JP2607121B2 - Control device for automatic transmission - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for an automatic transmission, and more particularly to a control device for an automatic transmission that can perform an appropriate shift operation when a turning state of a vehicle occurs. It relates to a control device.

(Prior Art) In the control of an automatic transmission, a plurality of shift patterns are provided, and a shift pattern is selected according to a driving state of a vehicle.
It is known to perform a shift operation in accordance with the selected shift pattern.

For example, the driver operates a manual switch with two shift patterns: an economy mode in which fuel efficiency is emphasized, and a power mode in which shift is generated at a higher speed than in economy mode in which agility is emphasized. 2. Description of the Related Art A vehicle equipped with an automatic transmission that allows a user to select one of shift patterns is known.

Further, Japanese Utility Model Application Laid-Open No. 61-154126 discloses a control device for an automatic transmission in which a shift line of a shift pattern is changed to a high speed side when the vehicle turns.

Accordingly, since the vehicle travels on the relatively low gear side, a favorable agile traveling feeling can be obtained during the cornering travel.

(Problem to be Solved) However, there are various aspects during turning, and it is a problem to appropriately determine escape from turning. In the Japanese Utility Model Application Laid-Open No. 61-154126, the shift operation is performed in accordance with the turning operation even when the vehicle is out of turning, or conversely, the vehicle is in a turning state. Nevertheless, there is a possibility that the shift turns may be changed, and there is still room for improvement.

In particular, when the vehicle travels on a continuous curved road, that is, on a winding road, it is important to determine that the vehicle has escaped from the winding road in order to perform an appropriate shift operation.

The present invention is configured based on such circumstances, and when the vehicle approaches the winding road, an appropriate shift pattern suitable for the traveling state is selected, and a shift operation is performed according to the selected pattern. It is an object of the present invention to provide a control device for an automatic transmission that can appropriately perform a shift operation in accordance with a normal shift pattern when the vehicle leaves the running state.

(Means for Solving the Problems) The object of the present invention has a plurality of shift patterns, selects one shift pattern according to the driving state, and performs shift control. When the traveling state is detected, in the control device of the automatic transmission for selecting the turning traveling shift pattern set to restrict the shifting operation among the above-described shifting patterns, when the turning traveling shift pattern is further selected. A control device for an automatic transmission, comprising: timer means for maintaining the shift pattern, wherein the timer setting time of the timer means is set so as to be shorter as the vehicle speed increases. Can be.

The above-mentioned turning traveling speed change pattern can be provided by modifying another speed change pattern provided in the control device, for example, the economy mode or the power mode. However, a special speed change map as a function of the vehicle speed and the engine load is provided. You may do so.

In selecting the turning traveling speed change pattern, for example, road conditions such as downhill and uphill or driving factors such as steering angle, vehicle speed, and accelerator operation amount are considered.

(Operation) According to the present invention, in consideration of a predetermined determination condition, when a turning traveling state such as when traveling on a winding road is detected, the control device selects a turning traveling shift pattern. .

When the turning traveling speed change pattern is selected, the vehicle is driven at a relatively low speed during the turning traveling.

When the vehicle is out of the turning traveling state, a certain determination condition is determined, and another appropriate shifting pattern is selected instead of the turning traveling shift pattern. In this case, according to the present invention, the timer The means is operated to change the turning traveling speed change pattern to the above other speed change pattern after the timer set time elapses according to the vehicle speed.

According to this, as the vehicle speed at the time of exiting the turning traveling state increases, the timer setting time becomes shorter. Therefore, the higher the vehicle speed, the quicker the switching from the turning traveling shift pattern to another shift pattern.

(Description of Example) Hereinafter, an example of the present invention will be described with reference to the drawings.

FIG. 1 is a schematic view of a power unit of an automobile to which a control device for an automatic transmission according to the present invention can be applied, and an engine 1 includes an automatic transmission including a torque converter device 2 and a transmission 3. 4 is connected. The output shaft 5 of the automatic transmission 4 is connected to wheels (not shown) via a universal joint 6 and a propeller shaft 6a.

The intake device 7 includes a throttle valve 8 that controls the amount of intake air in response to operation of an accelerator pedal (not shown).
Driven by 8a.

The transmission 3 is provided with a hydraulic mechanism, and by appropriately switching and controlling the hydraulic pressure introduction path of the hydraulic mechanism, an appropriate gear can be automatically obtained. The hydraulic path of the hydraulic mechanism of the transmission 3 can be switched by operating a solenoid valve 9 including a plurality of shift solenoid valves 9a and a lock-up solenoid valve 9b incorporated therein. .

