect of (1) or (2), by using the brake play area, the brake pedal operation is an operation with the intention of deceleration or an operation with the intention of coasting without the intention of deceleration. Can be easily detected.

(4) The transmission controller (CVT control unit 8) sets the brake pedal operation condition for releasing the manual down mode (“M down mode”), and the brake pedal operation without generating braking force is performed at least twice within a predetermined time. It is assumed that this is detected by an ON signal from the brake switch 85.
For this reason, in addition to the effect of (2) or (3), the driver does not intend to coast, and he leaves the manual down mode ("M down mode") by putting his foot on the brake pedal 95. An erroneous determination can be prevented.

(5) The transmission controller (CVT control unit 8) determines that the brake pedal operation condition for releasing the manual down mode (“M down mode”) is that the brake pedal operation without generating a braking force is continued for a predetermined time. It is assumed that it is detected by an ON signal from the switch 85.
For this reason, in addition to the effect of (2) or (3), the driver does not intend to coast, and he leaves the manual down mode ("M down mode") by putting his foot on the brake pedal 95. An erroneous determination can be prevented.

  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 (automatic 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 89 Brake fluid pressure sensor 94 Select lever 95 Brake pedal 96 Accelerator pedal

Claims (5)

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 down mode is selected as the manual shift mode, the mode release condition for releasing the manual down mode is a condition that the driver depresses the brake pedal when the accelerator pedal is in the released state. A shift control device for an automatic transmission. In the shift control device for an automatic transmission according to claim 1,
The automatic transmission is characterized in that the shift controller sets a brake pedal operation condition for releasing the manual down mode when an on signal is detected from a brake switch by a stepping operation on a brake pedal that does not generate a braking force. Shift control device. The shift control apparatus for an automatic transmission according to claim 2,
The shift controller detects a stepping operation on a brake pedal by which a braking force is not generated by a driver when an on signal is output from the brake switch but the brake fluid pressure is equal to or less than a threshold value. A shift control device for an automatic transmission. In the shift control device for an automatic transmission according to claim 2 or 3,
The shift controller detects that the brake pedal operation condition for releasing the manual down mode is that the brake pedal operation that does not generate a braking force is performed at least twice within a predetermined time based on an ON signal from the brake switch. A shift control device for an automatic transmission, characterized in that In the shift control device for an automatic transmission according to claim 2 or 3,
The shift controller sets a brake pedal operation condition for releasing the manual down mode when a brake pedal operation without generating a braking force is detected for a predetermined time by an on signal from the brake switch. A shift control device for an automatic transmission characterized by the above.