The control device for the automatic transmission according to the present embodiment includes a control unit 10 which preferably includes a microcomputer for controlling the throttle actuator 8a for the throttle valve 8 and the solenoid valve 9 for shifting. I have.

The control unit 10 includes an access depression sensor 11 for detecting an accelerator depression amount, a vehicle speed sensor 12 for detecting a vehicle speed, and a steering angle sensor 1 for detecting a steering angle of a steering wheel.
3, gear position sensor 14, which detects the shift position of the transmission,
Signals are input from a mode selection switch 15 for selecting a mode of a shift pattern, a brake switch 16 for detecting depression of a brake pedal, and the like. The gear position sensor 14 is provided with the gearshift solenoid 9a.
Gear position information can be input to the control unit 10 by storing ON and OFF and knowing the combination.

The control unit 10 outputs a signal to the throttle actuator 8a based on the signals from the sensors 11 to 14 and the switches 15 and 16 to control the opening of the throttle valve 8, and controls the solenoid valve 9a for shifting so as to be appropriate. Gears are set.

In this case, the control unit 10 basically stores, as a map, two shift patterns of a fuel economy-oriented economy mode shown in FIG. 2 or a traveling-oriented power mode shown in FIG. , Switch 15
From the vehicle speed sensor 12 and the accelerator pedal depression amount sensor 11, and the shift control signal is changed so that a shift speed based on the shift line of the selected pattern is obtained. The output is output to the valve 9a.

 Hereinafter, the shift control of this example will be described.

In the control of this example, that the vehicle is traveling downhill,
When either the vehicle is in an accelerating state or the vehicle is in a decelerating state and the steering is larger than a predetermined value and the vehicle speed is larger than a predetermined value, a turning traveling shift pattern is selected to control the shift. It is supposed to do.

Referring to FIGS. 4A-4D, the control unit 10
First, the accelerator depression amount α is read from the signal from the accelerator depression amount sensor 11 and the vehicle speed V is read from the signal from the vehicle speed sensor 12 (S1), (S2).

Then, the vehicle acceleration (dV / dt) is calculated from the change in the vehicle speed V (S3).

Next, a brake signal Br from the brake switch 16 indicating whether the brake is depressed is read (S
Four). Also, the mode signal M from the mode selection switch,
And the steering angle signal Q is read from the steering angle sensor 13 (S5) and (S6).

Next, the control unit 10 determines the value of the winding road flag WF indicating whether or not the vehicle is traveling with the turning traveling shift pattern selected (S7).

When the value of the winding road flag WF is 1, the turning traveling shift pattern is selected, and when it is 0, it indicates that the vehicle is traveling according to the normal shifting pattern.

In step (S7), if the determination is NO i.e., normal when the vehicle is traveling according to a shift pattern, whether the control unit 10 Hatsugi accelerator operation degree alpha is a predetermined value alpha ₁ or more, Brake signal
It is determined whether the brake is on by Br (S8) and (S9).

If the determinations in steps (S8) and (S9) are both NO, the control unit 10 then sets the accelerator pedal depression amount α to a value smaller than a predetermined value α ₀ , for example, 3%,
That is, it is determined whether or not the accelerator pedal is substantially not depressed (S10).

Accelerator operation degree alpha is less than the predetermined value alpha _0, in the case where the accelerator depression is determined not substantially, therefore, the control unit 10, the slope flag F indicating whether the state the vehicle is traveling downhill Judge the value of (S1
1, S12), the following downhill determination is performed.

By the way, when the driver generally determines that the vehicle enters a downhill traveling state while traveling on a normal traveling road, the driver releases his / her foot from the accelerator pedal, that is, releases the accelerator. Since there is a slight difference in the vehicle speed, as shown in FIG. 5, when the accelerator is once decelerated by opening the accelerator and then accelerated by the downward slope of the traveling road (characteristic line a), the accelerator opening timing The present inventor has found that there is a case where the vehicle is slightly decelerated, the accelerator is released when the vehicle enters the downhill traveling road, the vehicle is not decelerated by the inertia of the vehicle, and then the vehicle is accelerated by the downward gradient of the traveling road (characteristic line b). Was. In the downhill determination in this example, a predetermined condition described below is determined based on such knowledge, and a change in the vehicle speed after the accelerator is released as shown by the characteristic line a, or a change in the vehicle speed after the accelerator is released as shown by the characteristic line b When such a change in vehicle speed is detected, it is determined that the vehicle has entered a downhill traveling state.

The slope flag F is 0 when the vehicle is not in a downhill traveling state, and is 2 when the vehicle is in a downhill traveling state.
When the slope flag F = 1, the vehicle may enter a downhill traveling state, but the vehicle speed is reduced after the accelerator is released, that is, the vehicle is not yet determined to be in the downhill traveling state. This indicates that the control unit 10 has detected that the operation has been performed.

When the vehicle speed is not traveling on a downhill, but traveling on a normal traveling road, for example, on a flat traveling road, the slope flag F is 0, and thus both the determinations S11 and S12 are NO,
The control unit 10 then moves to the vehicle acceleration (dV / dt)
It is determined whether or not is negative (S13).

As described above, when the slope flag F = 0, that is, when the vehicle is approaching a downhill while the vehicle is traveling on a normal traveling road, the driver releases the accelerator in front of the vehicle.
A slight deceleration occurs in the vehicle body (characteristic line a in FIG. 5).
reference). That is, the determination in the step (S13) is YES.

When the vehicle body acceleration (dV / dt) is negative, it is confirmed in steps (S14 to S18) that this state continues for a predetermined time, and the slope flag F is set to 1. Then, in the next execution, the determination in step (S12) is YES, so the control unit 10 next determines whether or not the vehicle body acceleration (dV / dt) is positive (S19). This is because the deceleration occurs once by releasing the accelerator in front of the hill, but then the acceleration (dV / dt) becomes positive due to the inertia of the vehicle body due to the slope of the road going downhill. This is to determine whether or not the vehicle is in a downhill traveling state. After confirming in step (S20 to S23) that this acceleration state continues for a certain period, it is determined that the vehicle is going downhill by setting the slope flag F = 2 (S2).
Four).

Note that the above-described downhill determination procedure can be applied to the case where the vehicle speed change changes as shown by the characteristic line a in FIG. 5, but when the vehicle is approaching a downhill, after the vehicle is in an inclined state. The driver may release the accelerator in such a case. In this case, the vehicle speed changes as shown by the characteristic line b in FIG. 5, that is, the vehicle is accelerated by the descending gradient of the traveling road after traveling without deceleration due to the vehicle body inertia. The vehicle speed changes.

In the control of the present example, downhill traveling can be detected even in such a case, and the control unit 10 reads in step S2 when the determination in step (S13) is NO because the deceleration state does not occur. The vehicle speed V is stored as the initial minimum vehicle speed Vmin, and when the vehicle speed V exceeds the vehicle speed Vmin and exceeds a predetermined value Va after a predetermined time, the vehicle is recognized as traveling downhill and the hill flag F is set to F = 2 (S25). ~ S28).

Next, the determination of the acceleration state and the determination of the deceleration state of the vehicle will be described.

The determination of the acceleration state of the vehicle, if the determination is NO, that is the amount of accelerator pedal depression alpha is larger than the predetermined value alpha ₁ in step (S8), whether the automatic transmission is caused to shift down operation (S29) or, vehicle acceleration ( When dV / dt) is greater than the predetermined value dV1, it is determined that the vehicle is in an acceleration state (S3).
0). In the determination of the deceleration state of the vehicle, the control unit 10 determines that the vehicle is in a deceleration state when the brake is depressed (S9) and the vehicle acceleration (dV / dt) is smaller than a predetermined value dV2 ( S31).

Shift control during normal traveling In each of the above-described determination procedures, if it is determined that the vehicle is not traveling downhill, accelerating, or decelerating, the control unit 10 sets the flag WF to 0 (S32). .

Then, the signal of the mode selection switch 15 is determined (S3
3) If the power mode is selected, the shift pattern shown in FIG. 3 is selected, and if not, the shift pattern shown in FIG. 2 is selected (S34, S35).

In this case, the control unit 10 determines the value of the winding load flag WF (S36) and sets the flag WF = 0.
In other words, in the normal running state, the shift-up determination is performed when the vehicle crosses the shift-up line in the shift-up direction in FIG. 2 or FIG. 3 (S3).
7) If the vehicle crosses the downshift line in FIG. 2 or FIG. 3 in the downshift direction, a downshift determination is made (S38).

Since the shift determination procedure is conventionally performed normally, detailed description thereof will be omitted.

Next, the control unit 10 determines the value of the winding road flag WF (S39), and in a normal traveling state, since the flag WF = 0, determines whether or not to perform lockup control (S40). ). In this step, when the vehicle crosses the lock-up engagement line of the shift pattern shown in FIG. 2 or 3, a lock-up determination is performed, and when the vehicle crosses the lock-up release line, lock-up release determination is performed.

Then, based on the result obtained in the above procedure, the control unit 10 outputs a control signal so as to give the solenoid valve 9 a predetermined gear position and, in some cases, bring it into a lockup state ( S41).

In the next stage, the control unit 10
Is determined (S42), and the throttle valve opening degree T with respect to the accelerator pedal depression amount α is set depending on whether the vehicle is turning or normal driving.

During normal running with the flag WF = 0, the basic throttle valve opening T _{B is} determined based on a predetermined map as shown in FIG.
The throttle valve opening signal T according to the characteristic line c in the figure is obtained from the characteristic gain d (shown by the characteristic line d) and the predetermined gain G set corresponding to the accelerator pedal depression amount α (S43).

By giving the throttle valve opening signal T so as to follow the characteristic line c, the sensitivity of the throttle valve opening signal T to the accelerator pedal depression amount α increases during normal running.

Then, the obtained signal T is output to the throttle servo system, that is, the throttle valve actuator 8a to adjust the opening of the throttle valve 8 to a predetermined opening (S44).

Shift Control During Turn Next, shift control during turning, that is, when the vehicle runs on a winding road, will be described.

The control unit 10 executes the above steps (S10 to S2
If any of the downhill determination in 8), the acceleration determination in steps (S29, S30), and the deceleration determination in step (S31) is YES, it is determined whether to control the winding road. In making this determination, in this embodiment, the control unit
10 first determines whether or not the vehicle is in a constant speed traveling control state (S45). The constant speed traveling state can be known by detecting the state of the control flag of the constant speed traveling control (not shown).

When not in constant-speed running state (S45), compares and determines the vehicle speed V and the predetermined vehicle speed V ₁ (S46). In the control of this example,
In a state where the vehicle speed is extremely low, for example, when V = about 10 km / h, it is generally not necessary to perform the turning traveling control.
And by comparing predetermined and vehicle speed V _1, the vehicle speed V to determine whether greater than a predetermined vehicle speed V ₁ (S46). When the vehicle speed V is greater than the predetermined value V ₁ was obtained a reference value, that the steering angle threshold Q ₀ if the steering angle if performing turning control from the value of the vehicle speed V (S47).

In this case, the steering angle threshold value Q ₀ is set according to the vehicle speed V based on a map as shown in FIG. According to this, when the vehicle speed V increases, the steering angle threshold
The value of Q ₀ decreases.

Next, the control unit 10 determines the current steering angle Q
There is determined whether or not larger than the steering angle threshold Q ₀ obtained in the above (S48).

When a steering angle Q> steering angle threshold Q _0, then control unit 10 checks whether this state continues for a predetermined period using the continuous flag F and counter (S49～S
52), the winding road flag WF is set to 1 and it is determined that the speed change control during turning is performed (S53).

Then, as described in the description of the shift control during normal running, the mode is determined in step (S33), and based on this, the shift pattern in FIG. 2 or FIG. 3 is selected (S34, S35). ).

Next, the control unit 10 executes step (S3
In 6), the value of the flag WF is determined. In this case, since the flag WF = 1, the previously read out (S1) as well as actual storage accelerator depression amount alpha as a predetermined amount of accelerator pedal depression alpha _2, optimally the driving force of the accelerator operation degree alpha by winding road A predetermined accelerator depression amount A for selecting a gear position to be set is set to, for example, 70% (S54).

As described above, regardless of the actual value of the accelerator depression amount α, the accelerator depression amount α is changed to the predetermined accelerator depression amount A, that is, 70 degrees.
%, The value of the accelerator depression amount α in the shift pattern of FIG. 2 or FIG.
% So that the shift-up judgment is performed
Therefore, it means that the upshift determination is performed based only on the value of the vehicle speed V regardless of the actual accelerator depression amount α.

Then, the control unit 10 calculates the current vehicle speed V
Using the accelerator depression amount α = 70% set above,
In the same procedure as in step (S37) described in the normal traveling control, a predetermined shift speed is read from the shift pattern shown in FIG. 2 or FIG. 3 to determine shift up (S55).

On the other hand, in the present embodiment, in the downshift determination, the actual, that is, the actual accelerator depression amount α (S1) is used in order to secure the acceleration at the time of depressing the accelerator and to promptly respond to the driver's acceleration request. The gear stage is selected based on the following. For this purpose, control unit 10
, First, the amount of accelerator pedal depression alpha set at 70% in the step S54, the actual amount of accelerator pedal depression previously stored alpha _{2 (S5}
Return to 4). Furthermore, actual is returned in this manner, i.e. reality on the basis of the accelerator operation amount alpha ₂ of, as in step (S38) in the normal running control, predetermined gear from shift pattern of FIG. 2 or FIG. 3 Read the column,
A downshift determination is made (S57).

Thus, in the upshift determination, the gear position is read from the predetermined shift pattern based only on the vehicle speed, and in the downshift determination, the gear position is determined based on the actual accelerator pedal depression amount α and the vehicle speed V in the same manner as during normal traveling. Will be read.

In the present embodiment, since the accelerator depression amount A used for the shift-up determination is determined based on the actual, that is, the actual accelerator depression amount, the shift-down determination is performed as described above. In the shift pattern shown in FIG. 3, an accelerator pedal depression amount of 70%, which does not cause upshifting and downshifting hunting, is employed.

In the control in steps (S54 to S57), the accelerator depression amount α used for the shift-up determination is set to a predetermined value A, and the shift pattern in FIG. 2 or FIG. The step is obtained, but when performing this control, it is also possible to provide a special turning traveling speed change pattern as shown in FIG. 8 or FIG. In this case, since there is no restriction on the shift pattern of the normal traveling, a shift diagram more suitable for the winding road can be constructed.

By performing such control, the shift control in the turning travel control tends to select a lower gear position as compared with the shift control during normal travel, so that an agile traveling feeling can be obtained and the accelerator pedal can be obtained. When the driver requests acceleration by depressing the accelerator pedal, the vehicle shifts down to a low gear according to the accelerator pedal depression amount, so that it is possible to quickly respond to the driver's acceleration request.

Next, the control unit 10 executes step (S3
In step 9), the value of the flag WF is determined.

In the control of this example, when performing the turning traveling control,
Since lockup is not performed, if it is locked up, release it (S5
8).

As a result, in turning control, the problem of insufficient torque in the lock-up state can be solved.

In the throttle valve opening control of the turning control in, since the gain G is set as the 0, the control unit 10 employs the basic throttle valve opening T _B as a throttle valve opening signal T ( S59).

That is, the throttle valve opening signal T is obtained according to the characteristic line d in FIG.

As a result, it is possible to solve the problem that the accelerator sensitivity is unduly increased and the controllability of the vehicle is deteriorated during the cornering traveling in which the traveling at the lower gear is frequently performed.

Next, a procedure for canceling the turning traveling control will be described.

In step (S7), if a flag WF = 1, then control unit 10 sets the timer value T ₁ of the order to end the turning control of the vehicle speed sensitive (S60).

In this case, the timer value T ₁ is set according to the value of the vehicle speed V is performed cornering according to the map shown in FIG. 10.

Next, to set the rudder angle threshold to Q ₁ to terminate the vehicle speed sensitive turning control (S61).

In this case, the steering angle threshold Q ₁ is set according to the value of the vehicle speed V is performed cornering according to the characteristics indicated by the broken line in the map of Figure 7 was used to initiate the above-described turning control .

When the vehicle speed V is equal to or less than the predetermined value V _2, there is no need of turning control, automatically terminates the turning control (S62, S63).

Further, the steering angle Q is the smaller than the steering angle threshold Q ₁ set in the preceding (S64), this state is terminated turning control after confirming that continues for a predetermined period of time.

That is, in step (N64), if the steering angle Q <steering angle threshold Q ₁ is, continuous flag F indicating the continuous state
Is determined (S65), the flag F is set to 1 and the value of the counter is set to 0 (S67).

And to determine the value of the counter (S67), the value is added to reach the timer value T ₁ set above (S68), it sets the flag WF = 0 if the result exceeds the timer value T _1.

By performing such control, as the vehicle speed V increases, the vehicle exits the turning travel control in a relatively short time.

In this embodiment, the turning traveling control is also released when the vehicle starts the constant speed traveling control. The constant speed traveling state can be known by detecting the state of the control flag of the constant speed traveling control (not shown) as described above. When the control flag indicates a constant speed traveling state, the control unit 10 sets all the slope flag F, the winding road flag WF, and the continuous flag F to 0 (S45, S45a), Release control.

As described above, the reason why the turning traveling control is immediately released when the constant speed traveling state starts is that the driver turns on the constant speed traveling control switch during the turning traveling control in most cases by the driver himself / herself. This is because we focused on the fact that it was considered to have passed the winding road, and as a result, the judgment of the driver who could reliably determine the escape from the winding road was used as the condition for releasing the turning travel control, and And the smooth turning traveling control can be released.

The present invention can be variously modified within the scope described in the claims without being limited to the above embodiments,
Needless to say, they are also included in the scope of the present invention.

For example, in the above-described embodiment, during turning, the engine load, that is, the value of the accelerator pedal depression amount α is changed and the second
Although the shift control is performed using the shift patterns shown in FIGS. 3 and 3, specific shift patterns for turning traveling control as shown in FIGS. 8 and 9 are provided as maps.
During cornering, the shift control may be performed based on the shift pattern.

Further, in the present embodiment, the shift pattern is described as a shift map based on the accelerator pedal depression amount and the vehicle speed. However, the shift pattern is stored as a shift map based on, for example, the throttle opening and the vehicle speed. However, it is easily applicable.

Further, in the present embodiment, the downhill determination is performed based on the change in the vehicle speed after the accelerator is released, but the downhill determination may be performed by a downhill detection unit such as a slope sensor.

(Effects of the Present Invention) As described above, according to the present invention, the turning traveling control is started when the vehicle speed and the steering angle are equal to or larger than predetermined values after the road condition and the driving state are carefully examined. The shift control at the time can be performed.

Therefore, even if the vehicle suddenly enters the turning control when a large steering angle occurs such as a lane change during high-speed driving, the vehicle exits from the turning control in a short time, and as a result, takes longer than necessary. It is possible to prevent the driving state in the low gear position from being maintained over time, thereby preventing the driver from feeling uncomfortable.

In addition, when exiting the turning control, if the vehicle speed is high, the vehicle runs through the same length of travel in a short time, so if the switching from the turning control to the normal control is slow, the driving at the low speed stage will continue unduly long. On the other hand, when the vehicle speed is low, the above-described switching may occur earlier and the upshift may be performed during the winding road traveling.However, according to the present invention, when the turning traveling control is escaped, the vehicle speed is increased. Since the switching time is set accordingly, it is possible to solve the above-described problem of the hunting of the turning traveling control depending on the magnitude of the vehicle speed.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a power unit of a vehicle to which the present invention can be applied, FIG. 2 is a characteristic diagram showing a shift pattern in economy mode, FIG. 3 is a characteristic diagram showing a shift pattern in power mode, and FIG. 4A to 4D are flowcharts showing the details of the shift control of the present invention, FIG. 5 is a characteristic diagram showing the relationship between the vehicle speed change and time, and FIG. 6 is a graph showing the relationship between the accelerator depression amount and the throttle valve opening. FIG. 7 is a characteristic diagram showing the relationship.
FIG. 8 is a characteristic diagram showing a relationship between the steering angle threshold value and the vehicle speed.
FIG. 9 is a characteristic diagram showing a turning traveling speed change pattern in the economy mode, FIG. 9 is a characteristic diagram showing a turning traveling speed change pattern in the power mode, and FIG. 10 is a characteristic diagram showing a relationship between the timer value and the vehicle speed. DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Torque converter device, 3 ... Transmission, 4 ... Automatic transmission, 5 ... Output shaft, 6 ... Universal joint, 6a ... Propeller shaft, 7 ... Intake device, 8 …… Throttle valve, 8a …… Rottle actuator, 9 …… Solenoid valve for speed change, 10 …… Control unit, 11 …… Accelerator depression amount sensor, 12 …… Vehicle speed sensor, 13 …… Steering angle sensor, 14 …… Gear Position sensor, 15: Mode selection switch 16: Brake switch.

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Eiji Nishimura 3-1 Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Co., Ltd. (56) References JP-A-62-292537 (JP, A) 61-141135 (JP, U)

Claims (1)

(57) [Claims] A shift control is performed by selecting one shift pattern according to a driving state, and the shift control is performed when a turning state of the vehicle is detected. A control device for an automatic transmission for selecting a turning traveling shift pattern set to restrict the shifting operation among the patterns, further comprising a timer means for maintaining the shifting pattern when the turning traveling shift pattern is selected. A control device for an automatic transmission, characterized in that a timer setting time of the timer means is set so as to become shorter as the vehicle speed increases.